Results
55-13-01: 55-13-01 PIPER: Applies to Model PA-23, Serial Numbers 23-160 to 23-162 Inclusive, 23-166 to 23-168 Inclusive, 23-170, 23-172, 23-177, 23-193 to 23-219 Inclusive, 23-221 to 23- 224 Inclusive, 23-226 to 23-229 Inclusive, 23-231 to 23-234 Inclusive, and 23-237. Compliance required by August 1, 1955. It has been found that all the PA-23 Models listed above have installed two flexible fuel valve controls that have been found to flex excessively at the splice. The addition of an idler bellcrank should be accomplished by the use of Piper Kit No. 754 103 and the instructions included. Owners of PA-23's with auxiliary fuel tanks must not operate the auxiliary fuel system until this modification has been accomplished. (Piper Immediate Action Service Bulletin No. 139 applies to this malfunction.)
2017-18-19: We are adopting a new airworthiness directive (AD) for all Airbus Model A310-203, -204, -221, -222, -304, -322, -324, and -325 airplanes. This AD was prompted by reports of cracking in the drainage holes on the lower skin panel in the center wing box between frames (FR) 42 and FR46. This AD requires repetitive rotating probe inspections for cracking of the trellis boom drainage holes, the holes in the stringers bottom, and the holes of the inner pump, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-18-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-700 and -700C series airplanes. This AD was prompted by a report that, for certain airplanes, the nose-up pitch trim limit and associated warning will allow the horizontal stabilizer position to be set outside acceptable limits for a mis-trimmed takeoff condition. This AD requires, depending on airplane configuration, replacing certain pitch trim light plates, relocating certain position warning horn switches, revising certain software, removing a certain placard, and doing related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
53-04-01: 53-04-01 PIPER: Applies to All Model PA-18 Aircraft Which Have Not Had the Control Stick Retention Device Modified to Incorporate a Through Bolt. Compliance required by April 1, 1953. In order to prevent the control stick inadvertently pulling out of the socket, continue the existing hole for the retention pin on the quick detachable control stick spring device through the control stick and socket and install an AN 3-14 or AN 3-14A through bolt. (Piper Service Letter No. 162 dated March 6, 1951, covers this same subject.)
54-02-02: 54-02-02 FEDERAL SKIS: Applies to All Universal (Stinson) 108 and Cessna 170, 170A and 170B Airplanes Equipped With Federal Models AWB-2500 and AWB-2500A Wheel Skis and Piper PA-20 Airplanes Equipped With Federal Model AWB-2100 Wheel Skis. Compliance required as soon as possible but not later than February 15, 1954. To preclude the possibility of the ski dropping down against the mechanical rigger and possible subsequent damage to the aircraft structure, the rigging arrangement must be revised in accordance with Federal Aircraft Works Drawing No. 11D1077.
77-13-04: 77-13-04 GRUMMAN-AMERICAN: Amendment 39-2931. Applies to G-164B, S/N's 138B, 142B, 177B and up, and G-164A, S/N's 1686, 1695 and up, certificated in all categories. Accomplish the following, unless previously accomplished: a) Before further flight, install a placard adjacent to the parking brake handle stating: "Warning - Parking Brake OFF Prior to Landing." b) Within the next 50 hours in service, install the alteration defined in Grumman American Aviation Corporation Service Bulletin No. 60, dated May 20, 1977, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. When this is accomplished, the warning placard may be removed. This Amendment becomes effective June 29, 1977.
2017-18-10: We are adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Models DA 42, DA 42 M-NG, and DA 42 NG airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as crack formation on the flap bell crank, which could cause the flap bell crank to fail. We are issuing this AD to require actions to address the unsafe condition on these products.
51-27-02: 51-27-02 BOEING: Applies to all Model B-377 Aircraft equipped with Goodrich H-3-626 and H-3-650 Wheel Assemblies. To be accomplished as indicated below. As a precautionary measure to preclude serious hazards which may result from fatigue cracks in Goodrich H-3-626 and H-3-650 wheel assemblies, all wheels shall be carefully inspected with at least a 4x magnifying glass at the periodic inspection following each 50th landing. These inspections shall be conducted until the wheels must be retired from service. The wheels must be retired at the time replacement wheels are made available. Due to the fact that a large quantity of B-377 wheel halves were delivered to the operators without being assigned a serial number, the following description will identify both the wheel to be replaced and also the replacement wheel. The wheels to be retired from service are those wheels which have a tapered spoke and no reinforcing beading around the inner side of the spoke cutout area. Replacement wheels are those wheels which have a reinforcing bead around the inner side of the spoke cut-out area and have either straight or tapered spokes. (Goodrich Service Bulletin No. 27, dated November 14, 1951, covers this identification problem in further detail.) Type I - Cracks Progressing Across a Spoke. The wheel should be rejected when there is more than one crack of this type to a spoke, when there is more than one crack in each spoke cutout, or when a crack is in excess of 1 inch in length. Type II - Cracks Progressing Radially Across the Brake Drum Mounting Flange. More than one crack of this type in any one spoke cutout will be cause for rejection. Type III - Cracks in the Tie Bolt Recess and the Junction of the Drum Mounting Area. This type crack is in a noncritical area and is cause for wheel rejection only when either of the following conditions occur: 1. The crack extends to the spoke cutout. 2. Developed cracks on either side of the recess progress to within 1 3/8 inches of each other. The above wheel crack limitations are based on the recommendations of the B. F. Goodrich Co. (Goodrich Service Bulletin No. 17 covers this subject and illustrates the three types of wheel cracks.)
2017-16-07: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-200 Freighter, A330-300, A340-500, and A340-600 series airplanes; and A340-313 airplanes. This AD was prompted by the discovery of Tartaric Sulfuric Anodizing (TSA)/Chromic Acid Anodizing (CAA) surface treatment in certain bulk cargo door frame holes of certain airplanes. This AD requires inspection of the fuselage bulk cargo door frames at specific locations, and corrective action if necessary. We are issuing this AD to address the unsafe condition on these products.
65-28-02: 65-28-02 FAIRCHILD: Amdt. 39-169 Part 39 Federal Register December 14, 1965. Applies to Model F-27 Series Airplanes Incorporating Upper Engine Mount Fittings P/N's 27-503148-31, -32, -41, -42, -51, -52, -61, -62, and Lower Engine Mount Fittings P/N's 27-503149-11, -12, -31, -32, -41, and -42. Compliance required as indicated. To detect cracks in the engine mount attachment fittings, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the 250 hours' time in service before the effective date of this AD, inspect the engine mount fittings in accordance with (d). (b) For engine mount fittings with 10,000 or more hours' time in service on the effective date of this AD, reinspect in accordance with (d) at intervals not to exceed 300 hours' time in service from the last inspection. (c) For engine mount fittings with less than 10,000 hours' time in service on the effective date of this AD, reinspect in accordance with (d) before the accumulation of 10,150 hours' time in service, unless accomplished after the accumulation of 9,850 hours' time in service, and thereafter at intervals not to exceed 300 hours' time in service from the last inspection. (d) Visually inspect for cracks each engine mount fitting (eight per airplane), on the forward side of the firewall, including all welds, using at least a 10-power glass or an FAA-approved equivalent. Clean all surfaces of each engine mount fitting prior to inspecting, (without removing fitting). (e) If a crack is found during the inspection specified in (d) before further flight, replace the engine mount fitting with a part of the same part number that has been inspected in accordance with (d), or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief,Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective December 14, 1965.