Results
47-30-07: 47-30-07 BEECH: (Was Mandatory Note 3 of AD-2-582-2.) Applies Only to AT-11 Aircraft Which Are Not Equipped With Generator Circuit Protective Devices. To be accomplished prior to certification or, if certificated, on next periodic inspection but not later than October 1, 1947. In accordance with Figure 1 install a 50-ampere trip-free circuit breaker, Spencer Thermostat Co. PLM-50 or equivalent, between the battery terminal of each generator cutout and its respective ammeter shunt. The circuit breakers should be accessible in flight and labeled respectively: "LEFT GEN. CIRCUIT" and "RIGHT GEN. CIRCUIT."
2006-19-09: We are adopting a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Model B300 airplanes. This AD requires you to modify the cabin passenger seats by installing a modification kit on each passenger seat, removing the existing technical standard order (TSO) label, and re-identifying each modified passenger seat assembly with a new part number. This AD results from the seats not meeting the ultimate load requirements of 14 CFR part 23 during structural testing of the seat with design changes. We are issuing this AD to prevent the passenger seats from failing during emergency landing conditions when high inertial loadings occur. Passenger seat failure may result in occupant injury.
2006-18-07: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model ERJ 170 airplanes. This AD requires replacing the very high frequency (VHF) antenna located in position 1 of the fuselage with a new, improved VHF antenna. This AD results from a report of the loss of all voice communications due to a lightning strike damaging all the VHF antennas. We are issuing this AD to prevent the loss of voice communication, which, when combined with the complexity of the national airspace system, could result in reduced flightcrew situational awareness, increased flightcrew workload, and increased risk of human error, and consequent reduced ability to maintain safe flight and landing of the airplane.
57-14-02: 57-14-02 DAVIS AIRCRAFT PRODUCTS (Safety Belts): Applies to Model FDC-1650 Belts, P/N FDC-1650, FDC-1650-27, FDC-1650-27M1. \n\n\tCompliance required as soon as possible but not later than August 15, 1957. \n\n\tSome of the release fittings of the subject belt assemblies are so constructed as to require one particular side of the fitting UP when being inserted in the buckle. \n\n\tIt is possible to improperly fasten the belts effected so that the buckle may become unfastened under load. The unsatisfactory release fittings have a tab bent up to an angle of approximately 11 degrees with the plane of the fitting (See Figure 1). \n\n\tTo provide for securely assembling the buckle with the release fitting in either position, the tab area indicated in the sketch must be removed or bent flush with the plane of the adjoining metal. \n\n\tThis rework applies only to the release fitting shown in the sketch. Other portions of the buckle assembly than that shown should not be modified. This condition has been corrected on all assemblies of current manufacture.
2006-18-15: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. ( )HC-( )2Y( )-( ) series propellers with non- suffix serial number (SN) propeller hubs installed on Lycoming O-, IO-, LO-, and AEIO-360 series reciprocating engines. This AD requires initial and repetitive eddy current inspections (ECI) of the front cylinder half of the propeller hub for cracks and removing cracked hubs from service before further flight. In addition, this AD allows installation of an improved design propeller hub (suffix SN "A" or "B") as terminating action to the repetitive ECI. This AD results from a report of a propeller blade separating from a propeller hub. We are issuing this AD to prevent failure of the propeller hub causing blade separation and subsequent loss of airplane control.
2006-18-14: The FAA is superseding an airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 650-15 and Tay 651-54 turbofan engines. That AD currently establishes cyclic life limits for certain part number (P/N) stage 1 high pressure turbine (HPT) discs and stage 1 low pressure turbine (LPT) discs operating under certain flight plan profiles. This AD requires calculating and re-establishing the achieved cyclic life of stage 1 HPT discs, P/N JR32013 or P/N JR33838, and stage 1 LPT discs, P/N JR32318A, that have been exposed to different flight plan profiles. This AD also requires removing from service those stage 1 HPT discs and stage 1 LPT discs operated under Tay 650-15 engine flight plan profiles A, B, C, and D, and operated under Tay 651-54 engine datum flight profile, at reduced cyclic life limits, using a drawdown schedule. This AD results from RRD updating their low-cycle-fatigue analysis for stage 1 HPT discs and stage 1 LPT discs and reducing their cyclic life limits. We are issuing this AD to prevent cracks leading to turbine disc failure, which could result in an uncontained engine failure and damage to the airplane.
70-15-08: 70-15-08 HAWKER SIDDELEY: Amdt. 39-1035. Applies to deHavilland Model DH.114 "Heron" airplanes. Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Inspect the right wing and left wing flap datum hinge links for drilled holes around the circumference of the bearing housing recess. If one or more drilled holes or attempted drilled holes (for cotter pin installation) are found located outside the limits given in Hawker Siddeley Aviation, Ltd., Technical News Sheet Heron (114) Issue 1, dated June 15, 1970, or later ARB-approved issue or an FAA-approved equivalent, before further flight replace the flap datum hinge link with a serviceable link of either pre-modification 837 or post-modification 837 standards. The complete flap datum hinge assembly must conform to the modification standard of the flap datum hinge link installed. (b) Install special washers P/N 4WF 465 or an FAA-approved equivalent between the nut on the flap datum hinge bolt and the hinge lever assembly at both the right wing and left wing datum hinge locations. A special washer equivalent to P/N 4WF 465 may be manufactured from 0.028 inch, minimum thickness mild steel sheet material. The special washer must have an outside diameter of at least 0.87 inches, a hole diameter of 0.323 inches, and a flat cut across a sector of the outer circumference producing a straight edge located no closer than 0.35 inches from the center of the hole. (c) Inspect the flange of the ball race housing on both the right wing and left wing flap datum hinge assemblies to determine that it is secured to the wing flap datum hinge link with a 1/16 inch diameter cotter pin for pre-modification 837 flap datum hinge assemblies or a 1/8 inch diameter cotter pin for post-modification 837 datum hinge assemblies. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated June 20, 1970, which contained the amendment.
2006-18-01: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model MD900 helicopters, that currently requires reducing the life limit of certain Notar fan system tension-torsion (TT) straps. That existing AD also requires, at a specified time interval, removing each affected TT strap from the helicopter, doing a visual and X-ray inspection, and replacing any unairworthy part before further flight. This amendment requires the same actions as the existing AD, but also requires revising the life limit on the component history card or equivalent record and doing repetitive visual and X-ray inspections, and removes reporting requirements. This amendment is prompted by two in-flight TT strap failures. The actions specified by this AD are intended to prevent failure of a TT strap, loss of directional control, and subsequent loss of control of the helicopter.
59-04-01: 59-04-01 AERO COMMANDER: Applies to Models 500, 560, 560A, 560E, 680, 680E, and 720, Serial Numbers 151 Through 710 Inclusive. \n\n\tCompliance required as indicated. \n\n\tRivets have been inadvertently omitted, at the factory, from the rear spars of the vertical and horizontal stabilizers on some of the aircraft listed above. The rivets involved are the four web splice rivets on the vertical stabilizer rear spar approximately 4 1/2 inches below the center hinge bracket, and either one or two of the normal three web splice rivets on each horizontal stabilizer rear spar just inboard of the center hinge bracket as shown in Figures 1 and 2 respectively. (NOTE: Figure 2 shows four rivets in the reworked web splice. In the normal web splice, which does not require rework, there is one rivet on the centerline and one each through the top and bottom spar cap.) \n\n\tAn inspection should be made immediately to determine if any of the above rivets are missing. If any or all of these rivets are missing the following rework should be accomplished as soon as possible but not later than March 31, 1959. \n\n\t(1)\tVertical Stabilizer - Rear Spar - In the locations shown in Figure 1 drill four holes using a number 20 drill bit and install four cherry rivets, P/N CR163-5-4. \n\n\t(2)\tHorizontal Stabilizer - Rear Spar - In the locations shown in Figure 2 install two CR163-5-4 rivets on each stabilizer. In the event the spar web lap extends less than 1/2-inch inboard of the forward flange on the center hinge bracket (see Figure 2) the Service Department, Aero Design and Engineering Company, Bethany, Oklahoma, should be contacted for instructions for installation of a spar web doubler. \n\n\t(Aero Design and Engineering Company Service Bulletin No. 50, dated December 17, 1958, also covers this subject.) \n\nService Bulletin No. 50
65-21-01: 65-21-01 BENDIX: Amendment 39-901 as amended by Amendment 39-2077. Applies to Bendix Model Nos. 756-10C, -16A, -22C, -22E, -54C, -56C, -56E, -62C, -62D, -64C, -64D, -74B, -76A, and Garwin G-760. Starters Installed on Lycoming Engines only. Compliance required as indicated. To prevent starter jaw ratcheting, and assure positive starter jaw disengagement from the engine, thereby preventing jaw fracturing with associated possibility of engine failure, accomplish the following: (a) Modify engine installed starters having less than 900 hours' in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) prior to 1,000 hours' in service. (b) Modify engine installed starters having 900 hours' or more time in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) within the next 100 hours' in service after the effective date of the AD. (c) Unless previously accomplished,install Bendix Service Kit SK-159 per Bendix Service Bulletin Nos. 93a and 94 in those model starters listed above that have a torque rating over 250 lb./ft. The service kit incorporates modified components and rework procedure. (d) Unless previously modified with Service Kit SK-111, install Service Kit SK-159 per Bendix S/B 93a and 94 in those model starters that have a torque rating 250 lb./ft. or lower. Amendment 39-901 was effective January 6, 1970. This Amendment 39-2077 is effective January 28, 1975.
2006-17-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Aerospatiale Model ATR42-500 and ATR72- 212A series airplanes, that requires repetitive inspections for cracking of the upper closing rib of the vertical fin, related investigative actions, and corrective actions if necessary. This new AD requires modifying the installation of the vertical leading edge fairing at the fin tip, which ends the repetitive inspections. This AD results from a report that rudder operation difficulties occurred on a Model ATR42-500 series airplane while the airplane was on the ground. We are issuing this AD to prevent interference between the upper closing rib and the rudder, which could result in a rudder jam and consequent reduced controllability of the airplane.
66-14-03: 66-14-03 LYCOMING: Amdt. 39-248, Part 39, Federal Register June 8, 1966. Applies to Model O-540- B2B5 Engines, Serial Numbers 101-40 through 8267-40, Installed in Piper PA-25 and Intermountain Manufacturing Company Airplanes, Except Engines Remanufactured at Lycoming after November 14, 1965. Compliance required as indicated, unless already accomplished. To prevent further failures of crankshaft idler shafts, accomplish the following: (a) For engines with less than 300 hours' time in service on the effective date of this AD since overhaul, comply with (d) before the accumulation of 400 hours' time in service since overhaul. (b) For engines with less than 300 hours' time in service on the effective date of this AD since new that have never been overhauled, comply with (d) before the accumulation of 400 hours' time in service since new. (c) For engines with 300 or more hours' time in service on the effective date of this AD since new or overhaul, comply with (d) within the next 100 hours' time in service. (d) Replace crankshaft idler shaft, P/N 70390, and accessory housing, P/N 71648, with crankshaft idler shaft, P/N 73014, and accessory housing, P/N 75367 or 71648-85. (Lycoming Service Bulletin No. 308 pertains to this subject.) This directive effective July 9, 1966.
47-10-33: 47-10-33 LOCKHEED: (Was Service Note 4 of AD-763-3.) Applies to Model 49. Difficulties have been experienced with cylinder heads turning or unscrewing slightly on certain Wright 739C18BA1 and 2 engines. This condition has occurred on older type cylinders having barrels designated as "light type" barrels. Later type cylinders have "heavy type" barrels on which this turning tendency has been eliminated. Heavy type cylinder barrels have a circumferential groove on the mounting flange to distinguish them from the light type barrels. Following procedure shall be established for inspection and replacement as necessary of light barrel cylinders: (a) Prior to certification or next 60 hours of operation: (1) Mark detonation pickup bosses on light barrel cylinders with yellow paint for ready identification. (2) Scribe front of these light barrel cylinders by marking heavy flange near bottom of cylinder head and continuing scribe line down seven barrel fins. Dark paint maybe used as background for scribe lines. Wright Aeronautical have provided a scribing tool which may be used for this purpose. The scribe line should be on front of cylinders where it can be easily seen with engines installed in airplanes. (b) After each succeeding 35 to 60 hours of operation: (1) Inspect scribe lines for signs of cylinder head turning. (2) Cylinder heads which have turned 1/32 inch or more since prior inspection should have valve clearances checked and reset to normal cold clearances if necessary, provided total head turning does not exceed 1/8 inch. (3) Cylinders on which heads have turned more than 1/8-inch total shall be replaced immediately with heavy barrel cylinders. (c) At first engine overhaul, light barrel cylinder Nos. 1, 11, 13, 15, and 17 shall be replaced with heavy barrel cylinders. Replaced cylinders may be used in other locations provided total amount of turning has not exceeded 1/8 inch.
2006-16-07: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires inspecting contactors 1K4XD, 2K4XD, and K4XA to determine the type of terminal base plate, and applying sealant on the terminal base plates, if necessary. This AD results from incidents of short circuit failures of certain alternating current (AC) contactors located in the avionics bay. We are issuing this AD to prevent short circuit failures of certain AC contactors, which could result in arcing and consequent smoke or fire.
47-47-08: 47-47-08 BEECH: (Was Mandatory Note 2 of AD-777-1.) Applies to Model 35 Serial Numbers D210 to D558 Inclusive, D560 to D574 Inclusive, D580 to D668 Inclusive, and D670 to D678 Inclusive. Compliance required as soon as possible but not later than January 15, 1948. To prevent the top carburetor baffle from cutting through the aluminum alloy fuel line located between the engine driven fuel pump and the carburetor, remove the rubber grommet in this baffle and enlarge the cut out in the baffle for the grommet to permit a minimum of 1/2 inch clearance between the fuel line and the baffle. No grommet is required for the above modification. Inspect the fuel line for chafing or wear at the point where the line passes through the baffle. If necessary, replace the line with a new part, Beech P/N 35-924058 or the equivalent. (Beech Service Bulletin No. 35-4 covers this same subject.)
2006-15-16: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon (Beech) Model 400 and 400A series airplanes. This AD requires, among other actions, reviewing the airplane logbook to determine whether certain generator control unit (GCU) installation kits are installed, and replacing any incorrect GCU. This AD results from reports of over-voltage conditions of the direct current (DC) starter generator. We are issuing this AD to prevent such over-voltage conditions due to the incompatibility between certain GCUs, which could result in the loss of normal electrical power, damage to some electrical components, or blown fuses during flight, and consequent unrecoverable loss of some or all essential equipment.
71-14-05: 71-14-05 de HAVILLAND AIRCRAFT of CANADA, LTD: Amdt. 39-1242. Applies to de Havilland Model DHC-6 Series airplanes modified in accordance with JB Systems, Inc. STC SA1837WE. Compliance required within the next 10 hours' time in service after the effective date of this AD. To prevent possible explosion in bays 9 and 10 due to the operation of electrical components, accomplish the following, unless already accomplished: Deactivate the JB Systems air conditioner by disconnecting the source of power at the distribution bus, until the F.S. 281 bulkhead and other areas are sealed, per JB Systems, Inc., Service Bulletin No. 011, dated June 8, 1971, or later FAA approved revisions, or an equivalent sealing process is performed upon approval by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective upon publication in the Federal Register, except for all operators in receipt of this AD, by letter dated June 24, 1971, from FAA Aeronautical Center, Oklahoma City, Oklahoma. As to these operators, this AD is effective upon receipt of said letter. This amendment is effective upon publication in the Federal Register except for those recipients of letters dated June 24, 1971, which contained this amendment.
74-25-03: 74-25-03 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2027 as amended by Amendment 39-2043. Applies to Grumman American G-1159 airplanes certificated in all categories. Compliance required immediately after the effective date of this AD. To preclude the actuation of the Flight Power Shut-off valve in flight, accomplish the following: Make and install a placard reading "DO NOT PULL IN FLIGHT" on the Flight Power Shut-off handle. Incorporate Grumman American Aircraft Service Change No. 186. Upon compliance with this service change, remove the placard. Amendment 39-2027 became effective immediately. This amendment 39-2043 becomes effective immediately.
70-07-06: 70-07-06 HAWKER SIDDELEY: Amdt. 39-963. Applies to Models DH-104 "Dove" and DH-114 "Heron" airplanes. Within the next 25 hours' time in service after the effective date of this AD, accomplish the following: (a) Conduct an x-ray inspection of the two tailplane rear spar to rear fuselage bulkhead support struts for internal corrosion. (b) If corrosion is found during the inspection required by paragraph (a), before further flight replace each strut found corroded with a serviceable strut of the same part number. (c) Within 30 days after completing the inspection required by paragraph (a), report the results of the inspection, negative or positive, to the Chief, Engineering and Manufacturing Branch, Aeronautical Center, AC-210, Federal Aviation Administration, Oklahoma City, Oklahoma 73125. (Reporting approved by Bureau of Budget under BOB No. 04-RO 174). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated 4 March, 1970, which contained this amendment.
2006-15-04: The FAA is superseding two existing airworthiness directives (AD) that apply to certain Airbus Model A300 B2, A300 B4, and A300-600 series airplanes. One AD currently requires an inspection for cracks of the lower outboard flange of gantry No. 4 in the main landing gear (MLG) bay area, and repair if necessary. The other AD currently requires, among other actions, repetitive inspections of the gantry lower flanges, and repair if necessary. This new AD requires new repetitive inspections for cracks in the lower flange of certain gantries, and repair if necessary, which ends the existing inspection requirements. This new AD also provides for optional terminating actions for the new repetitive inspections. This AD results from a report of a large fatigue crack along the outboard flange of beam No. 4 and a subsequent determination that existing inspections are inadequate. We are issuing this AD to detect and correct fatigue cracks in the lower flanges of gantries 1 through 5 inclusive in the MLG bay area, which could result in reduced structural integrity of the fuselage, and consequent rapid decompression of the airplane. DATES: This AD becomes effective August 24, 2006. The Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A300-53-0379, Revision 01, excluding Appendix 01, dated October 4, 2005; and Airbus Service Bulletin A300-53-6152, Revision 01, excluding Appendix 01, dated October 4, 2005; listed in the AD as of August 24, 2006. On October 19, 2004 (69 FR 55329, September 14, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A300-53-6128, excluding Appendix 01, dated March 5, 2001. On January 22, 2004 (69 FR 867, January 7, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A300-53A0371, Revision 01, dated September 10, 2003; and Airbus All Operators Telex A300-53A6145, Revision 01, dated September 10, 2003. On July 30, 1998 (63 FR 34589, June 25, 1998), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex (AOT) 53-11, dated October 13, 1997.
47-10-28: 47-10-28 LOCKHEED: (Was Mandatory Note 31 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required prior to July 1, 1947. Enlarge holes in elevator cable seals in aft pressure bulkhead to 0.19 + 0.031-inch diameter. (LAC Service Bulletin 49/SB-208 covers this same subject.)
69-07-02: 69-07-02 PILATUS: Amdt. 39-743. Applies to Model PC-6 Airplanes Serial Nos. 1 through 701, 2001 through 2018, 2023, 2025 through 2029, 2040 and 2041. Compliance required as indicated unless already accomplished. To prevent structural damages to the aileron mass balance unit P/N 6106.11, due to internal corrosion, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 10 hours' time in service from the last inspection, inspect the external surface of the mass balance support arms for evidence of corrosion (indicated by blistering of paint or slight discoloration). (b) If evidence of corrosion is detected during the inspection prescribed in paragraph (a), before further flight, replace the aileron mass balance unit P/N 6106.11 with a modified aileron mass balance unit P/N 6106.11 (which is identified by a 1/2-inch diameter yellow colored marking), or with a new aileronmass balance unit P/N 111.45.08.001, in accordance with Pilatus Service Bulletin No. 89, dated November 1968 or later Swiss Federal Air Office approved revision or an FAA approved equivalent. (c) The repetitive inspections required by paragraph (a) may be discontinued after the modified or new aileron mass balance unit has been installed. This amendment becomes effective April 1, 1969.
2006-14-08: The FAA adopts a new airworthiness directive (AD) for some Mitsubishi Heavy Industries (MHI) MU-2B series airplanes. This AD requires you to verify that the current flight idle blade angles are set at 12 degrees. If not already set at that angle, set the flight idle blade angles to 12 degrees. This AD results from a recent safety evaluation that used a data-driven approach to analyze the design, operation, and maintenance of the MU-2B series airplanes in order to determine their safety and define what steps, if any, are necessary for their safe operation. Part of that evaluation was the identification of unsafe conditions that exist or could develop on the affected type design airplanes. We are issuing this AD to prevent incorrect flight idle blade angle settings. This unsafe condition, if not corrected, could lead to an asymmetric thrust situation in certain flight conditions, which could result in airplane controllability problems.
72-09-03: 72-09-03 BEECH: Amdt. 39-1440. Applies to Model 99 Series (Serial Numbers U-1 through U-145) Airplanes. Compliance: Required as indicated, unless already accomplished. To assure security of control wheel adapters, accomplish the following: A) Within 25 hours' time in service after the effective date of this AD, remove all paint from Beech P/N 50-524590-3 control wheel adapters and dye penetrant inspect said adapters in accordance with FAA Advisory Circular 43.13-1. Repeat the inspection at 100 hour intervals thereafter. If a crack is found during any of the inspections required by this AD, prior to further flight, replace with Beech P/N 99-524036-33 control wheel adapters, except that the aircraft may be flown in accordance with FAR 21.197 to a location where the replacement may be performed. B) When the old Beech P/N 50-524590-3 control wheel adapters are replaced by the new Beech P/N 99-524036-33 control wheel adapters the inspections called for herein areno longer required. C) Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0380-155, Rev. 1, pertains to this subject. This amendment becomes effective May 2, 1972.
48-18-02: 48-18-02 SIKORSKY: Applies to Model S-51 Series Helicopters Serial Numbers SS-51- 01 Through SS-5157. Compliance required at first main gearbox overhaul but in any event not later than the next 400 hours of operation. To prevent cracks caused by stress concentration at the corners of the internal splines on the bevel drive gear (Sikorsky P/N S-535360), a 1/32-inch radius relief should be formed at the lower end of each spline. The procedure for accomplishing this modification is given in Sikorsky Aircraft Information Circular No. 40 and No. 40 Revision "A".