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47-47-04: 47-47-04 PIPER: (Was Mandatory Note 8 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-1989 Inclusive, 12-1991 to 12-1993 Inclusive, 12-1997, 12-1999, 12- 2001 to 12-3443 Inclusive, 12-3461 to 12-3465 Inclusive, 12-3481, 12-3535 to 12-3542 Inclusive, 12-3553, 12-3901, 12-3903 to 12-3934 Inclusive, 12-3936, 12-3940, 12-3941, 12-3943 to 12-3954 Inclusive, 12-3961, 12-3964 to 12-3970 Inclusive, 12-3988. Compliance required prior to February 1, 1948. To prevent possible malfunctioning of the starter solenoid and damage to the starter cable installation, the following changes shall be accomplished as soon as practicable: 1. The starter solenoid, P/N 1456 shall be replaced by the solenoid, P/N 1453, or P/N 1464. 2. To eliminate the possibility of pinching by the landing gear, the starter cable installation, running from the starter solenoid forward under the fuselage to the engine, shall be rerouted in accordance with Piper Drawing SK-206. (Piper Service Bulletin No. 102 dated October 6, 1947, covers this same subject.)
70-23-02: 70-23-02 de HAVILLAND: Amendment 39-1106 as amended by Amendment 39-1124 is further amended by Amendment 39-1680. DeHavilland Aircraft Company, Ltd. Applies to all DeHavilland Model D.H. 104 Dove Series 7A, 8A, 7AXC, 8AXC airplanes modified per STC SA1554WE or SA1747WE. (a) Within the next 10 hours time in service after receipt of telegram dated October 23, 1970, unless already accomplished within the last ten hours time in service, and thereafter at intervals not to exceed twenty hours time in service from the last inspection, accomplish the following: (1) With wing weight relieved, visually inspect lower main spar cap in region of rib 4 using a 4 power glass and/or dye penetrant methods. If cracks are found, repair prior to further flight in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Determine that all tank door attachment bolts (Wing Sta. 0-40) are tight. If any bolts are found to have loosened, remove the door, check for hole elongation in the door and supporting structure, and replace the nut plates for the loose bolts. If any hole elongation is found, repair in accordance with Section (b)(2) below. (b) Within the next 200 hours time in service after receipt of this telegram, unless already accomplished within the last 800 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, accomplish the following: (1) With wing weight relieved, remove all tank doors (Wing Sta. 0-40) and accomplish inspections of lower spar cap, the attachment bolt holes in doors and the door supporting structure in accordance with Paragraphs 3.2 through 3.5 of Strato Engineering Company, Inc. Service Bulletin No. APA-3, Revision A, dated October 23, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. Wings should continue to be supported until doors have been reinstalled. (2) Accomplish modification to all out-of-tolerance holes and nutplates in accordance with Section 4.0 of Strato Engineering Company, Inc. Service Bulletin No. APA-3, Revision A, dated October 23, 1970, or later FAA approved revision, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) After accomplishing (b), repeat inspections outlined in (a)(1) and (a)(2) above at intervals not to exceed 200 hours time in service from the last inspection. (d) After the effective date of this amendment 39-1680 to AD 70-23-02, on those aircraft which have incorporated STC SA2438WE and the inspection access hole design provided therein, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, the visual inspections of paragraph (a)(1) and the determination of paragraph (a)(2), above, must be performed at intervals not to exceed 500 and 250 hours time in service, respectively. These actions must be accomplished with the wing fuel tanks empty and the aircraft in the static condition. The use of a 4 power glass and/or dye penetrant method is not required. The inspection of (a)(1) must be performed both inboard and outboard of rib 4. This supersedes the telegraphic AD dated October 14, 1970, concerning this problem. Amendment 39-1106 became effective November 16, 1970 for all persons except those to whom it was made effective by telegram dated October 23, 1970, which contained this amendment. Amendment 39-1124 became effective December 11, 1970. This amendment 39-1680 is made effective July 3, 1973.
72-23-03: 72-23-03 CESSNA: Amdt. 39-1551. Applies to Models 336 (Serial Numbers 336-0001 thru 336-0195) and 337 (Serial Numbers 337-0001 thru 337-0239) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent inadvertent retraction of wing flap and to insure positive operation of the electrical wing flap actuators, accomplish the following: A) On all aircraft with more than 100 hours' time in service, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the previous 75 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service, visually inspect the actuator jack screw for condition of lubricant and presence of contamination and scale in accordance with the procedure described in Cessna Service Letter SE70-16, Supplement 1, dated July 10, 1970, or later FAA-approved revision. If any of the conditions prescribed in the inspection criteria are noted, prior to further flight, remove, clean and relubricate the actuator jack screw in accordance with Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. B) On all aircraft with more than 500 hours' time in service, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the previous 75 hours' time in service, remove, clean and relubricate the actuator jack screw in accordance with the procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) In addition, on all aircraft at each annual inspection, or at intervals not to exceed 12 months, whichever occurs first, remove, clean and relubricate the actuator jack screw in accordance withthe procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision or any equivalent procedure approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Cessna Service Letter SE70-16, Supplement 2, dated August 28, 1970, specified some brand names of Molybdenum Disfulfide Grease. D) On or before April 1, 1973, modify the aircraft in accordance with Cessna Service Letter ME72-19, dated October 6, 1972, or later revisions. Equivalent methods of compliance with this paragraph must be approved by Chief, Engineering and Manufacturing Branch, FAA Central Region. E) Upon compliance with Paragraph D, the requirements of Paragraphs A, B, and C are no longer applicable. NOTE: The agency recommends that the procedures for maintaining the flap system as specified in applicable Cessna Service Manuals be followed. This amendment becomes effective November 10, 1972.
2023-05-02: The FAA is superseding Airworthiness Directive (AD) 2020-21- 10, which applied to certain Airbus SAS Model A318, A320, and A321 series airplanes; and Model A319-111, -112, -113, -114, -115, -131, - 132, -133, -151N, and -153N airplanes; and AD 2022-07-08, which applied to all Airbus SAS Model A318, A319, A320 and A321 series airplanes. AD 2020-21-10 and AD 2022-07-08 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-21- 10 and AD 2022-07-08 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-04-19: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, CN- 235-300, and C-295 airplanes. This AD requires a general visual inspection of the rudder control system to confirm correct alignment and installation of the adjustment device, and repair if necessary. This AD was prompted by a report of disconnection of the kinematic chain from the co-pilot rudder pedals to the rudder control bars located under the cockpit floor; subsequent investigation revealed that the failure was caused by disconnection of the pedal adjustment device from the adjustment actuator. We are issuing this AD to detect and correct incorrect alignment and incorrect installation of the adjustment device, which could lead to loss of the rudder control from the affected side and possibly result in reduced control of the airplane.
71-25-03: 71-25-03 BEECH: Amdt. 39-1351. Applies to Models A23A, B23, C23 (Serial Numbers M-1069 thru M-1310); Models 19A, M19A, B19 (Serial Numbers MB-289 thru MB-500); Models A23-24 and A24 (Serial Numbers MA-273 thru MA-368); and Models A24R (Serial Numbers MC-3 thru MC-72, except MC-22, MC-23, MC-39, MC-43, MC-63, MC-64 and MC- 71) airplanes, and to other serial numbers of those model airplanes listed herein which have had the fuel and/or the oil pressure instrument lines replaced with the Beech Part No. 130524-3 fire sleeved lines. Compliance: Required as indicated, unless already accomplished. To eliminate a hazard to the safe operation of these airplanes, within the next 100 hours' time in service after the effective date of this AD, or at the next annual inspection, whichever occurs first, accomplish the following: Install fuel restrictor assembly and oil restrictor assembly at appropriate engine positions in accordance with Beechcraft Service Instruction 0411-240, Rev. 1, or a later approved revision. Equivalent methods of compliance are satisfactory if referred to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective December 3, 1971.
2003-04-14: This amendment adopts a new airworthiness directive (AD) for the specified Bell model helicopters that requires replacing the hydraulic solenoid tee fitting (tee fitting) and tubes. This amendment is prompted by the manufacturer's discovery that tee fittings may be installed improperly and restrict hydraulic fluid flow. The actions specified by this AD are intended to prevent restricted flow of hydraulic fluid to the flight control hydraulic actuators resulting in loss of hydraulic control, excessive stiffness in the flight controls, and a subsequent forced landing of the helicopter.
2023-03-09: The FAA is superseding Airworthiness Directive (AD) 2021-20- 09, which applied to certain ATR--GIE Avions de Transport R[eacute]gional Model ATR72 airplanes. AD 2021-20-09 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive tasks and airworthiness limitations are necessary. This AD continues to require the actions in AD 2021-20-09 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive tasks and airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
67-19-02: 67-19-02 BRITISH AIRCRAFT: Amdt. 39-434, Part 39, Federal Register June 10, 1967. Applies to British Aircraft Corporation Model BAC 1-11, 200 and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To detect honeycomb delamination on all moveable control surfaces and tabs, accomplish the following: (a) Within the next 600 hours' time in service after the effective date of this AD for airplanes with 1000 or more hours' time in service, or for airplanes with less than 1000 hours' time in service as of the effective date of this AD before the accumulation of 1500 hours' time in service, tap test all control surfaces and tabs for evidence of delamination of the skin from the honeycomb structure in accordance with British Aircraft Corporation Alert Service Bulletin No. 55/57-A-PM 2597, dated September 19, 1966, or later ARB-approved issue. (b) If the control surfaces with delamination are within the permissible limits specified in BAC Structural Repair Manual, they may remain in service, but must be inspected in accordance with paragraph (a) at intervals not to exceed 300 hours' time in service from the date of the last inspection. (c) Control surfaces with delaminations exceeding the permissible limits as specified in BAC Structural Repair Manual, must be repaired or replaced, before further flight, in accordance with this Structural Repair Manual, or later ARB-approved issue, or FAA-approved equivalent. This amendment effective July 10, 1967.
2016-04-10: We are adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport Regional Model ATR42-500 airplanes, and Model ATR72-102, -202, -212, and -212A airplanes. This AD was prompted by a report of chafed wires between electrical harnesses. This AD requires inspections for wire discrepancies, and corrective actions if necessary. We are issuing this AD to detect and correct damaged wiring and incorrect installation of the wiring harness and adjacent air ducts that could lead to wire harness chafing and arcing, possibly resulting in an on-board fire.