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2006-07-24: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -300 series airplanes. This AD requires replacing certain electrical panels with certain new panels. This AD results from a report of some loose wire terminations in the P50 panel that caused intermittent indications in the flight deck. We are issuing this AD to prevent intermittent indications in the flight deck, incorrect circuitry operation in the panels, and airplane system malfunctions that may adversely affect the alternate flaps, alternate gear extension, and fire extinguishing.
2006-08-01: The FAA adopts a new airworthiness directive (AD) that supersedes AD 97-24-09, which applies to certain BURKHART GROB LUFT- UND-RAUMFAHRT GmbH & Co. KG (Grob) Model G 103 C Twin III SL sailplanes. AD 97-24-09 currently requires repetitively inspecting the propeller bearing and upper pulley wheel for increased play and, if increased play is found, modifying the propeller bearing and pulley wheel. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. Consequently, this AD requires you to modify the propeller bearing and upper pulley wheel by installing a new securing plate and tightening the grooved nut to the new torque values. We are issuing this AD to prevent loss of the sailplane propeller caused by increased play in the current design propeller bearing and upper pulley wheel. This could result in loss of control of the sailplane. DATES: This AD becomes effective on May 9, 2006. On January 5, 1998 (62 FR 62945, November 26, 1997), the Director of the Federal Register previously approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin No. 869-18, dated March 7, 1996, and GROB Luft-und Raumfahrt Service Bulletin No. 869-18/ 2, dated July 8, 1996. As of May 9, 2006, the Director of the Federal Register approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin MSB869-18/3, dated May 24, 2002, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
57-07-01: 57-07-01 BELL: Applies to All Model 47H1 Helicopters Serial Numbers 1347 Through 1349, 1351 Through 1360, and 1362 Through 1371. Compliance required as indicated. Due to reported looseness of synchronized elevator assemblies and cracking of elevator shafts, the following daily inspection and rework are required: 1. Daily Inspection: In order to determine that looseness of the elevator assembly is not excessive, the following inspection must be conducted daily until rework, item 2 is accomplished: (a) Hold end of elevator and move gently in vertical and horizontal directions (both sides) to check for looseness. Looseness may be in the four rivets that secure the shoulder fittings to the elevator shaft, between the shoulder fittings and the elevator shaft, or in the bolts and tapered bushing securing the two sections of the elevator at the elevator splice coupling. (b) If looseness is found, the elevator assembly should be removed so that the rework and additional inspections of item 2 be accomplished. 2. Rework or replacement of loose or cracked elevator assemblies must be completed prior to the next flight. (a) Inspect elevator shafts at tapered bushing holes for cracks or hole elongation. Remove rivets which attach shoulder fittings, P/N 47-267-404-3, to elevator shaft and to inboard elevator rib. Slide shoulder fittings away from ribs and inspect elevator shafts and shoulder fittings with a 10-power glass for cracks or rivet hole elongation. (b) If shafts are cracked, replace the elevator assembly. (c) If shoulder fittings are cracked, replace the shoulder fittings. (d) If no cracks are found, remove burrs from holes and rework elevator shafts in accordance with Bell Service Bulletin No. 117. This bulletin describes in detail the procedure for removing existing filler plugs from elevator shafts, inserting new plugs, P/N 47-267-420-5, attaching shoulder fittings to the elevator ribs and shafts, installing and securing a spring pin, P/N MS171600, reassembling splice coupling, P/N 47-267-433-1, reassembling elevator assemblies with two additional AN 173-20A bolts and the four 79B1-3-4 tapered bushings previously removed. If the tapered bushing holes are elongated, four 79B1-3-5 tapered bushings must be used in place of the -4 tapered bushings removed. (Bell Service Bulletin No. 117 covers this same subject.)
2006-07-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-301, -311, and -315 airplanes. This AD requires replacing the pressure control valve of the Type 1 emergency door. This AD results from reports that the pressure control valve of the Type 1 emergency door is susceptible to freezing. We are issuing this AD to ensure that the pressure control valve does not freeze and prevent the door seal from deflating, which could result in the inability to open the door in an emergency.
73-11-05: 73-11-05 ISRAELI AIRCRAFT INDUSTRIES: Amdt. 39-1645. Applies to Model 1121 Series airplanes, S/N's 3 through 150, excluding S/N 107. Compliance required prior to next takeoff. To prevent the possible failure of a main landing gear (a) Visually inspect the trunnion bosses of the main landing gear upper body, P/N ES12845, for cracks using a mirror and flashlight. (b) If a crack is found in a main landing gear, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, replace that main landing gear with a serviceable part of the same part number or an FAA-approved equivalent, and report the finding of the crack on FAA Form 8330-2 to the Chief, Aircraft Certification Staff, Federal Aviation Administration (AEU-100), c/o U. S. Embassy, APO New York, New York 09667. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). NOTE: During the inspection required by paragraph(a) particular attention should be directed to the top of the trunnion boss along the forging flash or seam extending from the bushing face. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated April 27, 1973, which contained this amendment.
58-03-02: 58-03-02 HAMILTON STANDARD: Applies to All Hamilton Standard 4U18 and 5U18 Governors Shipped From the Factory Prior to September 26, 1957. Compliance required: A. Prior to April 15, 1958, for governors with the solenoid valve installed with the solenoid-electrical connection combination parallel to the governor drive shaft axis (Position 1 as shown in Hamilton Standard Service Bulletins Nos. 528, 536, and 536A). B. At next governor overhaul for governors with the solenoid valve installed with the solenoid-electrical connection combination at right angles to the governor drive shaft axis (Positions 2 and 4 as shown in Hamilton Standard Service Bulletins Nos. 528, 536 and 536A). Three unwanted propeller reversals have been reported. Investigation revealed that, in two cases, the oil hole sealing plugs in the governor body solenoid valve boss were missing. In the third case, oil leaked past one of the oil hole sealing plugs. To preclude additional unwanted reversals from this cause, remove the solenoid valve assembly from the governor. Inspect for the presence of two oil hole plugs, PN 68753, in two- flyweight-type governor bodies and one oil hole plug, P/N 321736, in four-flyweight-type governor bodies. Install plugs as required. Install solenoid valve mounting gasket, P/N 60912, reworked to solenoid mounting gasket P/N 322778, such that the triangular cutout is position over the two plugged holes (two-flyweight-type) or over the single-plugged hole (four-flyweight- type). As an alternative, particularly on earlier models not incorporating the second drain passage as described in Service Bulletins Nos. 345, and 345A, install solenoid valve mounting gasket, P/N 60912, reworked to solenoid mounting gasket, P/N 322779, by making two cuts at each corner and removing each cutout portion. Identify inspected and/or reworked governors by any convenient means. In lieu of replacing the P/N 60912 gaskets, the control body solenoid may be permanentlyvented by milling grooved channels in the boss face in accordance with Hamilton Standard Service Bulletin No. 536B. Governors which were shipped from the factory September 26, 1957, and later, are identified by Serial Number WH87433 and above. Likewise, those governors with Serial Numbers below WH87433, but having an inspector's stamp in white ink located to the left of Hamilton Standard nameplate, were also shipped from the factory September 26, 1957, or later. The stamping consists of an oval enclosing a two-letter initial. Controls so identified need not be inspected for inclusion of the sealing plugs, but must have the gasket reworked. (Hamilton Standard Service Bulletins Nos. 528, 536, 536A, and 536B cover this same subject.)
2006-06-17: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Arriel 1B, 1D, and 1D1 turboshaft engines. This AD requires inspecting the 2nd stage nozzle guide vanes (NGV2) for wall thickness. This AD results from one instance of a fractured 2nd stage turbine blade followed by an uncommanded engine shutdown. We are issuing this AD to detect and prevent perforation of the NGV2 that could cause fracture of a turbine blade that could result in an uncommanded engine in-flight shutdown on a single-engine helicopter.
47-42-12: 47-42-12 DOUGLAS: (Was Mandatory Note 9 of AD-781-1.) Applies to DC-6 Serial Numbers 42866, and 42868 to 42875, Inclusive. \n\nTo be accomplished not later than February 1, 1948. \n\nIn order to provide adequate fastening of the rubber cushions on the reinforcing strap assembly of the astrodome, the following must be accomplished: \n\n1.\tRemove the existing rubber strap cushions, P/N 5249604-36, all traces of cement and adhering rubber from reinforcing strap assembly, P/N 5249604-38. \n\n2.\tButt cushion assembly P/N 2356419 against pad P/N 5249604-42, locate and drill four No. 40 (0.098) holes through strap P/N 5249604-38 and attach with AN 426-AD-3-5 rivets. \n\n3.\tReinstall reinforcing strap assembly P/N 5249604-38, using eight AN 960-D-10L washers and eight AN 365-1032 nuts. \n\n\t(Douglas Service Bulletin DC-6 No. 45 covers this same subject.)
95-03-09: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker F28 Mark 0100 series airplanes, that requires inspecting the teleflex cable of the landing gear to detect corrosion, moisture, or improper greasing, and replacing discrepant teleflex cables with serviceable parts. This amendment is prompted by reports of difficulties with the operation of the selector handle of the landing gear when "gear down" is selected, due to improper greasing of the teleflex cable of the landing gear during production. The actions specified by this AD are intended to prevent moisture from accumulating on the teleflex cable, which could result in corrosion of the teleflex cable that could inhibit operation of the selector handle of the landing gear.
2006-06-05: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 720 and 720B series airplanes. This AD requires repetitive inspections for any crack, corrosion, or sign of damage (e.g., finish scratches, blistering, or signs of fuel leaking) of the front spar upper chords under the fairing web, and repair if necessary. This AD results from a report that inspections required by a previous AD action are inadequate for Boeing Model 720 and 720B series airplanes. We are issuing this AD to detect and correct any crack, corrosion, or sign of damage of the front spar upper chords under the fairing web, which could result in structural failure of the wing.