Results
2005-11-01: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 1A turboshaft engines. This AD requires initial and repetitive testing of the Free Turbine Overspeed Protection System. This AD results from an investigation into the Digital Electronic Control Unit (DECU) that revealed a malfunction of the Free Turbine Overspeed Protection System. This malfunction can exist despite the DECU passing all functional tests specified in the Engine Maintenance Manual. We are issuing this AD to prevent uncontained engine failure if a free turbine overspeed occurs.
75-09-08: 75-09-08 MOONEY: Amendment 39-2181. Applies to Mooney Models M20C, M20D, M20E, M20F, and M20G airplanes with the following serial numbers having accumulated 400 or more hours' time in service: M20C - 1852, 1940 thru 3466, 670001 thru 700091, 20-0001 thru 20-1156. M20D - 101 thru 260. M20E - 101 thru 1308, 670001 thru 700061, 21-0001 thru 21-1165. M20F - 660003 thru 700072, 22-0001 thru 22-1207. M20G - 680001 thru 700006. Compliance required within the next 50-hours' time in service after the effective date of this AD or before the accumulation of 450-hours' time in service, whichever occurs later, unless already accomplished within the last 50-hours' time in service, and thereafter at intervals not to exceed 100-hours' time in service from the last inspection. a. To detect cracked engine mount members, inspect the mount in accordance with instructions in Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision, or an FAA approved equivalent method. b. If cracks are detected, repair or replace in accordance with instructions in Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, Fort Worth, Texas. c. The 100-hour repetitive inspection may be discontinued upon repair of a cracked or uncracked mount, or upon installation of a new mount in accordance with Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. This amendment becomes effective April 30, 1975.
2000-06-13 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -400 series airplanes, that currently requires repetitive visual and high frequency eddy current (HFEC) inspections to detect cracking of the corners of the door frame and the cross beams of the aft cargo door, and corrective actions, if necessary. That amendment also mandates accomplishment of a modification to the aft cargo door, which would terminate the repetitive inspection requirements. This amendment revises the compliance time for the terminating modification. The actions specified by this AD are intended to prevent fatigue cracking of the corners of the doorframe and the crossbeams of the aft cargo door, which could result in rapid depressurization of the airplane. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 737-52A1079, Revision 6, dated November 18, 1999, as listed in the regulations, was approved previously by the Director of the Federal Register as of May 9, 2000 (65 FR 17583, April 4, 2000).\n\n\n\tThe incorporation by reference of Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996, as listed in the regulations, was approved previously by the Director of the Federal Register as of December 24, 1998 (63 FR 67769, December 9, 1998).
73-26-05: 73-26-05 SCOTT AVIATION DIVISION of ATO INC: Amdt. 39-1756. Applies to chemical oxygen generators, Scott Part Numbers 801386-01, -02, and -03, and 801462-01, -02, and -03. Compliance required within the next six months after the effective date of this AD, unless already accomplished. To detect generators showing evidence of corrosion, and to replace corroded units, accomplish Scott Aviation Service Bulletin 35-38, dated February 1, 1973, and Revision Number 1, dated May 11, 1973, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 20, 1973.
2005-11-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767-200, -300, and -300F series airplanes. That AD currently requires inspections for fatigue cracking of the horizontal stabilizer pivot bulkhead, and repetitive inspections or other follow-on actions. That action also provides a permanent repair, which is optional for airplanes with no cracks, and, if accomplished, ends the repetitive inspections. For airplanes on which the permanent repair is not installed, this new AD requires repetitive inspections of the same and additional inspection locations at new inspection intervals; a one-time torque test; and related investigative and corrective actions. For airplanes on which the permanent repair is installed, this new AD would require repetitive inspections of the repaired area and, if necessary, corrective action. This AD is prompted by reports of loose tension bolts and crack indications in the fuselage skin. We are issuingthis AD to find and fix fatigue cracking of the horizontal stabilizer pivot bulkhead and adjacent structure, which could result in loss of the horizontal stabilizer. \n\nDATES: This AD becomes effective July 1, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 767-53A0078, Revision 3, dated November 15, 2001; and Boeing Alert Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002, as listed in the AD is approved by the Director of the Federal Register as of July 1, 2005. \n\n\tOn May 24, 2001 (66 FR 23538, May 9, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001.
62-02-05: 62-02-05 PIPER: Amdt. 386 Part 507 Federal Register January 18, 1962. Applies to Models PA-18 and PA-18A Series aircraft Serial Numbers 18-1 through 18-7768 inclusive. Compliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. Several failures have been reported of the rudder cable attachment fitting lug, P/N 40831, at the weld on rudder pedals, P/N's 40842-04 and 40842-05. Accordingly, the following shall be accomplished: Visually inspect the weld that attaches the rudder cable lug, P/N 40831, to the foot bar tube on both left and right rudder pedals for evidence of separation, cracks in the weld, insufficient length of weld, or excessive wear of weld. A weld of sufficient length must cover at least the top half perimeter of the tube (minimum). If the weld is separated, cracked, excessively worn, or of insufficient length, replace the rudder pedal assembly prior to further flight. (Piper Service Bulletin No. 207A, dated May 10, 1962, covers this subject.) This directive effective January 23, 1962. Revised June 20, 1962.
61-24-02: 61-24-02 DOUGLAS: Amdt. 370 Part 507 Federal Register November 23, 1961. Applies to All DC-8 Aircraft, Serial Nos. 45252-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45419, 45421-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45616-45628, 45636. \n\n\tCompliance required within 1,000 hours' time in service after November 23, 1961, but in no event later than February 28, 1962, except as provided in paragraph (e). \n\n\tAs a result of numerous recent incidents associated with hydraulic system failures or malfunctions, the aircraft shall be modified to incorporate the following: \n\n\t(a) A dual source of hydraulic power for the actuation of all wing spoilers during landing roll, in accordance with Douglas DC-8 Service Bulletin 29-39 or FAA approved equivalent. \n\n\t(b) Increased brake accumulator capacity, in accordance with Douglas DC-8 Service Bulletin 29-41 or FAA approved equivalent. \n\n\t(c) A dual source of hydraulic power for the rudderpower system, in accordance with Douglas DC-8 Service Bulletin 27-117 or FAA approved equivalent. \n\n\t(d) A source of power to actuate the nose wheel steering system when the airplane hydraulic system is being operated with the hydraulic system selector handle in the "main gear down lock and flaps" position, and additional hydraulic fluid reserve capacity and related changes in the fluid reservoir quantity indicating system, in accordance with Douglas DC-8 Service Bulletin 32-73 or FAA approved equivalent. \n\n\t(e) To reduce to acceptable levels the hydraulic system pressure fluctuations induced by the auxiliary hydraulic pump: \n\n\t\t(1) By no later than February 28, 1962, bypass the surge damper which may have been installed in accordance with Douglas DC-8 Service Bulletin 29-35. The bypass method shall be in accordance with steps 1 through 6 of Addendum Number 1 to Service Bulletin 29-35 dated February 16, 1962. \n\n\t\t(2) As soon as necessary parts are available but in no eventlater than April 30, 1962, install surge damper in accordance with Douglas Service Bulletin 29-35, Reissue Number 1 dated November 8, 1961, as amended by Addendum Number 1 of Service Bulletin 29-35 dated February 16, 1962. \n\n\t(f) Dampers to reduce to an acceptable level the surge pressure induced in the hydraulic system when the aileron and rudder power systems are activated, in accordance with Douglas DC-8 Service Bulletin 27-109, revision No. 1 to reissue No. 1 dated November 15, 1961, or later FAA approved version. \n\n\t(g) The FAA approval of the equivalent methods of compliance with the modifications required by paragraphs (a) through (d) shall be obtained through the Chief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\tThis directive effective November 23, 1961. \n\n\tRevised March 14, 1962, for all persons except those to whom it was made effective immediately by telegram dated February 21, 1962.
75-18-08: 75-18-08 MCDONNELL DOUGLAS: Amendment 39-2351 as amended by Amendment 39-2411. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes, certificated in all categories. \n\n\tTo prevent possible airplane misalignment during ILS approaches without readily available failure indication, accomplish the following: \n\n\t(A)\tUnless already accomplished or unless one of the relieving provisions, specified below, has been accomplished, within four calendar days after receipt of this telegram the airplane is limited to Category I minima and the following placard or its equivalent must be placed in plain view of the pilots: AIRCRAFT LIMITED TO CATEGORY I APPROACH MINIMA. \n\n\t(B)\tOperators shall, by the most immediate and practicable means, notify flight crews of the foregoing. \n\n\t(C)\tThe Category I limitation does not apply to an airplane after accomplishing one of the following: \n\n\t\t(1)\tAccomplish modification defined in McDonnell Douglas Service Bulletin 34-66, dated July 23, 1975, or later FAA-approved revisions; or \n\n\t\t(2)\tAccomplish a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(D)\tPrior to August 6, 1976, accomplish McDonnell Douglas Service Bulletin 34-66, dated July 23, 1975, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2351 was effective September 2, 1975, for all persons except those to whom it was made effective immediately by telegrams dated August 6, 1975. \n\n\tThis amendment 39-2411 is effective November 10, 1975 for all persons except those to whom it was made effective by telegrams, dated October 10, 1975, which contained this amendment.
2005-11-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) airplanes modified by STC SA4900SW. This AD requires revising the airplane flight manual (AFM) to require repetitive visual checks of the microphone jack assemblies on both control columns to detect damage that may interfere with movement of the control column. This AD also requires modification of the microphone jack assembly, related investigative actions, and corrective actions if necessary, which allows the AFM revision to be removed from the AFM. This AD is prompted by a report of a rejected take-off and subsequent runway overrun due to restricted movement of the co-pilot's control column, which resulted in collapse of the nose landing gear and consequent damage of the forward fuselage. We are issuing this AD to prevent a damaged microphone jack assembly from interfering with movement of the control column, which could result in loss of control of the airplane.
97-11-11: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N22S, and N24A airplanes. This action requires repetitively inspecting the horizontal stabilizer upper and lower skin, intercostal angles, and the horizontal stabilizer trailing edge channel for cracks; and repairing any crack or replacing any cracked parts, as applicable. This AD results from numerous reports of cracking in these horizontal stabilizer areas on the affected airplanes. The actions specified by this AD are intended to prevent structural failure of the horizontal stabilizer caused by fatigue cracks, which could result in loss of control of the airplane.