Results
98-26-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
67-20-04: 67-20-04 PIPER: Amdt. No. 39-456, Part 39, Federal Register June 29, 1967. Applies to Piper PA-28 and PA-32 Series Airplanes Equipped with Main Landing Gear Torque Links which are Drilled for Lubricator Fittings. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To preclude the possibility of failure of the main landing gear torque link, accomplish the following: (a) Measure the distance from the edge of the bolt hole to the edge of the machined surface on the boss on the small (scissor) end of each of the main landing gear torque links. If this distance is .350 inches or less, the link must be replaced, either individually or in pairs, with Piper Part Number 65691-00. When replacing the link, install Piper Kit Number 757 123, which consists of a grease bolt, P/N 65799-00, a brake line clip, P/N 63332-05, a washer, P/N 62833-27, an AN310-C5 nut, P/N 404 122, and an AN-381-2-8 cotter pin, P/N 424 080. One kit is required per landing gear. (b) Inspect to determine the amount of contact on the face of the torque link stops. If the contact of the stops is along the inboard edge only, or outboard edge only, the face must be reworked to insure contact is maintained over the entire width of the bearing surface. This is required to preclude the possibility of side loads on the torque links. NOTE: Service the landing gear assembly to assure correct fluid content, air pressure and piston exposure in accordance with the Piper PA-28 or PA-32 Service Manual, as appropriate. (Piper Service Bulletin No. 248 dated May 12, 1967, covers this same subject.) This amendment effective September 27, 1967.
67-19-05: 67-19-05 PIPER: Amdt. 39-427, Part 39, Federal Register June 2, 1967. Applies to Type PA-30 airplanes, Serial Numbers 30-853, 30-902 Through 30-1470, Which Incorporate Factory Installed Oxygen System or Piper Oxygen Kits 756981 or 757100. Compliance required within the next 25 hours' time in service after the effective date of this Airworthiness Directive, unless already accomplished. To prevent cracking of the oxygen cylinder mounting channels and prevent the rudder control cable from rubbing on the oxygen cylinder rear retaining strap, accomplish the following: (a) On airplanes, Serial Numbers 30-853, 30-902 through 30-1454, modify the oxygen cylinder mounting installation in accordance with the Installation Instructions contained in Piper Oxygen Cylinder Mounting Modification Kit No. 757094 or equivalent modification, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) On all airplanes modify the Oxygen Cylinder Rear RetainingStrap P/N 758109 and remove the Rubber Strip P/N 13945-85 as shown on the sketch contained in Piper Service Bulletin No. 246, dated March 21, 1967, or equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request, with substantiating data submitted through an FAA maintenance inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Piper Service Bulletin No. 236, dated December 29, 1966, also pertains to the subject of paragraph (a)). This amendment effective June 7, 1967.
2018-20-04: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model GVI airplanes. This AD requires revising the Normal and Abnormal Procedures sections of the airplane flight manual (AFM). This AD was prompted by potential failure of the bi-directional data bus that sends and receives critical signals between the flight control computer (FCC) and the flight control surfaces. We are issuing this AD to address the unsafe condition on these products.
55-26-02: 55-26-02 THOMPSON ENGINE DRIVE FUEL PUMPS: Applies to All Thompson TF-1100-2 and TF-1100-M2 Pumps. Compliance required as indicated. To prevent TF-1100 fuel pump failure resulting from excessive drive pin wear, accomplish the following: 1. Remove pump from certificated airplanes and replace with Thompson TF-1900 pump having larger diameter drive pin not later than August 1, 1956. TF-1100 pumps may be converted to TF-1900 pumps when modified in accordance with Thompson Service Bulletin ESD-182A and Amendment ESD-182B. 2. Until installation of the TF-1900 pump, the drive pin (Thompson Part No. TF-1191) in the TF-1100 pumps should be replaced with an unused pin at the next 100-hour aircraft inspection and each 100 hours thereafter. At the time of pin replacement, inspect the drilled hole in the TF-1100 rotor for excessive elongation and, if necessary, replace rotor. (Thompson Products Service Bulletin ESD-176A covers this same subject.) This supersedesAD 55-19-02.
2018-19-20: We are superseding Airworthiness Directive (AD) 2010-25-06, which applied to certain The Boeing Company Model 737-200, -300, -400, and -500 series airplanes. AD 2010-25-06 required repetitive inspections for cracking of certain fuselage frames and stub beams, and corrective actions if necessary. AD 2010-25-06 also provided for an optional repair, which terminated the repetitive inspections. For airplanes on which a certain repair was done, AD 2010-25-06 also required repetitive inspections for cracking of certain fuselage frames and stub beams, and corrective actions if necessary. This AD retains the actions required by AD 2010-25-06 and expands the inspection area. This AD was prompted by additional cracking found in areas not covered by the inspections in AD 2010-25-06. We are issuing this AD to address the unsafe condition on these products.
2005-23-15: The FAA is adopting a new airworthiness directive (AD) for all British Aerospace Model BAC 1-11 200 and 400 series airplanes. This AD requires revising the airplane flight manual (AFM) to contain applicable AFM amendments, which advise the flightcrew of information pertaining to safely operating the fuel system. The AD also requires revising the FAA-approved maintenance program to include certain repetitive maintenance tasks intended to improve the safety of the fuel system. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent potential ignition sources inside the fuel system, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2018-19-13: We are adopting a new airworthiness directive (AD) for all 328 Support Services GmbH Model 328-100 and -300 airplanes. This AD was prompted by reports indicating corrosion on the horizontal stabilizer bearing supports at the contact surface to the horizontal stabilizer rear spar. This AD requires inspections for corrosion and any other damage (i.e., cracking and chafing) of the horizontal stabilizer rear bearing supports, replacement of the affected horizontal stabilizer rear bearing supports if necessary, and modification of the horizontal stabilizer rear spar. We are issuing this AD to address the unsafe condition on these products.
67-18-04: 67-18-04 PAN AVION: Amdt. 39-428, Part 39, Federal Register May 30, 1967. Applies to Model PA-5 Life Vests equipped with an 8-gram CO2 cartridge (P/N 2200-525-15). Compliance required within 30 days after the effective date of this AD, unless already accomplished. To insure adequate life vest buoyancy, remove the 8-gram CO2 cartridge (P/N 2200-525-15) and install a 12-gram CO2 cartridge (P/N 2200-525-21) and a long inflator cap (P/N 2200-538-8). (Pan Avion Service Bulletin No. 22-66 dated September 15, 1966, covers this subject.) This amendment effective June 30, 1967.
98-22-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model SN 601 (Corvette) series airplanes, that requires repetitive inspections to detect discrepancies of the upper and lower reinforcement panels and panel fasteners of the wing roots; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent debonding of the upper and lower reinforcement panels of the wing roots, which could result in reduced structural integrity of the wing.
67-14-01: 67-14-01 AIR and SPACE: Amdt. 39-405 Part 39 Federal Register April 29, 1967. Applies to Model 18A Gyroplanes Equipped with Air and Space Rotor Blades. Before further flight of any Air and Space Model 18A gyroplane, unless already accomplished, modify the rotor blades in accordance with Air and Space Manufacturing, Inc. Service Bulletin No. 15, dated December 27, 1966, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. Upon completion of this modification the rotor blade set need not be rebalanced, but must be tracked before return to service. NOTE: Pursuant to Air and Space Manufacturing, Inc. Maintenance and Rigging Manual, page 30, Section M, no separations are permitted in the leading edge protective strip of the rotor blade. If separation is detected, the blade should be discarded unless a repair is authorized by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective April29, 1967 and supersedes the telegraphic airworthiness directive of January 17 on the subject.
67-15-04: 67-15-04 SUD AVIATION: Amdt. 39-396 Part 39 Federal Register April 14, 1967. Applies to Model SE 3130 Alouette II Helicopters. Compliance required as indicated. To detect cracks in the tail rotor gear box drive shaft, Sud Aviation P/N 3130-66-22-002, accomplish the following: (a) Within the next 80 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter at intervals not to exceed 180 hours' time in service from the last inspection, inspect the tail rotor gear box drive shaft, Sud Aviation P/N 3130-66-22-002, for cracks using dye penetrant in accordance with Sud Service No. 65-30, or later SGAC-approved issue, or an FAA-approved equivalent. (b) If cracks are detected during the inspection required by (a) of this AD, replace tail rotor gear box drive shaft P/N 3130-66-22-002 with new tail rotor gear box drive shaft P/N 3130-66-22-007. (c) Repetitive inspections required by (a) of this AD may be discontinued after new replacement tail rotor gear box drive shaft P/N 3130-66-22-007 is installed. This directive effective May 14, 1967.
2018-19-12: We are superseding Airworthiness Directive (AD) 2015-17-04, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600-2D15 (Regional Jet Series 705), and Model CL-600-2D24 (Regional Jet Series 900) airplanes. AD 2015-17-04 required replacement of left and right fixed control rods and lever assemblies of the elevator control system. This AD adds a detailed visual inspection of the key washers and self-locking nuts of the elevator control linkages and corrective actions if necessary. This AD was prompted by reports of a disconnect between the elevator lever and control rod and a report indicating that certain revisions of the service information were missing instructions for proper installation of certain key washers. We are issuing this AD to address the unsafe condition on these products.
98-11-14: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-11-14 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 205A-1 and 205B helicopters by individual letters. This AD requires inspecting the trunnion assembly or tail rotor flapping stop (flapping stop), whichever is applicable, installing a trunnion assembly or flapping stop, if necessary; and replacing the tail rotor yoke (yoke). This amendment is prompted by an accident involving a BHTI Model 205A-1 helicopter in which the yoke failed during flight. This condition, if not corrected, could lead to failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
67-07-03: 67-07-03 DOUGLAS: Amdt. 39-356 Part 39 Federal Register March 2, 1967. Applies to Model DC-9 Airplanes Equipped With the Sperry SP-50A Autopilot. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent an unsafe condition which may result when the autopilot does not disengage when the control wheel disconnect button is used, accomplish the following: \n\n\t(a)\tFor airplanes having Sperry SP-50A autopilot control panels with 1,500 or more hours' time in service on the effective date of this AD, comply with (d) prior to completing the next 50 hours' time in service. \n\n\t(b)\tFor airplanes having Sperry SP-50A autopilot control panels with less than 1,500 hours' time in service on the effective date of this AD, comply with (d) prior to completing 1,550 hours' total time in service. \n\n\t(c)\tOperators who have not kept records of hours' time in service of individual Sperry SP-50A autopilot control panels shall substitute hours' time in service for the airplane or airplanes in which the individual autopilot control panel was installed. \n\n\t(d)\tInstall a placard in clear view of the pilot with the following information: \n\n\tAutopilot(s) must be turned off when operating below 3,000 feet above ground level in a terminal area. Verify by position of the control panel engage lever. \n\n\t(e)\tThe placard installed in accordance with (d) may be removed when the Sperry SP- 50A autopilot control panel switches have been reworked to Sperry Service Bulletin TA-693-37. \n\n\tThis directive effective March 2, 1967.
67-06-01: 67-06-01 BELL: Amdt. 39-348, Part 39, Federal Register February 4, 1967. Applies to Model 204-B Helicopters Equipped With Tail Rotor Hub and Blade Assembly, P/N 204-011-701- 9 or 204-011-701-15. Compliance required as indicated. To assure proper balance and track of the tail rotor blades, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 25 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the date of the last tracking, the hub and blade assembly must be tracked in accordance with the Bell Model 204B Maintenance Manual, Section VI. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 300 hours' time in service from the date of the last balancing, the hub and blade assembly must be balanced in accordance with the Bell Model 204B Maintenance Manual, Section VI. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive balancing and tracking 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 interval increase for such operator. (Bell Service Bulletin 204B-1 also pertains to this subject.) This directive effective February 9, 1967.
2000-22-12: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires replacement of the existing wire between certain circuit breakers with an improved wire. The actions specified by this AD are intended to prevent overheating of the wire between certain circuit breakers, which could result in smoke emissions in the cockpit. This action is intended to address the identified unsafe condition.
2018-19-17: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a revision of a certain airworthiness limitations item (ALI) document, which specifies new or more restrictive instructions and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. We are issuing this AD to address the unsafe condition on these products.
52-20-02: 52-20-02 WRIGHT: Applies to All Models C18BA and C18BD Engines. Compliance required as soon as possible but not later than October 31, 1952. To prevent crankpin sludge from washing into the master rod bearing oil supply passages causing failure of the bearing, the use of oil dilution must be discontinued and the dilution lines disconnected or removed. This restriction on oil dilution is to continue until an adequate sludge controlling device is developed and incorporated in these engines.
47-10-20: 47-10-20 LOCKHEED: (Was Mandatory Note 22 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2075. Compliance required prior to June 1, 1947. Replace all existing alcohol tanks with new type heavier tanks, LAC P/N 296424. Replace existing tank cradles with new cradles LAC P/N 296465. (LAC Service Bulletin 49/SB-110, revised October 2, 1946, or subsequent, covers this same subject.)
75-16-07: 75-16-07 BRITISH AIRCRAFT CORPORATION: Amendment 39-2278. Applies to Model BAC 1-11, 200 and 400 Series airplanes. Compliance is required as indicated. To detect and secure loose ring nuts in the flap primary transmission system, accomplish the following: (a) Within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,000 hours' time in service, comply with paragraph (d) of this AD. (b) Before the accumulation of 1,050 hours' time in service after compliance with paragraph (a), but not before the accumulation of 800 hours' time in service after compliance with that paragraph - (1) Inspect, by hand, all ring nuts in the flap primary transmission system in the landing gear bays and wings for tightness; and (2) Inspect for broken ring nut lock wires. (3) If any ring nut is found to be loose or any ring nut lock wire is found to be broken during the inspections required by subparagraphs (1) and (2) of this paragraph, before further flight comply with paragraph (d). (c) Before the accumulation of 1,050 hours' time in service after compliance with paragraph (b) of this AD but not before the accumulation of 800 hours' time in service after compliance with that paragraph - (1) Inspect all ring nuts in the flap primary transmission system in the landing gear bays and wings for a correct torque loading of 35 to 45 pound feet, and inspect for any broken ring nut lock wires; and (2) Comply with paragraph (d) (d) Comply with the following as required by paragraphs (a), (b), and (c) of this AD: (1) Adjust the torque loading of all ring nuts in the flap primary transmission system in the landing gear bays and wings to 35 to 45 pound feet; and (2) Double wire lock each ring nut using two separate pieces of locking wire. (e) It is requested that, after complying with paragraphs (b) and (c) of this AD, reports of any loose ring nuts or broken ring nutlock wires found be forwarded to the Chief, Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, APO New York 09667. Reports should specify the aircraft serial number and location of the ring nuts involved. (Reporting approved by the Bureau of the Budget under BOB No. 04R0174). (British Aircraft Corporation BAC 1-11 Alert Service Bulletin No. 27-A-PM 5065, dated March 9, 1972, covers this same subject.) This amendment becomes effective August 27, 1975.
2018-18-19: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 and A310 series airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a determination that new or more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
67-05-01: 67-05-01 DOUGLAS: Amdt. 39-345 Part 39 Federal Register February 4, 1967. Applies to Model DC-9 Airplanes Serial Numbers 45695 through 45709, 45711 through 45732, 45735 through 45749, 45770 through 45773, 45775 through 45780, 45785, 45786, 45789 through 45799, 45825, 45826, 45829 through 45832, 45841 through 45844, 47000, 47001, 47043, 47048, 47049, and 47056. \n\n\tCompliance required as follows: \n\n\t(a)\tWithin the next 25 hours' time in service after the effective date of this AD unless already accomplished within the last 25 hours' time in service and thereafter, at periods not to exceed 50 hours' time in service from the last inspection, visually inspect for cracks in the door assemblies P/N 5923213-3(LH) and -4 (RH) in the area of the stud assemblies and retainer rings. Also inspect for cracks in brackets P/N 5923213-15(LH) and -16 (RH) and filler P/N 5923213-17 and inspect the stud assemblies P/N 4S14-4 and retainer rings P/N 4S9-2 for looseness or improper installation.(b)\tReplace or repair in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, 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) all parts subject to the inspection specified in (a) that are cracked and all stud assemblies and retainer rings subject to the inspection specified in (a) that are either improperly installed or not functioning properly. \n\n\t(c)\tThe inspection specified in (a) may be discontinued when the door assemblies P/N 5923213-3(LH) and -4(RH), brackets P/N 5923213-15(LH) and -16(RH), stud assemblies P/N 4S14-4 and retainer rings P/N 4S9-2 have been reworked in accordance with Douglas Service Sketch 753C or Service Bulletin No. 57-40 or equivalent rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon request of the operator, an FAA air carrier maintenance inspector, subject to prior approval of the Regional Director, FAA Western 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 that operator. \n\n\t(Douglas Service Sketch No. 753C and Service Bulletin No. 57-40 cover this same subject.) \n\n\tThis directive effective February 4, 1967.
99-08-05 R1: This amendment corrects information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that currently requires repetitive inspections to detect fatigue cracking of the fuselage frames and longerons 16R and 17R above the forward lower cargo door; repair, if necessary; and modification of the fuselage frames and longerons, if necessary, and follow-on repetitive inspections to detect fatigue cracking of the skin adjacent to the modification. That AD was prompted by numerous instances of fatigue cracking of the fuselage frames and longerons. The actions specified by that AD are intended to prevent fatigue cracking of the fuselage frames and longerons 16R and 17R, which could result in reduced structural integrity of the airplane. This amendment corrects an erroneous reference to a certain volume of the Supplemental Inspection Document. \n\n\tThe incorporation by reference of McDonnell Douglas Service Bulletin DC9-53-267, dated October 20, 1997, was approved previously by the Director of the Federal Register as of May 12, 1999 (64 FR 16805, April 7, 1999).
67-03-07: 67-03-07 PIPER: Amdt. 39-334 Part 39 Federal Register January 4, 1967. Applies to Model PA-32-260 Airplanes, Serial Numbers 32-151 through 32-535. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent inadvertent fuel transfer from the outboard tanks to the inboard main tanks through a malfunctioning fuel tank selector valve, replace Airborne Mechanism fuel selector valve, Model 1H26-1, with Airborne Mechanism fuel selector valve, Model 1H26-2, (Piper P/N 492 104). (Piper Service Letter No. 476 pertains to this subject.) This directive effective February 3, 1967.