Results
2006-07-15: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2003-07-01, which applies to certain Thrush Aircraft, Inc. Model 600 S2D and S2R (S-2R) series airplanes (type certificate previously held by Quality Aerospace, Inc. and Ayres Corporation). AD 2003-07-01 currently requires you to repetitively inspect the 1/4- inch and 5/16-inch bolt hole areas on the lower wing spar caps for fatigue cracking; replace or repair any lower wing spar cap where fatigue cracking is found; and report any fatigue cracking found. This AD is the result of the analysis of data from 112 cracks found in the last 8 years on similar design Model 600 S2D and S2R (S-2R) series airplanes, and FAA's determination that an immediate initial inspection and more frequent repetitive inspections are necessary to address the unsafe condition for certain airplanes. Consequently, this AD would require you to increase the frequency of the repetitive inspections on Groups 1, 2, 3, and 6 airplanes; and decrease the hours time-in-service (TIS) for the initial inspection on Group 2 airplanes. We are issuing this AD to prevent lower wing spar cap failure caused by undetected fatigue cracks. Such failure could result in loss of a wing with consequent loss of airplane control.
48-42-02: 48-42-02 LOCKHEED: Applies to All Model 18 Aircraft Operated in Scheduled and Non-scheduled Air Carrier Passenger Service. To be accomplished not later than the date established in accordance with the provisions of special Civil Regulation Serial Number SR-329, or any subsequent regulation affecting this compliance date. All Lockheed Model 18 aircraft mentioned above must be modified to comply with the fire prevention requirements as outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with these requirements may be accomplished by completing the modifications outlined in the following listed Lockheed Service Bulletins. Other rework shown to be equivalent to that covered by the Service Bulletins will also be acceptable. Item CAR 4 No. Lockheed Service Bulletin Title 1. .3824 18/SB-122 Revision to Waste Paper Container. 18/SB-123 Installation of No Smoking Placard. 2. .38250 18/SB-124 Installation of Fire Detection andExtinguishing System. .38251 18/SB-125 Installation of Hydraulic Reservoir Oil Tank Guard. 18/SB-126 Installation of Windshield Alcohol Tank Guard. 18/SB-127 Sealing of Baggage Compartment. 3. .43 18/SB-135 Material Substitution-Propeller Feathering Reserve Oil Tank Support. 4. .4700 18/SB-130 Firewall Revision. 5. .49 .4900 18/SB-128 Replacement of Power Plant Lines and Fittings. .4901 18/SB-129 Installation of Emergency Oil Shut-Off Valves. .4902 18/SB-131 Revision to Cabin Heater Ducts. .4902 18/SB-133 Replacement of Firewall and Power Plant Lines & Fittings. 18/SB-136 Installation of Dual Fuel System Fire Resistant Plumbing Provisions for Selective Shut-Off -Propeller. 18/SB-141 Anti-Icing System (Airplanes having Standard Systems) Provisions for Selective Shut-Off - Propeller. 18/SB-141A Anti-Icing System (Airplanes with Tank & Pump in L.H. Nacelle). In addition to the above, inspect cabin interior fabrics and finishes to determine that these materials or any substitutes or replacements for the materials originally installed comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
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.
2006-03-04: The FAA is adopting a new airworthiness directive (AD) for certain transport category airplanes, identified above. \n\n\tThis AD requires repetitive inspections for cracks of the doorjamb corners of the main cabin cargo door, and repair if necessary. This AD also provides an optional preventive modification that extends certain repetitive intervals. This AD results from reports of cracks in the fuselage skin at the corners of the doorjamb for the main cabin cargo door. We are issuing this AD to detect and correct fatigue cracks in the fuselage skin, which could result in rapid decompression of the airplane.
48-15-02: 48-15-02 MARTIN: Applies to Model 202 Aircraft. Compliance required by July 1, 1948. As a fire protection measure, replace the oil tank vent line (Martin P/N 2021A83751) running forward from the firewall, with fire resistant hose (Martin P/N 2021A84127 or equivalent). (Martin Maintenance Note No. 28 dated January 22, 1948, covers this same subject.)
94-14-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-2B16 series airplanes, that requires inspection to detect chafing of the wiring harness of the air driven generator (ADG), modification of the wiring harness, and repair of any chafed harness. This amendment is prompted by a report that the wiring harness on certain airplanes was produced in a configuration that is subject to chafing and electrical shorting. The actions specified by this AD are intended to prevent chafing or shorting of the wiring harness, which could result in loss of ADG power to the essential bus when the ADG is deployed during an emergency situation.
2006-05-07: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR42-200, -300, and -320 airplanes. This AD requires doing repetitive inspections of the upper arms of the main landing gear (MLG) side braces for missing or inadequately bonded identification plates; doing an ultrasonic inspection of the upper arm of the MLG side brace for any defects and related investigative/ corrective actions if necessary; and replacing the side brace assembly with a modified part. This AD results from an operator who reported experiencing an unlock warning for the MLG on the right side of the airplane. We are issuing this AD to prevent cracking of the upper arms of the side braces of the MLG, which could result in failure of the MLG during landing and possible damage to the airplane and injury to the flightcrew and passengers.
2006-03-15: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 747SP, 747SR, 747-100, -100B, -100B SUD, -200B, -200C, -200F, and -300 series airplanes, that requires modification of the escape slide/raft pack assembly and cable release sliders, as applicable. The actions specified by this AD are intended to prevent improper deployment of the escape slide/raft or blockage of the passenger/crew doors in the event of an emergency evacuation, which could result in injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
2005-20-32: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330-200 and -300 and A340-200 and -300 series airplanes. This AD requires inspecting to determine the part number and serial number of the left- and right-hand elevator assemblies, performing related investigative and corrective actions if necessary, and re- protecting the elevator assembly. This AD results from reports that areas on the top skin panel of the right-hand elevator have disbonded due to moisture penetration. We are issuing this AD to prevent disbonding of the elevator assembly, which could reduce the structural integrity of the elevator and result in reduced controllability of the airplane.
49-16-02: 49-16-02 STINSON: Applies to All Models 108-2 and 108-3 Series Aircraft, Serial Numbers 2250 and Up. Compliance required at next periodic inspection but not later than July 1, 1949. To prevent wing fabric loosening along the upper surface of the front and rear spars in the area of the fuel tank causing a spoiler action, remove the fuel tank and inspect the upper surface wing fabric for proper installation, looseness and deterioration. The fabric should be wrapped securely around spar flange ending at spar web. If fabric is not installed in this manner or it is loose, the following shall be accomplished. 1. Resecure fabric to wing structure using at least a 4-inch width of surface tape as reinforcement. Dope to upper wing fabric along spar and wrap securely around spar flange stopping at spar web. 2. Reinstall fuel tanks. 3. Seal 1/8-inch crevice on upped wing surface (between fuel tank and spare) flush with wing contour using perma-plastic sealing compound compatible withdoped fabric surface. (3-M Weatherstrip cement manufactured by the Minnesota Mining and Manufacturing Co., or equivalent, is acceptable). 4. All rework should be in accordance with Civil Aeronautics Manual 18. This supersedes AD 49-06-05.
2006-04-10: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Model 500, 550, S550, 560, 560XL, and 750 airplanes. This AD requires installing identification sleeves on the wires for the positive and negative terminal studs of the engine and/or auxiliary power unit (APU) fire extinguishing bottles, as applicable, and re- connecting the wires to the correct terminal studs. This AD results from a report of mis-wired fire extinguishing bottles. We are issuing this AD to ensure that the fire extinguishing bottles are activated in the event of an engine or APU fire, and that flammable fluids are not supplied during a fire, which could result in an unextinguished fire in the nacelle or APU.
2006-04-05: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD requires repetitive inspections for cracking or fracturing of the output links of the power control unit (PCU) for the ailerons, and related investigative and corrective actions if necessary. This AD results from reports of fractured output links of the aileron PCU. We are issuing this AD to prevent failure of an output link of the aileron PCU, which, if both links on one aileron fail, could result in reduced lateral control of the airplane.
2005-19-24: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that currently requires repetitive pre-modification inspections to detect cracks in the forward support fitting of the number 1 and number 3 engines; and repair, if necessary. That AD also provides for an optional high frequency eddy current inspection, and, if possible, modification of the fastener holes; and various follow-on actions; which would terminate the repetitive pre-modification inspections. This amendment expands the area to be inspected; requires accomplishment of the previously optional (and subsequently revised) modification, which terminates certain repetitive inspections; and adds repetitive post- modification inspections to detect cracking of the fastener holes, and corrective actions if necessary. The actions specified by this AD are intended to prevent fatigue cracking of the forward support fitting of the number 1 and number 3 engines, which could result in failure of the support fitting and consequent separation of the engine from the airplane. This action is intended to address the identified unsafe condition. \n\nDATES: Effective October 27, 2005. \n\n\tThe incorporation by reference of Boeing Service Bulletin 727- 54A0010, Revision 6, including Appendix A, dated August 23, 2001, as listed in the regulations, is approved by the Director of the Federal Register as of October 27, 2005. \n\n\tThe incorporation by reference of Boeing Service Bulletin 727- 54A0010, Revision 4, dated January 30, 1997, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 18, 1997 (62 FR 9359, March 3, 1997).
44-52-01: 44-52-01\tBOEING: (Was Service Note 1 of AD-558-1 and Service Note 1 of AD-524-1.) Applies to 247-D Aircraft. \n\tInspect immediately and every 250 hours thereafter the outer wing panel 17SRT aluminum alloy spar chord members for cracks. Unless special openings are installed, the outer panels may have to be removed to permit thorough inspection. If cracks are found, the members should be repaired or replaced in a manner satisfactory to the FAA. If replacement 24ST tubing is installed no further inspection will be necessary. Boeing Service Bulletin No. 1 of D-6134 describes a satisfactory method of installation of inspection openings in the lower surface of the outer wing. Boeing Service Bulletin No. 2 of D-6134 covers replacement of 17SRT spar chords with 24ST spar chords.
2006-03-13: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas transport category airplanes. This AD requires an initial ultrasonic inspection for cracks of the studbolts of the inboard and outboard hinge fittings of the left and right outboard flaps of the wings. Based on the inspection results, this AD also requires doing repetitive ultrasonic inspections, replacing upper and/or lower studbolts with new or serviceable studbolts, doing a detailed inspection for corrosion of the upper studbolts, doing a magnetic particle inspection for \ncracks of studbolts, and changing the protection treatment; as applicable. This AD results from reports of corrosion and failures of the upper and lower studbolts of the outboard flaps inboard and outboard hinge fittings. We are issuing this AD to prevent corrosion and subsequent cracking of studbolts, which could result in failure of the flap hinge fittings and their possible separation from the wing rear spar, and consequent reduced controllability of the airplane.
46-11-01: 46-11-01\tNORTH AMERICAN: (Was Service Note 2 of AD-2-575-3.) Applies Only to Army BC-1A, AT-6, -6A, -6B, -6C; Serial Numbers Below 41-34249 and Navy SNJ-2, -3, -4; Serial Numbers Below 0-43692.\n \n\tInspection required at each periodic inspection unless doubler angles are installed. \n\n\tInspect the inboard end of the landing gear retracting strut attachment support channel, P/N 55-14102 or 66-14102-1, at the wing outer panel joint, for cracks. If cracks are found in any channel, it shall be reinforced as follows: \n\n\tA.\tFor cracks less than 2 inches long, install 0.062 inch-29/32 inch x 1 inch x 6 3/4 inches long, SAE No. 4130 steel, cadmium-plated ( or 0.091 inch-24ST alclad) doubler angles in the upper corners of the inboard ends of each cracked channel. Drill a 1/8-inch stop hole at the end of each crack. Attach the 29/32-inch leg by picking up the existing rivet pattern through the wing skin and the channel upper flange. The rivets through the wing attach angle should be replaced with AN 3 bolts, or equivalent. Attach the 1-inch leg to the side of the channel using a row of seven AN 442-AD4 rivets or equivalent, at approximately 1 1/8-inch spacing. \n\n\tB.\tFor cracks over 2 inches long, install 0.062 inch-29/32 inch x 1 3/8 inches x 6 3/4 inches long SAE No. 4130 steel, cadmium-plated, doubler angles in the upper corners of the inboard ends of each channel containing a crack over 2 inches long. Drill a 1/8-inch stop hole at the end of each crack. Attach 29/32-inch leg as described in paragraph A. Attach 1 3/8-inch leg to the side of the channel using two rows of seven AN 442-AD4 rivets, or equivalent, at approximately 1 3/8-inch spacing. \n\n\tC.\tFor cases where no cracks are found, install the same doubler angles as required in paragraph A, except that they need not exceed 4 inches in length, or inspect at each periodic inspection. \n\n\tIn order to permit installation of rivets with the wing outer panel installed on the airplane, approved type blind 5/32-inch rivets may be used in the 1-inch or the 1 3/8-inch leg of the doubler angle. \n\n\t(Supplement No. 1 to North American Service Bulletin dated March 6, 1946, covers this subject also.)