Results
59-10-06: 59-10-06 KAMAN: Applies to All K-240 Helicopters (Military HTK-1). Due to associated adverse service experience, the wood type cheek plate rotor blades, P/N K411042-1, -2, -7, and -8 are ineligible for use. These blades modified to conform to, or replaced by, fiberglass type cheek plate rotor blades, P/N K411042-77 and -78, are acceptable with a 2,500-hour retirement life.
75-22-09: 75-22-09 ROCKWELL: Amendment 39-2396. Applies to Model 112, S/N 3 through 380, certificated in all categories. Compliance required as indicated: (a) Before further flight and prior to each flight thereafter until complete inspection and modifications are accomplished, visually inspect the airplane structure at all aileron hinge positions. If visual inspection reveals distortion of the aileron skin or readily visible cracks in hinge doublers, comply with subparagraph (b)(3) below: (b) Within 10 hours' time in service, after the effective date of this AD, accomplish the following: (1) Replace all outboard aileron doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or later approved revision or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (2) Inspect all inboard aileron doublers for cracks, proper doubler thickness (.040 inches), and preloading of hinge doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or later approved revision, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (3) If cracks, improper thickness, or preloading are found, replace doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas, before further flight. This amendment becomes effective November 4, 1975.
2012-10-06: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aerosystems Model SAAB 2000 airplanes. This AD was prompted by reports that environmentally friendly de-icing agents used on certain electrical connectors and braids could cause corrosion damage. This AD requires performing, in certain locations, a detailed inspection for corrosion of the electrical and electronics installation, and if corrosion is found repairing each affected harness braid or replacing each affected component and/or wiring harness. We are issuing this AD to detect and correct corrosion of critical system wiring, which could result in arcing and, in combination with other factors, a fire and consequent damage to the airplane.
75-05-09: 75-05-09 BOEING: Amendment 39-2105. Applies to all model 737 series airplanes, certificated in all categories. Compliance required as indicated. \n\t(1)\tWithin the next 100 hours' time in service after the effective date of this AD, unless already accomplished, inspect the engine fuel shutoff and crossfeed valve wire bundles for chafing in accordance with Boeing Service Bulletin No. 737-28-1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(2)\tIf wire or wire insulation chafing or clamp damage is found, replace and modify the wiring and replace the wiring harness clamps in accordance with Boeing Service Bulletin No. 737-28-1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(3)\tWithin the next 1000 hours' time in service after the effective date of this AD, for airplanes with no wire or wire insulation chafing or clamp damage, replace and modify the wiring and replace the wiring harness clamps in accordance with Boeing Service Bulletin No. 737-28- 1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 24, 1975.
63-25-01: 63-25-01 BEECH: Amdt. 652 Part 507 Federal Register December 5, 1963. Applies to Model 35 Aircraft Serial Numbers D-1 through D-1500, Model 35R Aircraft Serial Numbers D- XXR1 and up (35R Aircraft are Remanufactured Model 35 Aircraft and Retain the Original Serial Number in Addition to the Appropriate 35R Serial Number), and Model Super V Conversions of the Standard Beech Models 35, A35, or B35 Serial Numbers SV-XXX-D-1 through SV-XXX-D-1500. Compliance required within 25 hours' time in service after the effective date of this amendment unless already accomplished within the last 75 hours' time in service and thereafter within 100 hours' time in service from the last inspection. Inspections required by AD 62-02-01 have not been adequate to detect all fatigue cracks in the steel center section front trusses prior to failure. To preclude these failures, modify the fuselage and inspect the front and rear steel trusses in accordance with (a) and (b). In order to gain access to the front and rear trusses, remove the front seat bottom, rear seat, front and rear spar forward partitions, and all floorboards adjacent to the front and rear spars. Also, disconnect the air duct on the right side of the forward spar and remove any other adjacent installations as found necessary for access. (a) Front truss and fuselage. Modify the fuselage in accordance with (a)(1) prior to inspecting. Inspect in accordance with (a)(2) within the next 25 hours' time in service unless the aircraft has been so inspected within the last 75 hours' time in service and thereafter within 100 hours' time in service and thereafter within 100 hours' time in service from the last inspection. (1) Cut two 3 1/2 inch diameter inspection openings in the fuselage skin just under the forward centersection steel truss at right and left butt stations 16.50 inches, in accordance with Beech Service Bulletin 35-24, as revised November 5, 1963, or FAA approved equivalent. (NOTE: In addition to these two openings, any or all of the three inside inspection openings defined in Service Bulletin 35-24 may be incorporated at the owner's option.) (2) Inspect the front truss for cracks, using the magnetic particle inspection procedures outlined in Beech Service Bulletin 35-24 as revised November 5, 1963, or FAA approved equivalent. (3) Cracked trusses shall be replaced or repaired in accordance with Beech Service Bulletin 35-24, as revised November 5, 1963, before further flight. After accomplishment of these repairs the inspection specified in paragraph (2) shall be continued. (b) Rear truss. Inspect in accordance with either (1) or (2). (1) Visual inspection. Within 500 hours' time in service since the last visual inspection, performed in accordance with Beech Service Bulletin 35-24 as revised December 1961, and continually thereafter within 500 hours' time in service from the last inspection, conduct a thorough visual inspection for cracks with adequate lighting, a 3-power magnifying glass, and mirror. (2) Magnetic particle inspection. Within 1,000 hours' time in service since the last magnetic particle inspection performed in accordance with Beech Service Bulletin 35-24 as revised December 1961, and continually thereafter within 1,000 hours' time in service from the last inspection, inspect for cracks using the magnetic particle inspection procedures outlined in Beech Service Bulletin 35-24 as revised November 5, 1963, or FAA approved equivalent. (3) Cracked trusses shall be replaced or repaired in accordance with Beech Service Bulletin 35-24 as revised November 5, 1963, before further flight. If the truss is repaired, the next inspection shall be within 100 hours' time in service after the repairs were accomplished. (Any cracks that may develop because of the localized heating during repair should be detectable by this time.) Following this inspection, subsequent inspections shall be at500 or 1,000 hours' time in service, in accordance with (1) or (2), depending on whether a visual or a magnetic particle inspection was performed. (c) If the front truss is replaced with a new heavier steel truss (Beech P/N 35- 410030-17), the requirements specified in (a) shall become applicable 2,000 hours' time in service after installation of this truss. NOTE: Model 35 airplanes whose steel carry-through trusses have been modified in accordance with an STC that prescribes inspection intervals that differ from those prescribed in this AD, shall be inspected in accordance with the inspection intervals of the STC. (d) If the front truss is replaced with a new aluminum truss installed in accordance with Beech Kit No. 35-694, the requirements specified in (a) are not applicable. (e) An appropriate entry in the airplane log shall be made showing whether the front, rear or both truss(es) were inspected and the type of inspection on the rear truss. This supersedes AD 62-02-01. This directive effective December 10, 1963. Revised April 24, 1964. Revised February 16, 1965. Revised January 19, 1967.
2012-10-04: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, T210M, 210N, T210N, P210N, 210R, T210R, and P210R airplanes. This AD requires an inspection(s) of the left and right wing lower main spar caps for cracks and either replacing cracked wing lower main spar caps, wing spars, or wings (as applicable) with serviceable spar caps, spars, or wings that are found free of cracks or incorporating an FAA-approved modification. This AD also requires reporting the results of the inspections to the FAA. This AD was prompted by reports of cracks found in the wing lower main spar caps on the above-referenced airplanes with cantilever metal wings. We are issuing this AD to correct the unsafe condition on these products.
54-05-01: 54-05-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft equipped with Landing Gear Retraction Cylinder Heads, Curtiss-Wright P/N S20-313-3044. \n\n\tCompliance required as soon as practicable but not later than July 15, 1954.\n \n\tAs a result of several failures of the landing gear retraction cylinder head emanating from fatigue cracks occurring in the radius of the O ring groove, it has been found necessary to inspect and rework the landing gear retraction cylinder head to provide a more serviceable part. \n\n\tRemove the landing gear retraction cylinder head and inspect the upper and lower radii of the O ring groove for cracks by means of a dye penetrant. If cracks are found the part should be replaced. In the event no cracks are present the upper and lower radii of the O ring groove should be increased to 0.040 inch as shown in Figure 4 and again inspected by means of a dye penetrant. If no cracks are found after this inspection, the part may be returned to service; however,if cracks are evident, the part should be replaced. \n\n\n\n\tNote: Smooth machine finish (RMS-32 or better) with no tool marks or discontinuities. No change in size of O ring necessary.
2012-09-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 freighter series airplanes; Model A330-200 and - 300 series airplanes; and Model A340-200 and -300 series airplanes. This AD was prompted by a report of corrosion found on the main fitting of the nose landing gear (NLG) leg in the vicinity of the dowel pin bushes retaining the lower steering flange. This AD requires modifying the NLG main fitting by adding primer paint to the cadmium around the dowel bush holes. We are issuing this AD to prevent NLG main fitting rupture, which could result in an NLG collapse.
2012-10-02: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Models 58 and G58 airplanes. This AD was prompted by installation of oversized clamps on fuel vapor return and/ or fuel vent lines in the outboard sections of the left and right wings. This AD requires inspecting for oversized or deformed fuel hose clamps and replacing as necessary. We are issuing this AD to correct the unsafe condition on these products.
2012-09-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 and -300 series airplanes. This AD was \n\n((Page 28241)) \n\nprompted by reports of multiple site damage cracks in the radial web lap and tear strap splices of the aft pressure bulkhead at station (STA) 1582 due to fatigue. This AD requires repetitive inspections for cracking of the aft pressure bulkhead at STA 1582, repair or replacement of any cracked bulkhead, and eventual replacement of the aft pressure bulkhead at STA 1582 with a new bulkhead. Accomplishing the replacement terminates the repetitive inspections required by this AD. We are issuing this AD to prevent fatigue cracking of the aft pressure bulkhead, which could result in rapid decompression of the airplane and possible damage or interference with the airplane control systems that penetrate the bulkhead, and consequent loss of controllability of the airplane.
74-25-01: 74-25-01 GENERAL ELECTRIC COMPANY: Amendment 39-2009. Applies to General Electric Company CT58-140 engine fuel system hose, P/N 3007T22P02 (VIN SR 9844CC6-00910). Compliance required unless already accomplished, within the next fifteen (15) days time in service after the effective date of this AD. To prevent possible failure of the fuel filter to flow divider hose, remove hose P/N 3007T22P02 (VIN SR 9844CC6-00910) with identification bands bearing date and/or serial number as follows: November 72 or December 72 (3 parts total), and hoses dated December 73 having Serial Numbers 1507, 1508, 1509, 1510, 1512, 1514, 1516, 1517, 1519, 1520, 1522, and 1525 (12 parts total). Replace hoses removed with new hose, P/N 3007T22P02 (VIN SR 9844CC6-00910) or P/N 3007T22P02 (VIN 95387), which are hoses other than those of serial nubmer and/or date identified for removal above. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the inspection interval 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. NOTE: Replacement procedure reference material is contained in General Electric Alert Service Bulletin (CT58) A73-68. This amendment becomes effective December 10, 1974.
2018-04-06: We are superseding Airworthiness Directive (AD) 2012-12-05, which applied to all The Boeing Company Model 737-100, -200, -200C, - 300, -400, and -500 series airplanes. AD 2012-12-05 required repetitive inspections for cracking under the stop fittings and intercostal flanges and for cracking of the intercostal web, attachment clips, stringer splice channels, frame, reinforcement angle, shear web, frame outer chord and inner chord; a one-time inspection to detect missing fasteners; repetitive inspections of the cargo barrier net fitting for cracking; repetitive inspections for cracking of the stringer S-15L aft intercostal; and repair or corrective action if necessary. For certain airplanes, this AD adds new repetitive inspections of certain areas of the frame inner chord, and applicable on-condition actions. This AD was prompted by reports of additional cracking in locations not covered by the inspections in AD 2012-12-05. We are issuing this AD to address the unsafe conditionon these products.
2003-08-06: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters that requires fireproofing the engine oil tank breather pipe (breather pipe) where it passes through the firewall from the engine compartment to the main gearbox compartment. This amendment is prompted by the discovery of a design deficiency that permitted the installation of a non-fireproof breather pipe. The actions specified by this AD are intended to prevent the spread of fire between two designated fire zones of the helicopter, additional structural damage, and a decrease in the time available to execute an emergency landing.
75-16-17: 75-16-17 SZYBOWCOWY ZAKLAD DOSWIADCZALNY: Amendment 39-2291. Applies to SZD-24-4A FOKA 4 gliders, all serial numbers, certificated in all categories. Compliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals of 50 hours time in service from the last inspection. To prevent structural failure of wing, fuselage, and tailplane, accomplish the following: 1. Inspect the wing, fuselage, tailplane and associated components or parts in accordance with "Detailed Range of the Glider Inspection", paragraphs 2.1 thru 2.4.5 of Annex Nr. 1 of SZD-24-4A Service Manual Edition II, dated 1967, or an FAA approved equivalent. 2. Repair or replace parts, components, or structure found to be unserviceable in accordance with "Removing of the Faults", paragraphs 3.1 thru 3.6 of Annex Nr. 1 of SZD-24-4A Service Manual Edition II, dated 1967, or an FAA-approved equivalent. This amendment becomes effective July 29, 1975.
70-21-01: 70-21-01 DORNIER, AG: Amdt. 39-1091. Applies to Model DO-28D-1 airplanes. To prevent separation of the skin from the cabin door structure, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, secure the door skin by installing additional screws in accordance with Dornier Service Bulletin No. 015- 1206, dated October 1, 1969, or later LBA-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
2003-08-07: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 222, 222B, 222U, and 230 helicopters. This action requires inspecting the main rotor pendulum weight support (pendulum weight support) for file or grinding marks, gouges, and appropriate edge breaks. It also requires, if necessary, reworking and remarking or replacing the pendulum weight support. Regardless, this AD requires a magnetic particle inspection for a crack and replacing the pendulum weight support if a crack is found. This amendment is prompted by a pendulum weight support failure and shedding of the pendulum weight set in flight and a subsequent determination of manufacturing defects on certain serial-numbered pendulum weight supports. This condition, if not corrected, could result in the pendulum weights separating from the pendulum weight support and striking the vertical fin or tail rotor, and subsequent loss of control of the helicopter.
2012-01-05: We are superseding an existing airworthiness directive (AD) for certain Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 airplanes; and Model A300 B4-601, B4-603, B4-620, B4-622, B4- 605R, B4-622R, and F4-605R airplanes. That AD currently requires repetitive inspections for cracking in Gear Rib 5 of the main landing gear (MLG) attachment fittings at the lower flange, and repair if necessary; and provides an optional spot-facing modification around certain fastener holes, which would terminate certain repetitive inspections. This new AD mandates the optional spot-facing modification. This AD was prompted by new cases of cracks discovered during scheduled maintenance checks. We are issuing this AD to prevent cracking of the Gear Rib 5 right-hand and left-hand attachment fitting at the lower flanges of the MLG, which could result in failed bolts penetrating through the rear spar and into a fuel tank, consequent fuel loss, and reduced structural integrity of theairplane.
98-23-09: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA 330F, G, and J helicopters, that requires an initial and repetitive inspections of each tail rotor shaft flapping hinge retainer (retainer) for cracks and replacement of a retainer if a crack is discovered. This amendment is prompted by a report of high vibrations due to a cracked retainer occurring on a helicopter while it was in service. The actions specified by this AD are intended to detect cracks in the retainers that, if left undetected, could lead to high tail rotor vibrations, loss of tail rotor control, and subsequent loss of control of the helicopter.
2018-04-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by several incidents of electrical shorting and sparks caused by de-icing fluid leaks between flight deck windshields and side windows. This AD requires water spray tests and general visual inspections for water in the flight deck compartment, and water removal and sealant application if necessary. We are issuing this AD to address the unsafe condition on these products.
2012-09-10: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada PT6A-38, -41, -42, -42A, -61, -64, -66, -66B, - 110, -112, -114, -114A, -121, -135, and -135A series turboprop engines. This AD requires removal from service of certain part manufacturer approval (PMA) replacement Timken Alcor Aerospace Technologies, Inc. (TAATI) first stage sun gears and planet gears installed in the reduction gearbox. This AD was prompted by failures of certain first stage sun gears manufactured by TAATI. We are issuing this AD to prevent failure of the sun gear and planet gears which will result in an engine in-flight shut down, possible uncontained engine failure, aircraft damage, and serious injuries.
2003-08-02: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. This action requires a one-time inspection for chafing or damage of the cable assemblies and follow-on modification of the cable assemblies of the powered seats located in the first-class cabin. This action is necessary to prevent chafing and damage of the cable assemblies due to contact between the cable and the metal retaining clip on the seat leg, which could result in electrical arcing and consequent smoke and/or fire in the cabin. This action is intended to address the identified unsafe condition.
91-05-06: 91-05-06 BOEING: Amendment 39-6903. Docket No. 90-NM-160-AD. \n\n\tApplicability: Model 767-300 series airplanes certificated in any category listed in Boeing Service Bulletins 767-26-0045, dated May 10, 1990, and 767-26-0048, dated June 21, 1990. \n\n\tCompliance: Required within the next 48 months after the effective date of this AD, unless previously accomplished. \n\n\tTo preclude cross-connection of engine and cargo compartment fire extinguishing systems wiring and plumbing during maintenance, accomplish the following: \n\n\tA.\tModify the engine and cargo compartment fire extinguishing system wiring and plumbing in accordance with Boeing Service Bulletin 767-26-0045, dated May 10, 1990, or 767- 26-0048, dated June 21, 1990, as appropriate. Accomplishment of this modification constitutes terminating action for the repetitive inspections and functional tests required by Airworthiness Directive 89-03-51, Amendment 39-6213, on Boeing Model 767-300 airplanes following maintenance on the engine and cargo compartment fire extinguishing wiring and plumbing. \n\n\tNOTE: The modification described in Boeing Service Bulletin 767-26-0045 was incorporated in production on airplanes starting with line number 275, and the modification described in Boeing Service Bulletin 767-26-0048 was incorporated in production on airplanes starting with line number 290. Accordingly, this paragraph terminates the repetitive inspection and functional test requirements of AD 89-03-51 for those airplanes. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6903, AD 91-05-06) becomes effective on March 25, 1991.
81-18-07: 81-18-07 VOLPAR, INCORPORATED: Amendment 39-4204. Applies to Beech Models C-45G, TC-45G, C-45H, TC-45H, TC-45J (SNB-5), RC-45J (SNB-5P), D18C, D18S, E18S-9700, G18S, H18, JRB-6, 3N, 3NM, and 3TM Aircraft with Volpar Tricycle Landing Gear, (STC SA4-1531, STC SA111WE, STC SA1832WE or any other STC modification incorporating the provisions of this installation), certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible main landing gear collapse due to bolt failure, accomplish the following: (a) Prior to further flight after the effective date of this AD, visually inspect the main landing gear Walking Beam upper attach bolt P/N AN179-46A for integrity and for adequate installation as specified in "Accomplishment Instructions", Part 1, Paragraphs (a) and (b) of Volpar, Inc. Service Bulletin Number 22 dated June 1, 1981. If the bolt has failed, replace with like serviceable part (or replacement part per paragraph (b) of this AD) prior to return to service. (b) Prior to the accumulation of 200 additional hours' time in service, or at the next annual inspection, whichever occurs sooner, remove AN179-46A bolt and associated hardware and install NAS 149-80 bolt and associated hardware as specified in "Description of Change" section of Volpar, Inc. Service Bulletin Number 22, dated June 1, 1981. (c) At intervals not to exceed 3,000 hours' time in service since the installation of Bolt P/N NAS 149-80, visually inspect the bolt installation for integrity and replace with like serviceable part, if necessary. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (e) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region.The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Volpar, Incorporated, Van Nuys, California 91406, telephone (213) 994-5023. These documents may also be examined at FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C. and at FAA Western Region Office. This amendment becomes effective September 10, 1981.
90-04-06 R1: 90-04-06 R1 TEXTRON LYCOMING: Amendment 39-6427 as revised by Amendment 39-6915. Docket No. 89-ANE-21. \n\n\tApplicability: All Textron Lycoming four cylinder piston engines equipped with a rear mounted propeller governor and external oil line, manufactured prior to January 1, 1990. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent oil line fracture and loss of engine oil, accomplish the following:\n \n\t(a)\tWithin the next 25 hours time in service or whenever the propeller governor oil line is removed, whichever occurs first, accomplish the following: \n\n\t\t(1)\tInspect the propeller governor external oil line for abrasions, cracks, and oil leaks along the length of the line and at the end attachment fittings. Inspect to determine that the two cushion type support clamps or clips are properly installed as shown in Figure 1 of Appendix 1 to this AD, and assure that sufficient clearances exist between the oil line and adjacent components.(2)\tIf any leaks, chafing, or interference condition exists or if the two support clamps or clips are not properly installed, replace the governor oil line and its attachment end fittings with new parts even though the parts show no visible damage. Refer to Figure 1 in Appendix 1 to this AD, for parts identification, line routing, and location of support clamps or clips. The fittings in the engine case and governor must be replaced if they are damaged or are made of aluminum.\n \n\t(b)\tAt the next engine overhaul or anytime the governor oil line is removed for any reason, whichever occurs first, but no later than May 1, 1992, remove any governor oil line assembly having integral aluminum connecting nuts and reinstall an oil line assembly with corresponding steel connecting nuts. Replace any engine case/governor aluminum fittings with corresponding steel fittings as shown in Figure 1 of Appendix 1 to this AD. \n\n\tNOTE: The attachment nuts are components of the governor oil line tube assembly and have been changed by Textron Lycoming from aluminum to steel without changing the oil line part number. Aluminum nuts may be identified by their blue colored anodized surface. The attachment nuts as well as the elbow/nipple end fittings may also be identified by using a magnet to differentiate aluminum from steel.\n \n\t(c)\tAn optional method of compliance with paragraph (a)(2) and (b) is the installation of steel fittings and a fire resistant flexible hose assembly which meets the standards in FAA Technical Standard Order TSO- C53a Type D, and is installed in accordance with Appendix 2 of this AD. \n\n\tNOTE: Further guidance pertaining to installation can be obtained from FAA Advisory Circular 43.13-1A, Chapter 10, Maintenance Standards. \n\n\t(d)\tAircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. \n\n\t(e)\tUpon submission of substantiating data by an owner or operator through an FAA Inspector(maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD, may be approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581.\n \n\tThis amendment revises Amendment 39-6427 (55 FR 3577, February 2, 1990) AD 90-04-06. \n\n\tThis amendment (39-6915, AD 90-04-06 R1) becomes effective on May 28, 1991. \n\n\n\nAD 90-04-06 R1 \n\n\n\nAPPENDIX 2 \n\nIf -5 (5/16") fittings have been installed on some standard cylinder flange crankcase model engines, the propeller governor drive fitting and front crankcase fitting must be changed to the appropriate steel fitting to accommodate the new -6 (3/8") line. When re-installing new stainless steel tube assembly, appropriate -5 steel fittings must be re-installed. \n\nCAUTION \n\n\tIT IS MANDATORY THAT THIS FLEXIBLE HOSE BE REPLACED \n\tAT EACH OVERHAUL. \n\nWhen this engine modification is accomplished, Textron Lycoming recommends that a copy of the approved FAA Form 337 - plus the proper logbook entry become a permanent part of the aircraft records. \n\n\n\nInstallation is as follows: \n\t\ta.\tDetermine proper hose length as required for your particular installation. \n\n\t\tb.\tNo sharp bends are permissible. Ascertain that no "kinks" exist while routing and clamping hose. \n\n\t\tc.\tHose must not be routed near a heat source, such as any portion of the exhaust system. \n\n\t\td.\tHose is to be clamp supported to the engine (not to an airframe component) at a minimum of two locations.\n \n\t\te.\tNo clamping to cylinder head drain back tubes is allowed. \n\n\t\tf.\tAfter installation is complete, ensure that hose is not pinched. Make certain that engine motion during startup and shutdown does not pull or pinch the hose.
2012-09-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-700 series airplanes. This AD was prompted by reports that the aft seat leg fittings span the station (STA) 521.45 ''stay-out zone.'' This AD requires for certain airplanes, replacing the seat track pivot link assemblies, seat track sections, and floor panels. For certain airplanes, this AD also requires moving certain rows of passenger seats. For certain other airplanes, this AD also requires inspecting certain areas of the seat tracks for damage, and corrective actions if necessary. We are issuing this AD to prevent failure of the seat attachment structure and possible injury to passengers during an emergency landing.