Results
2015-23-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a determination that, in specific flight conditions, the allowable load limits on the vertical tail plane could be reached and possibly exceeded. Exceeding allowable load could result in detachment of the vertical tail plane. This AD requires modification of the pin programming flight warning computer (FWC) to activate the stop rudder input warning (SRIW) logic; and an inspection to determine the part numbers of the FWC and the flight augmentation computer (FAC), and replacement of the FWC and FAC if necessary. We are issuing this AD to prevent detachment of the vertical tail plane and consequent loss of control of the airplane.
2015-23-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that certain fuselage skin lap joints are subject to widespread fatigue damage (WFD). This AD requires repetitive post-modification inspections for cracking of the skin or internal doubler along the edge fastener rows of the modification, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking in certain fuselage skin lap joints, which could result in rapid depressurization of the airplane.
64-09-02: 64-09-02 BOEING: Amdt 717 Part 507 Federal Register April 21, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been instances of above normal control column forces and sluggish airplane response. In all cases, the airplanes involved had been exposed to heavy rain prior to takeoff or had taken off in heavy rain, with comparatively low freezing altitudes prevailing. This can result in ice formation in the elevator balance panel hinge or around the balance panel track grip. \n\n\tIn order to preclude this unsafe condition, accomplish the following: \n\n\tWithin 600 hours' time in service after the effective date of this AD, and thereafter at intervals not exceeding 1,200 hours' time in service, accomplish the following or equivalent approved by Engineering and Manufacturing Branch, FAA Western Region: \n\n\t(a) Mix MIL-G-25760 or MIL-G-7118 grease or equivalent approved by Engineering and Manufacturing Branch, FAA WesternRegion, with Methyl Ethyl Ketone or aliphatic naptha (Varsol), or equivalent approved by Engineering and Manufacturing Branch, FAA Western Region, to a consistency suitable for application with a squirt type oil can, and apply a good coverage of lubricant to the following areas: \n\n\t\t(1) Upper surface of the piano hinge for each balance panel, and \n\n\t\t(2) On either side of both balance panel track grips. \n\n\t(b) Upon request of the operator, and FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive 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 such operator. \n\n\t(Boeing Service Bulletins Nos. 1865 and 1865A cover this same subject.) \n\n\tThis directive effective May 19, 1964. \n\n\tRevised September 5, 1964.
2015-23-01: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D, and TH-55A helicopters. This AD requires repetitively inspecting and lubricating the tail rotor (T/R) driveshaft splined fittings. This AD was prompted by a report that the T/R driveshaft can disconnect due to deterioration of the splined coupling. The actions are intended to detect and prevent excessive wear of the splined coupling, which could lead to failure of the T/R driveshaft and subsequent loss of control of the helicopter.
82-03-02: 82-03-02 DETROIT DIESEL ALLISON: Amendment 39-4305. Applies to all Model 250-C28B engines installed in, but not limited to, Bell Model 206L-1 rotorcraft certificated in all categories. Compliance is required as indicated, unless previously accomplished. To preclude possible engine power loss resulting from intermittent or spurious activation of the N2 (Electronic) Overspeed Control System, accomplish the following before further flight: (1) Disarm the aircraft installed engine N2 Overspeed Circuit Breaker by pulling the N2 Overspeed Circuit Breaker and secure by wrapping with tape or placing a Ty-wrap (or equivalent plastic tie strap) around the breaker stem. (2) Install placard which states: "ENG OVSP CIRCUIT DEACTIVATED" in 1/4" or larger letters adjacent to N2 Overspeed Circuit Breaker. NOTE: The engine electronic overspeed test and the engine electronic overspeed trip system outlined in the rotorcraft Flight Manual will no longer function with the circuit breaker deactivated. (3) Install a P/N AN814-4DL or Alternate Plug and P/N AS3084-04 Packing in the outlet port of the N2 Overspeed Solenoid Valve. Tighten and safety with lockwire. NOTE: This action further assures deactivation of the N2 (Electronic) Overspeed Control System. Primary overspeed protection is still provided by the mechanical power turbine fuel governor. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration, Central Region. NOTE: Detroit Diesel Allison Commercial Engine Alert Bulletin CEB-A-73-2020 refers to this subject. This amendment becomes effective February 4, 1982.
79-21-09 R1: 79-21-09 R1 CONSOLIDATED AERONAUTICS: Amendment 39-3589 is further amended by Amendment 39-4128. Applies to Colonial C-1, Colonial C-2, Lake LA-4, Lake LA-4A, Lake LA-4P, and Lake LA-4-200 airplanes with an anchor light or bilge pump installed with a power line which bypasses the battery relay. Compliance required within the next 50 hours time in service unless already accomplished. To preclude burning of power wires in case of an electrical short, install a Cole-Hersee 3031-D fuse holder and a Buss AG5A 5 ampere fuse, or FAA approved equivalents, within 4 inches of the battery relay, in the power lines for the anchor light and bilge pump. (Lake Aircraft Division, Consolidated Aeronautics Service Bulletin B-62 pertains to the installation required by this AD.) Upon request, an equivalent method of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. Amendment 39-3589 became effective upon publication in the FEDERAL REGISTER. This Amendment, 39-4128, becomes effective June 8, 1981.
2015-06-02 R2: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8-TC320 airplanes. This AD revises AD 2015-06- 02 R1, which required inspection to detect and correct the omission of steel washers at each isolator mount location. This AD retains the actions of AD 2014-06-02 R1 but corrects the AD number in the parenthetical of the compliance time in paragraph (f)(1) of the AD. This AD was prompted by reports of missing required engine mount fire seal washers, which could reduce the engine retention capability in the event of a fire. We are issuing this AD to require actions to address the unsafe condition on these products.
63-10-01: 63-10-01 FAIRCHILD: Amdt. 563 Part 507 Federal Register May 7, 1963. Applies to all C-82A and C-82A Jet Packet Aircraft equipped with Pratt & Whitney R-2800 Military or Civil C, CA, or CB Series engines and Hamilton Standard 33E60/6491-0 or 33E60/6801-0 Propellers. Compliance required as indicated. Premature wear in the bushings in the original rear (heavyweight crankshaft vibration dampers in R-2800 "C" Series engines reduces crankshaft damping characteristics such as to cause propeller blade vibration stresses above the safe limit for continuous service. In addition, flight operation at grass weights in excess of 36,500 pounds with unmodified Hamilton Standard 6491-0 propeller blades installed, imposes blade vibration stresses above the safe limit for continuous service. To prevent propeller blade fatigue failures from these causes, the following modifications and engine operating limitations are required: (a) On airplanes equipped withany of the engines specified herein, prior to 100 hours' time in service after the effective date of this AD, accomplish the following: (1) Install the following placard on the instrument panel in full view of the pilot: "Avoid operation between 1,550 and 1,650 r.p.m." (2) Apply red arc markings on the tachometers over this restricted speed range. (b) On airplanes equipped with R-2800-C Series engines having the original C series type crankshaft with heavyweight front and rear vibration dampers accomplish one of the following within the next 300 hours' time in service after June 6, 1963, for engines which had 350 or more hours' time in service since new or overhaul on June 6, 1963, or prior to the accumulation of 650 hours' time in service since new or overhaul for engines which had less than 350 hours' time in service since new or overhaul on June 6, 1963: (1) Replace the crankshaft assembly with crankshaft assembly, P/N 326054, in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1687 dated April 22, 1958. Identify engines so modified by adding suffix letter " D" to the engine model designation on the nameplate. (2) Replace present engines with engines incorporating the CA or CB type crankshaft. These engines are identified by the suffix letter H or D on the engine model designation on the nameplate. (c) On 33E60/6491-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, accomplish one of the following: (1) Replace the 6491-0 propeller blades with 6801-0 blades. (2) Replace present 6491-0 blades with 6491-0 blades which have had the blade shanks cold rolled and the inner portion of the blades shotpeened by Hamilton Standard or by a method approved by the FAA. Note. - Hamilton Standard has advised that only blades which have had no time in service and which are in good condition otherwise, will be accepted for this rework. (d) On 33E60/6491-0 or 33E60/6801-0 propellers, prior to 300 propeller hours' time in service after the effective date of this AD, the barrel bolt lugs on the 33E60 hubs shall be reworked and shotpeened and the inside of the barrel arms shotpeened in accordance with Detailed Instruction No. 6 of Hamilton Standard Bulletin No. 628 dated January 30, 1962. (e) The propeller modifications specified in (c) and (d) are not required provided the operating limitations of this airplane are revised to limit the operating gross weight to 36,500 pounds and to limit the maximum takeoff power to 2,100 hp. This directive effective June 6, 1963. Revised January 27, 1965.
79-24-07: 79-24-07 DETROIT DIESEL ALLISON: Amendment 39-3624. Applies to Aeroproducts Models A6441FN-606 and -606A propeller blades. Compliance is required as indicated. To preclude propeller blade failure due to fatigue, complete an interim inspection of the blades in accordance with Detroit Diesel Allison Commercial Service Letter 501-D13/-606 CSL-240 dated March 1, 1976 thru Revision 3 dated July 26, 1977 as follows: NOTE: The fluorescent magnetic particle method must be used. a. If blades have more than 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 150 hours time in service. b. If blades have 3150 to 4000 hours since the last interim inspection or overhaul, complete an inspection within the next 450 hours, or prior to exceeding 4150 hours, whichever occurs first. c. If blades have 2550 to 3149 hours since the last interim inspection or overhaul, complete an inspection within 600 hours, or prior to exceeding 3600 hours, whichever occurs first. d. If blades have less than 2550 hours since the last interim inspection or overhaul, complete an inspection prior to exceeding 3150 hours. e. If blade cracks are found during these inspections and/or if spalled areas are found exceeding limits as per CSL-240, entire propeller hub must also be inspected per CSL-240. f. Report the results of all inspections to Chief, Engineering and Manufacturing Branch, AGL-210, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by Office of Management and Budget under OMB No. 04-RO-174.) g. All subsequent interim inspections shall be carried out at intervals not to exceed 3150 hours time in service. h. Alternate inspections or other actions which provide equivalent levels of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective December 5, 1979.
2000-23-32: This amendment adopts a new airworthiness directive (AD) that applies to certain DG Flugzeugbau GmbH (DG Flugzeugbau) Models DG-500 Elan Series, DG-500M, and DG-500MB sailplanes. This AD requires you to visually inspect the elevator control system for proper movement, obtain and incorporate a repair scheme if improper movement is found, and modify and install resin thickened cottonflock reinforcements to the elevator control system as a way to increase the stiffness of the elevator control support stand. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Federal Republic of Germany. The actions specified by this AD are intended to detect and correct improper movement in the elevator control system and to increase the stiffness of the elevator control support stand. Without accomplishing these actions, the pilot's capability to use full elevator control deflection could be limited, which could require increased force in moving the elevator control with a consequent potentially uncontrolled flight condition.