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47-21-12: 47-21-12 REPUBLIC: (Was Mandatory Note 2 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 66 to 239, Inclusive. Compliance required prior to July 1, 1947. To correct a production error, place "No Smoking" decalcomania in a conspicuous location in the airplane. (Republic Seabee Service Bulletin No. 3 dated December 31, 1946, covers this same subject.)
73-19-11: 73-19-11 GENERAL DYNAMICS: Amdt. 39-1720 as amended by Amendment 39- 1736. Applies to Models 340/440 and C-131E airplanes certificated in all categories, including those converted to Turbo-propeller power. Compliance required as indicated. To detect cracks originating at the shearbolt bore in the drag strut, and prevent possible failure of the landing gear, accomplish the following: (a) Non-Modified Struts (See Note, below). (1) Within 1200 landings after the effective date of this A.D., unless already accomplished within the last 4800 landings prior to this A.D., perform a disassembly inspection of the nose landing gear, left hand, upper drag strut for crack development in the area of the clutch plate to strut shear bolt attach hole per General Dynamics Service Bulletin 640(340) S.B. No. 32-8, dated August 10, 1973, or later FAA-approved revisions, and modify the strut per Part III of the Bulletin. (2) If no cracks are found, repeat the inspection on or before 20,000 landings following modification per (a)(1) and at intervals not to exceed 6000 landings thereafter, until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are located, replace the drag strut with new or serviceable parts of the same type design. The various configurations and the reinspection requirements are as shown below: (A) If new or previously modified struts are used for replacement, which do not have the modifications of Part IV, Service Bulletin No. 32-8 incorporated, perform an initial inspection on or before 20,000 landings from time of replacement and at intervals not to exceed 6000 landings thereafter. (B) If previously modified parts are used for replacement that have a subsequent rework accomplished per Part IV of Service Bulletin No. 32-8, perform an initial inspection on or before 20,000 landings following each rework, and at intervals notto exceed 6000 landings thereafter. (C) Struts repaired per Part II of the Service Bulletin No. 32-8, or later FAA-approved revisions, will be inspected at intervals not to exceed 6000 landings following the repair. (b) Modified or New Struts (See Note, below). (1) After the effective date of this AD, as amended, perform on or before the accumulation of 26,000 landings on a new or modified part, or 6000 additional landings, whichever occurs later, a disassembly inspection of the nose landing gear, left hand upper drag strut in the area of the clutch plate to strut shear bolt attach hole as specified in General Dynamics Service Bulletin No. 32-8, or later FAA-approved revisions. (2) If no cracks are found, repeat the inspection in (b)(1), above, at intervals not to exceed 6000 landings until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are found, replacethe drag strut with new or serviceable part of the same type design. Re-inspection requirements for each type part are as specified in (a)(3)(A)(B) and (C), above. (c) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) For the purpose of complying with this A.D., subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operators fleet average time from takeoff to landing for the airplane type. (e) Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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. Note: The following definitions apply. Non-Modified Struts - This is an original configuration strut, which has not been modified by previous Service Engineering Reports or by Service Bulletin No. 32-8. Modified Struts - This includes all struts modified by previous SER's No. 15-4-340- 38/440-38 and 15-4-340-44A/440-44A or by Part III of Service Bulletin No. 32-8 that have not been modified per Part IV of Service Bulletin No. 32-8. New Struts - Part Number 340-7310231-1 struts that have not been reworked per Part IV of Service Bulletin No. 32-8. Amendment 39-1720 becomes effective October 18, 1973. This Amendment 39-1736 becomes effective October 19, 1973.
86-16-04 R1: 86-16-04 R1 BRITISH AEROSPACE: Amendment 39-5383 as amended by 39-5416. Applies to Jetstream Model 3101 (all serial numbers) airplanes which have incorporated Arkansas Modification Center, Inc. (AMC) baggage pod Modification STC No. SA5900SW using baggage pod Serial Numbers 003 through 026, 028, 034, 035, 037, and 038. Compliance: Required within the next 50 landings after the effective date of this AD, unless already accomplished. NOTE: If landings are not recorded, one hour time-in-service (TIS) equals two landings. To prevent possible scoring and failure of the two flap torque tubes, and subsequent loss of control of the aircraft, accomplish the following: (a) Inspect the flap torque shaft in accordance with BAe Alert Service Bulletin (ASB) No. 27-JA850949 dated January 8, 1986, Section 2 B, "Inspection/Repair", Subparagraph (1) (1) If scored in excess of 0.030 inches in depth, before further flight replace torque shaft with a serviceable shaft.(2) If scoring does not exceed 0.030 inches in depth, (i) Before further flight repair in accordance with BAe ASB No. 27- JA850949 dated January 8, 1986, Section 2B, "Inspection/Repair", Subparagraph (3), and (ii) Inspect for cracks using a dye penetrant inspection to establish integrity of the shaft. If cracks are found, before further flight, replace torque shaft with a serviceable shaft. (b) Rework panels F21 and F22 in accordance with Arkansas Modification Center, Inc. (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, Section 2A, "ACCOMPLISHMENT INSTRUCTIONS". (c) Airplanes may be flown with the flap system rendered inoperative in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Southwest Region, Special Programs Branch, ASW-190, 4400 Blue Mound Road, Post Office Box 1689, Fort Worth, Texas 76101. Allpersons affected by this AD may obtain copies of Arkansas Modification Center, Inc., (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, referred to herein upon request to the Arkansas Modification Center, Inc., Post Office Box 3356, Adams Field, Little Rock, Arkansas 72203, and Alert Service Bulletin No. 27-JA85-0949 dated January 8, 1986, referred to herein upon request to the British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-5383 became effective on August 13, 1986. This amendment, 39-5416, becomes effective September 20, 1986.
2016-09-03: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 2000, FALCON 2000EX, MYSTERE-FALCON 900, and FALCON 900EX airplanes. This AD was prompted by reports of a co- pilot sliding aft on his seat during take-off at rotation. This AD requires replacement of certain springs installed on the pilot and co- pilot seats. We are issuing this AD to prevent fatigue wear, which, if not corrected, could cause the seat to slide and the pilot or co-pilot to lose contact with the controls, leading to an inadvertent input on the flight control commands during take-off or climb, possibly resulting in loss of control of the airplane.
2015-09-04 R1: We are revising Airworthiness Directive (AD) 2015-09-04 for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as engine shaft failure and consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires replacement of nuts on the clevis assemblies that support the auxiliary tracks of the inboard leading edge slats. This amendment is necessary to prevent loose or missing nuts on the clevis assemblies, which could cause the inboard leading edge slats to be loose or in an incorrect position and result in partial or total failure or loss of the slats. This action is intended to address the identified unsafe condition.
58-13-05: 58-13-05 WRIGHT: Applies to All TC18DA and TC18EA Series Engines Except as Noted. Compliance required as indicated. To improve engine reliability, the following items must be accomplished: 1. At first overhaul after August 1, 1958, but no later than March 1, 1959, install either (a) piston compression ring, Wright Aeronautical Division P/N 147414 or subsequently approved ring in the No. 2 ring groove (WAD Service Bulletins Nos. TC18-269B or TC18E-81B covers this same subject), or (b) install steel, chrome-plated compression ring, Wright Aeronautical Division P/N 139619 or subsequently approved ring in the No. 2 ring groove. In connection with this piston ring, the cylinder barrel finish, piston ring fit, and crankcase oil manifold diverter valve configuration must be in accordance with the instructions contained in WAD Service Bulletins Nos. TC18-363 and TC18E-182. 2. At first overhaul after July 1, 1958, and each succeeding overhaul, install only new, resin graphite coated pistons in the master rod cylinders (1 and 2). In other locations, continued time pistons may be used provided they are recoated with either resin or spray graphite and are otherwise satisfactory for reuse. In addition, prior to reuse, the top and second grooves of all these pistons must be inspected for ring groove step wear and contouring of the ring groove wall. If any of these conditions are found, the piston must be regrooved. WAD Repair Instruction Nos. 860468 and 72-5-12 cover this same subject. 3. Applies to TC18EA Series engines only. At the next overhaul and each succeeding overhaul, the fuel injection pump timing and fuel injection line configuration must be in accordance with either Wright Aeronautical Service Bulletins Nos. TC18E-118 or TC18E-199. 4. At next overhaul but not later than March 1, 1959, the spark advance relays used in the ignition distributors on the subject engines must be assembled with increased relay spring pressures. Detailed instructions for setting the required spring pressure are contained in Scintilla Division Service Bulletin No. 408A. 5. At first overhaul after July 1, 1958, but not later than March 1, 1959, the valve springs used in all TC18 engines must have the coil ends contoured per WAD Service Bulletins Nos. TC18-339 or TC18E-159. 6. Superseded by AD 60-08-05. 7. To insure proper retention of the power recovery turbine wheel, the shaft and shaft nut threads must be inspected for wear and distortion at every power recovery turbine overhaul. WAD Service Bulletins Nos. TC18-327 and TC18E-146 detail the techniques and limits for such inspections. In addition, at first overhaul after September 1, 1958, but not later than March 1, 1959, the power recovery turbine must be assembled with WAD P/N 147555 nut or subsequently approved turbine wheel retaining system. 8. Superseded by AD 60-03-10. 9. To insure proper retention of the power recovery turbine nozzle, WAD P/N 492D21, nozzle tonozzle support attaching screws should be removed at next PRT overhaul and replaced with either WAD P/N 6043D8 or 492D65 screws. Until this is accomplished, a daily check of the tightness of the nozzle must be made in accordance with the instructions contained in WAD letter to all operators dated June 10, 1958. 10. At first overhaul after August 1, 1958, but not later than March 1, 1959, the rocker box drain manifold and sumps must be removed in accordance with WAD Service Bulletins Nos. TC18-347 or TC18E-166.
2016-09-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracking of a certain chord of the pivot bulkhead. This AD requires repetitive inspections for cracking of the left side and right side forward outer chords of the pivot bulkhead, and related investigative and corrective actions if necessary. This AD also provides a modification of the pivot bulkhead, which would terminate the repetitive inspections. We are issuing this AD to detect and correct fatigue cracking of the outer flanges of the left and right side forward outer chords of the pivot bulkhead, which could result in a severed forward outer chord and consequent loss of horizontal stabilizer control.
2001-01-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-51, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 222, 222B, 222U, 230, and 430 helicopters by individual letters. This AD requires visually inspecting the main rotor hydraulic actuator support (support) to verify the presence of all dowel pins and sealant between the support and transmission and verifying the proper torque of each attaching nut (nut). This amendment is prompted by the failure of a support resulting in an accident of a BHTC Model 222U helicopter. All retaining studs and shear pins were found sheared or pulled out at the junction between the support and the transmission case. The actions specified by this AD are intended to prevent failure of the support and subsequent loss of control of the helicopter.
93-13-06: 93-13-06 SHORT BROTHERS, PLC: Amendment 39-8619. Docket 92-NM-176-AD. Applicability: Model SD3-60 series airplanes; equipped with main landing gear (MLG) actuator part number (P/N) 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the MLG actuator to unlock, which would prevent the extension of the MLG, accomplish the following: (a) Within 6 months after the effective date of this AD, replace the MLG actuator with a serviceable actuator that is marked "32-69SD" in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. (b) As of the effective date of this AD, no person shall install on any airplane a MLG actuator P/N 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86, that is not marked "32-69SD." (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The replacement shall be done in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Short Brothers, PLC, 2011 Crystal Drive, suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 18, 1993.