Results
2005-10-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes. This AD requires repetitive inspections of the left- and right-side main landing gear (MLG) side-stay cuff lugs and down-lock spring attachments for evidence of cracked or fractured side-stay cuff lugs or down-lock spring attachments, and repair if necessary. This AD also provides for optional terminating action for the repetitive inspections. This action is necessary to prevent failure of the MLG side-stay cuff lugs or down-lock spring attachments, which could result in improper down-lock of the MLG during a freefall extension, and possible collapse of the MLG. This action is intended to address the identified unsafe condition.
57-13-08: 57-13-08 PIPER: Applies to Model PA-23 Serial Numbers 23-1 to 23-729, Inclusive. Compliance required by September 1, 1957. To prevent inadvertent retraction of the landing gear due to malfunction of the landing gear hydraulic system, install an antiretraction device (Piper Kit No. 754140 or equivalent) that will prevent start of the retraction cycle and consequent landing gear collapse while the aircraft is on the ground. (Piper Service Bulletin No. 145 of December 31, 1956, covers this subject.)
97-11-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Pratt & Whitney PW4164 and PW4168 series turbofan engines. This action requires initial and repetitive visual inspections of the fan blades for surface damage and cracks, initial and repetitive lubrication of the fan blade part span shrouds, a one time ultrasonic inspection (UI) of the fan blade root attachment area for cracks, and a one time fan blade root attachment front corner radii inspection for proper dimension. Also, this AD requires visual inspection of the fan blades and removal of fan blades damaged by a bird strike as well as removal of blades immediately adjacent to damaged blades. In addition, this AD requires installation of an improved fan blade assembly as terminating action to the inspection requirements of this AD. This amendment is prompted by a report of a high N1 rotor imbalance and liberation of the fan containment system causing loss of structural support of theengine inlet cowl, following loss of a fan blade during a test. The actions specified in this AD are intended to prevent fan blade failure and separation at the root section, which could result in high N1 rotor imbalance, and liberation of the fan containment system, which can hazard the aircraft.
71-24-05: 71-24-05 PRATT & WHITNEY: Amendment 39-1137 as amended by Amendment 39-1847. Applies to all Pratt & Whitney Aircraft JT12A series turbojet and JFTD12A series turboshaft engines which incorporate any of the compressor rotor discs with serial numbers listed in Pratt & Whitney Aircraft Turbojet Engine Service Bulletin No. 3421 dated 4 August 1971 as amended by Revision No. 3, dated December 10, 1973. Compliance required as indicated. (a) To preclude compressor rotor disc failure as the result of reduced life from traces of lead - (1) For those discs listed in Pratt & Whitney Aircraft turbojet Engine Service Bulletin No. 3421, dated August 4, 1971, remove from service the listed discs prior to reaching the revised life limit or within the next 30 cycles in service after November 26, 1971, whichever comes later. (2) For those discs not listed in the above Service Bulletin but listed in Revision No. 3, dated December 10, 1973, remove from service the listed discs prior to reaching the revised life limit or within the next 30 cycles in service after the effective date of this amendment, whichever comes later. The manufacturer's Service Bulletin identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request from Pratt & Whitney Aircraft Division of United Aircraft Corporation, East Hartford, Connecticut 06108. This document may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts or at the FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on the AD which includes the incorporated material in full is maintained by the FAA in its headquarters in Washington, D.C., and in the New England Region. Upon submission of substantiating data through an FAA Maintenance Inspector by an owner or operator to the Chief, Engineering and Manufacturing Branch, FAA New England Region, compliance time may be adjusted. The incorporation by reference provision in this document was approved by the Director of the Federal Register on June 19, 1967. Amendment 39-1337 was effective November 26, 1971. This Amendment 39-1847 becomes effective May 31, 1974.
2005-10-02: The FAA is adopting a new airworthiness directive (AD) for all Dornier Model 328-300 series airplanes. This AD requires installing an additional mounting angle for the respective de-icing pipes at rib 9 in the leading edge area of the left- and right-hand wings. This AD is prompted by chafed de-icing lines in the wing leading edge area. We are issuing this AD to prevent chafing of the de-icing lines, which could result in a reduction in functionality of the anti-ice system, and possibly reduced controllability and performance of the airplane in icing conditions.
52-07-03: 52-07-03 PIPER: Applies to All Models J3 Series and PA-11 Aircraft. Compliance required prior to November 1, 1952. 1. Revise the present front and rear wing lift strut as follows: (a) Cut 1/8 inch from lower end of barrel assembly and strut end. (b) Remove the flanges and weld metal which extends through upper and lower strut surface, taking care not to damage struts. (c) Remove barrel assembly from strut by applying a slight pull through an old forked fitting. (d) Inspect strut for (internal) rust, bending, excessive wear, or other damage, and replace strut if necessary. (e) Clean surplus old weld or rough edges from slots in the strut ends. (f) Increase depth of these slots (approximately 1/8 inch) so the new barrel's lower flange will extend 3/32 inch beyond the strut end. (g) Insert new plate and barrel assembly, P/N 12521, with its centerline parallel with the centerline of the strut. (h) Weld fitting into strut aroundthe slots and lower strut end. (i) Refinish strut. (j) Install new forked fitting, P/N 13710 and AN 315-7R locknut. (k) Due to the importance of this rework, care must be exercised and it is recommended that only competent welders with extensive recent welding experience should undertake this work. 2. After installing reworked lift struts rerig the aircraft in accordance with appropriate Piper Service Manual Instructions. 3. Placard all lift struts, "No step". 4. Compliance with AD 51-15-01, covering the periodic inspection of lower lift strut fork fittings, P/N 11281, may be discontinued after compliance with this airworthiness directive. (Piper Service Bulletin No. 120, dated March 28, 1952, covers this same subject.)
53-21-02: 53-21-02 GRUMMAN: Applies to All Model G-21A (Converted OA-9, JRF-1 Through JRF-5 and JRF-6B) Aircraft. Compliance required as indicated. 1. Inspect the threaded portion of the horizontal stabilizer strut lower adjustable end fitting P/N 12561-3, by a magnetic particle inspection method, as soon as practicable, but not later than November 15, 1953, and at 1,000-hour intervals thereafter. Replace fitting if crack is found. 2. Replace these fittings every 3,200 hours. If 3,200 hours is reached before the first inspection, fittings may be used for 50 hours after this inspection provided no cracks are found. (Grumman Aircraft Engineering Corp. Customer Bulletin G-21A No. 3, dated March 20, 1953, covers this same subject.)
59-16-05: 59-16-05\tBOEING: Applies to 707-100 series aircraft with the following serial numbers: Model 707-121 serial numbers 17586 through 17591, Model 707-124 serial number 17609, Model 707-123 serial numbers 17628 through 17643, Model 707-131 serial numbers 17659 through 17672, Model VC-137A serial numbers 17925 through 17927. \n\tCompliance required not later than August 21, 1959. \n\tAs a result of complete loss of fluid during service operation of the utility hydraulic system, primarily due to failure of engine driven hydraulic pump the following must be accomplished: \n\t(a)\tInstall new pump, Vickers No. AS-61689-L-2E, in place of the AS-61689-L-2B or - 2C, or install pump external by-pass valve No. A-90073-Y6 with the -2B or -2C pump. If the pump external by-pass valve is installed the shaft seal on each hydraulic pump must be replaced at the same time. \n\t(b)\tInstall return line filter. \n\tBoeing Service Bulletin No. 379 and Vickers Service Letter dated June 17, 1959, pertain to item (a). Boeing Service Bulletins Nos. 69 and 213 pertain to item (b).
2005-10-05: The FAA is adopting a new airworthiness directive (AD) for CFM International CFM56-5, -5B, and -5C series turbofan engines. This AD requires removing certain part number (P/N) air turbine starters from service. This AD results from several reports of uncontained failures of air turbine starters where high-energy particles were not contained within the containment feature of the starter. We are issuing this AD to prevent uncontained failures of air turbine starters, which could result in damage to the airplane.
74-10-08: 74-10-08 BOEING: Amendment 39-1836 as amended by Amendment 39-2073. Applies to all model 727 series airplanes certificated in all categories. Compliance required as indicated. \n\t(A)\tUnless already accomplished on airplanes which have been delivered after September 30, 1973, or which have had new horizontal stabilizer hinge pins, P/N 69-14410, installed since that time, conduct the inspection and modification of paragraph (C) below, within the next 15 days after the effective date of this AD. \n\t(B)\tUnless already accomplished on all other airplanes, conduct the inspection and modification of paragraph (C) below, within the next 6 months after the effective date of this AD. \n\t(C)\tInspect the horizontal stabilizer hinge pins for integrity, replace as necessary, and install threaded retention rods, P/N 69-67076, or equivalent, in accordance with Boeing Alert Service Bulletin 727-55-59, or FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(D)\tIf a threaded rod, P/N 69-67076-2, or an equivalent fabricated rod made from threaded rod NAS 1454-( )-( ), or any other rod with a Class 2 thread has been installed, unless already accomplished, conduct, before September 6, 1975, the hinge pin retainer nut torque inspection in accordance with Paragraph III, Part II of Boeing Alert Service Bulletin No. 727-55- 59, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\tIf the torque required to rotate the self-locking nut is less than 30 inch-pounds, replace the rod in accordance with Boeing Alert Service Bulletin No. 727-55-59, Revision 3, 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). All persons affected by this directive who have not already received these documents may obtain copies upon request to The Boeing Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, Boeing Field, Seattle, Washington. \n\n\tAmendment 39-1836 became effective on May 10, 1974. \n\tThis Amendment 39-2073 becomes effective on February 27, 1975.