Results
59-06-06: 59-06-06 VICKERS: Applies to All Viscount 810 Series Aircraft. Compliance required as indicated. In order to rectify a manufacturing error on bearing channel 81003-1063, Vickers- Armstrongs recommends the following corrective action: Inspect for signs of distortion or cracks on vertical bearing channel 81003-1061 on upper side of chassis pivot support block at wheel bay side of outer rib of inboard nacelles. The inspection must be made within 135 flying hours and every subsequent 135 flying hours until the outer rib reinforcement is incorporated. The outer rib reinforcement must be incorporated by July 1, 1959. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification Bulletin G.1656 covers this subject.)
69-06-06: 69-06-06 BEECHCRAFT: Amendment 39-740 as amended by Amendment 39-757 is further amended by Amendment 39-1222. Applies to Models 65-80, 65-A80, 65-A80-8800 and 65-B80 (Serial Numbers LD-1 through LD-398); 65-88 (Serial Numbers LP-1 through LP-47); 65-90, 65-A90 and B90 (Serial Numbers LJ-1 through LJ-428); and all 99 series airplanes (Serial Numbers U-1 through U-62) with 250 hours' or more time-in- service. Compliance required as indicated. To detect cracks in the rudder spar, within the next 50 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, and thereafter at intervals of not to exceed 300 hours' time- in-service from the date of the last inspection, accomplish the following: (A) Inspect visually the rudder spar web, in the area under and adjacent to the upper and center hinge attach points. (B) If a crack is found during an inspection required by Paragraph (A), before further flight, accomplish thefollowing: (1) Modify the rudder spar web in accordance with the method contained in Beechcraft Instructions No. 0101-135, or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, FAA, Central Region; or (2) Replace the rudder spar with one that has been modified in accordance with Paragraph (B)(1) of this airworthiness directive. (C) When either the modification or replacement described in Paragraph (B) of this airworthiness directive has been accomplished, the inspections required by this airworthiness directive are no longer required. Amendment 39-740 became effective March 26, 1969. Amendment 39-757 became effective April 29, 1969. This Amendment 39-1222 becomes effective June 3, 1971.
79-20-11: 79-20-11 BOEING: Amendment 39-3583. Applies to Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated. To improve the lightning protection design of the fuel system, accomplish the following: Within 5000 hours time in service or fifteen calendar months from the effective date, whichever occurs first, modify the fuel systems as follows, unless already accomplished or an equivalent modification was incorporated during production: \n\n\tA.\tRework the outboard wing fuel system components in accordance with Boeing Service Bulletin 747-28-2068, Revision 3, dated September 28, 1979, or later FAA-approved revisions. \n\tB.\tInstall wiring shrouds and a relay circuit for the fuel quantity system in accordance with Boeing Service Bulletin 747-28-2069 dated June 1, 1979, Revision 1 dated October 5, 1979, or later FAA-approved revisions. \n\tC.\tReplace the nonmetallic fuel tank and dry bay access doors in accordance with Boeing Service Bulletin 747-57-2035 dated December 18, 1970, and 747-28-2084 Revision 1, dated June 8, 1979, or later FAA-approved revisions. \n\tEquivalent modifications may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \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, Post Office Box 3707, Seattle, Washington 91824. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective October 15, 1979.
2006-01-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD requires operators to modify the hydraulic control block of the nose landing gear. This AD results from a report of an unexpected steering event (swerve) during the take-off roll of one affected airplane. We are issuing this AD to prevent loss of airplane steering while on the ground, which could result in the airplane going off the side of the runway.
99-05-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires replacement of the stringer clip(s) with a new stringer clip(s), and modification of the life raft support structure and/or life raft doors, as applicable. This amendment is prompted by a report that certain life raft stowage compartments and certain life raft doors are understrength. The actions specified by this AD are intended to prevent a life raft falling from its stowage compartment, and consequently injuring nearby occupants or delaying or impeding the evacuation of passengers during an emergency landing.
99-04-14: This amendment adopts a new airworthiness directive (AD), applicable to Schweizer Aircraft Corporation Model 269C-1 helicopters, that requires a visual inspection of the bond line between the main rotor blade (blade) abrasion strip (abrasion strip) and the blade for voids, separation, or lifting of the abrasion strip; a visual inspection of the adhesive bead around the perimeter of the abrasion strip for erosion, cracks, or blisters; a tap (ring) test of the abrasion strip for debonding or hidden corrosion voids; and removal of any blade with an unairworthy abrasion strip and replacement with an airworthy blade. This amendment is prompted by four reports that indicate that debonding and corrosion have occurred on certain blades where the abrasion strip attaches to the blade skin. The actions specified by this AD are intended to prevent loss of the abrasion strip from the blade and subsequent loss of control of the helicopter.
2005-26-17: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600, A310-200, and A310-300 series airplanes. This AD requires inspecting for certain serial numbers on elevators, and doing a detailed inspection, visual inspection with a low-angle light, and tap-test inspection of the upper and lower surfaces of the external skins on certain identified elevators for any damage (i.e., debonding of the graphite fiber reinforced plastic/Tedlar film protection, bulges, debonding of the honeycomb core to the carbon fiber reinforced plastic, abnormal surface reflections, and torn-out plies), and doing corrective actions if necessary. This AD results from reports of debonded skins on the elevators. We are issuing this AD to detect and correct debonding of the skins on the elevators, which could cause reduced structural integrity of an elevator and reduced controllability of the airplane.
80-22-07: 80-22-07 MCDONNELL DOUGLAS: Amendment 39-3958. Applies to Model DC-6, DC-6A, DC-6B airplanes certificated in all categories including military models R6D and C-118 eligible for civil certification, incorporating nose landing gear upper torque link assembly P/N 8488A-46. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent failure of the nose landing gear upper torque link which could result in nose gear collapse accomplish the following: \n\n\t(a)\tWithin 100 hours' time in service from the effective date of this AD unless already accomplished in the last 200 hours' time in service and thereafter at intervals not to exceed 300 hours' time in service since the last such inspection; inspect the nose landing gear upper torque link P/N 8488A-46-1 for cracks at the shoulder recess corner radius, by dye penetrant methods after removing paint per standard shop practice. Do not use a wood (or other) wedge to preload the lugs. \n\n\t(b)\tIf cracks are found:(1)\tThe cracked part may be replaced with a like serviceable part of the same part number provided that the replacement part is dye penetrant inspected for cracks within 300 hours' time in service from installation and thereafter at intervals not to exceed 300 hours' additional time in service since the last such inspection, or \n\n\t\t(2)\tThe cracked part may be replaced with a like serviceable part of the same part number, reworked as shown on Figures 2 and 3 of Douglas Aircraft Company Service Bulletin No. 641 dated October 18, 1955, and the repetitive inspection requirements of paragraph (a) of this AD are applicable, or \n\n\t\t(3)\tThe cracked part may be replaced by like serviceable P/N 8488A-46A-1 of improved design in which case no additional inspections are required by this AD. \n\n\t(c)\tIf no cracks are found: \n\n\t\t(1)\tReturn P/N 8488A-46-1 part to service provided that it is inspected per paragraph (a) of this AD at intervals not to exceed 300 hours' time in service since the last such inspection. \n\n\t\t(2)\tReturn P/N 8488A-46-1 part reworked per Figure 5 or Figure 2 of Douglas Aircraft Service Bulletin No. 461 dated October 13, 1955 to service provided that it is inspected per paragraph (a) of this AD at intervals not to exceed 300 hours' time in service since the last such inspection. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(e)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis supersedes AD 54-23-02. \n\n\tThis amendment becomes effective November 3, 1980.
78-20-12: 78-20-12 FIRESTONE AIRCRAFT TIRES: Amendment 39-3312. Applies to all Firestone size 18x5.5 Mach I, 10 Ply rating part number 00490, serial numbers having the first four numbers 0677, to be replaced by Firestone tire part number 00518 or other approved tire installed on, but not limited to, Lear Jet Models 23, 24, 25; Beech Models 99 series, B100, 200; Swearingen SA 226-TC and Cessna Models 336/337 or T-337 series aircraft. a) Inspect for serial numbers having the first four numbers 0677 P/N 00490. b) Replace with Firestone tires having serial numbers outside of this subject group or with Firestone tire P/N 00518 or with any other tire approved for these aircraft. Obliterate TSO markings on tires identified in this AD to prevent future use on aircraft. This amendment is effective October 5, 1978, as to all persons except those persons to whom it was made immediately effective by the airmail letter dated September 6, 1978, which contained this amendment.
2002-01-03: This amendment adopts a new airworthiness directive (AD), that is applicable to GE Aircraft Engines (GE) CT7 series turboprop engines. This amendment requires removal of stage 2 turbine aft cooling plates of a certain part number (P/N) and installation of cooling plates of a new design. This amendment is prompted by a report of a stage 2 turbine aft cooling plate cracking, resulting in an uncontained engine failure. The actions specified by this AD are intended to prevent stage 2 turbine aft cooling plate cracking, which could result in uncontained engine failure, and damage to the airplane.