Results
55-07-02: 55-07-02 PIPER: Applies to All Model PA-22 Aircraft Except Serial Numbers 22-2377, 22-2379, 22-2385, 22-2388, 22-2389, 22-2391, 22-2394 and Up. Compliance required by June 1, 1955. Numerous instances have been reported of cracking in the leading edge of the streamlined tube of the landing gear at the point where the tube joins the inboard end of the axle. To prevent future failures, this joint should be reinforced by welding a steel strap reinforcement. (Piper Service Letter No. 124 dated August 30, 1954, covers the same subject.)
51-19-02: 51-19-02 PIPER: Applies to Models PA-18 Serial Numbers 18-487 to 18-730 Inclusive; PA-20 Serial Numbers 20-554 to 20-690 Inclusive; and PA-22 Serial Numbers 22-1 to 22-90 Inclusive. Compliance required by August 31, 1951. Overage oil radiator hose was installed in an undetermined number of Piper airplanes. Inspect immediately to determine that the proper hose marked with a solid white line and a broken red line and AN H-35 or MIL H-6000 are installed. Defective hose are marked "Aromatic Resistant Gates Vulco" followed by a date with the opposite side marked by a solid white line and broken red line. All defective hose should be replaced as soon as possible but not later than August 31, 1951. (This information supersedes that in Piper Service Letter No. 165 dated March 23, 1951.)
2008-14-12: We are adopting a new airworthiness directive (AD) for the products listed above. 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: To prevent the possible in-flight failure of the vertical fin, leading to loss of control of the aircraft * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-14-15: The FAA is adopting a new airworthiness directive (AD) for IAE V2500-A1, V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, V2533-A5, V2525-D5, and V2528-D5 turbofan engines. This AD requires removing certain No. 4 bearing oil system components from service at the next shop visit or by an end date determined by the engine model. This AD results from instances of oil loss from the No. 4 bearing compartment. We are issuing this AD to prevent heat damage to high- pressure turbine (HPT) and low-pressure turbine (LPT) critical life limited hardware such as the HPT stage 1-2 airseal. Damage to the HPT stage 1-2 airseal could cause uncontained engine failure and damage to the airplane.
46-37-01: 46-37-01 PIPER: (Was Mandatory Note 12 of AD-691-02 and Mandatory Note 1 of AD- 780-3.) Applies to J3C-65 and J3C-65S, Serial Numbers 14027 and Up and All PA-12. Compliance required by November 1, 1946. To prevent possible failure of the fuel strainer bowl, replace the present thin fuel strainer bowl gasket with a 1/8-inch thick cork and neoprene gasket supplied by Piper. The bowl seat nut should be tightened only finger tight. The bowl should be carefully examined for signs of flaws or cracks and should be replaced if any are found. (Piper Service Bulletin No. 89 dated July 11, 1946, covers this same subject.)
2008-14-03: We are adopting a new airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) Model 206A, 206B, 206L, 206L-1, 206L-3, and 206L-4 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority to identify and correct an unsafe condition on an aviation product. The aviation authority of Canada, with which we have a bilateral agreement, states in the MCAI: "It has been determined that some helicopters have been fitted with a CRES steel fitting, part number (P/N) 407-030-750-103, and the installation of the tailboom attachment bolt does not meet the design criteria.'' We are issuing this AD to require actions that are intended to address the unsafe condition that results from an improper installation of the tailboom attachment bolt in the upper left-hand tailboom attachment CRES steel fitting.
53-05-01: 53-05-01 BOEING, CONVAIR, DOUGLAS and LOCKHEED: Applies to All Boeing 377, Convair 240 Series, Douglas DC-6 Series, and Lockheed 749 Series Airplanes With Curtiss Reversing Propellers.\n\n\tItems I through IV are to be accomplished by means of progressive modification program to be submitted to and approved by the FAA. This program shall begin no later than September 1, 1953, and shall be completed no later than March 1, 1954. (For Boeing 377 completion must be no later than July 1, 1954.) The replacement program in item III and the maintenance and inspection program in item V shall be instituted no later than April 1, 1953.\n\n\tI.\tRevise propeller slip rings, brush cap connector plug and harness to provide isolation of the reverse slip ring and brushes by relocating them between the "Common" and "Bonding" slip rings and brushes, which are both maintained at ground potential. Curtiss Information Reports have been issued to cover this subject, as follows: Convair 240 Series, Report No. 245S dated November 5, 1951; Douglas DC-6 Series, Report No. 249S dated December 4, 1951; Boeing 377, Report No. 258S dated March 21, 1953; Lockheed 749 (C634S Propeller), Report No. 250S dated April 15, 1952; Lockheed 749 (C632S Propeller), Report No. 267S dated May 14, 1952.\n\n\tII.\tA. Install Curtiss brush cap P/N 148764, which has provisions for a separate brush cap connector for the reversing lead. This change may be accomplished after or simultaneously with I, and in accordance with Curtiss Information Report No. 273-S, dated January 15, 1953.\n\n\t\tB.\tIsolate the reversing circuit from the propeller brush cap to (and including) the "I" terminal on the reverse pitch relay, in the manner described below. Where applicable, the same isolation shall be provided for the extension of the reversing circuit to the secondary reverse lock relay.\n\n\t\t\t(1)\tTerminal strips. Any one of the following methods of isolation may be used:\n\n\t\t\t\t(a)\tElimination of connections at terminal strips by using continuous wiring.\n\n\t\t\t\t(b)\tProviding separate covered terminal strip for reversing lead connections.\n\n\t\t\t\t(c)\tIsolating the reversing lead stud, terminals, and associated hardware from all nearby components in an insulating cover which is so designed or secured to the wiring that the wire will stay in place in case of breakage of the terminal; or so that the broken wire and terminal will remain insulated by the cover from contact with other circuits if the wire comes off its terminal. The nature of the cover design or provisions for its attachment must be such that its installation will not be overlooked during maintenance. \n\n\t\t\t\t(d)\tRemoving or grounding studs adjacent to the reversing lead stud and securing all adjacent wiring and the reversing lead to prevent contact of broken leads with reversing terminal or contact of broken reversing lead with other terminals. If the adjacent studs are grounded, rather than removed, the studs must be identified distinctively so that they will not inadvertently be used for the attachment of wires serving other circuits.\n\n\t\t\t(2)\tMultiple pin connector assemblies. Any one of the following methods of isolation may be used:\n\n\t\t\t\t(a)\tElimination of connectors by using continuous wiring.\n\n\t\t\t\t(b)\tProviding separate connectors for each reversing circuit.\n\n\t\t\t\t(c)\tDeactivating all pins adjacent to the one carrying the reversing circuit. These pins are to be retained in the connector but identified distinctively so that they will not be used inadvertently. When distinctively identified, these pins may also be used for circuits which cannot supply sufficient energy to drive the pitch-change motor or to release the pitch change motor brake, or for circuits which are energized only when reversing is desired. At the points where wires are attached to the connector pins, all exposed metal parts are to be protected with insulating covers so secured that contact between circuits cannot occur in case of failure of the connection or in case foreign material is left in the connector assembly.\n\n\t\t\t(3)\tExposed terminals on relays or switches.\n\n\t\t\t\t(a)\tAs specified in item B(1)(c) for terminal strips, or\n\n\t\t\t\t(b)\tIf the terminal is a type which cannot be protected as specified above, cover all exposed metal components with insulating material and secure all wires so that no wire can touch another terminal if the wire breaks or falls off its own terminal. Install insulating barriers as necessary to prevent inadvertent contact between broken or loose wires and other terminals.\n\n\t\t\t(4)\tReverse circuit wiring. Modify in one of the following ways:\n\n\t\t\t\t(a)\tPhysically isolate the reverse wire from all other circuits.\n\n\t\t\t\t(b)\tIf the wiring is run in bundles with other wires, a shielded wire is to be used. The shielding shall be grounded at both ends, and a protective cover shall be provided over the shielding. The shielding shall be carried as close as possible to all terminal points.\n\n\t\t\t(5)\tNacelle filter. If the reverse wire and, where applicable, the lead to the secondary reverse lock relay, is enclosed in conduit or shielding for its entire length from the brush cap to the "I" terminal of the reverse pitch relay, the lead may be routed so as to bypass the nacelle filter thus eliminating the need for isolating the condenser terminals. If the reverse wire is isolated in such manner that filtering is still necessary, provide an additional filter which is physically separated from the existing nacelle filter.\n\n\tIII.\tComply with AD 56-08-01.\n\n\tIV.\tAn unmodified C632S Series propellers which have both the reverse pitch circuit and the feathering circuit opened by the same limit switch when the propeller blades are at the reverse pitch position modify the propeller limit switch arrangement so that it will be possible to energize the increase pitch circuit by operating the feathering control even when the propeller is in reverse pitch. Curtiss Information Reports have been issued to cover this subject, as follows: CV-240 Series, Report No. 245S, dated November 5, 1951;DC-6 Series, Report No. 249S, dated December 4, 1951; L-749 Series, Report No. 267S, dated May 14, 1952.\n\n\tV.\tMaintenance practices.\n\n\t\tA.\tAt each nearest scheduled service to 350 hours:\n\n\t\t\t(1)\tInspect all points specified in items II.B.(1) and II.B.(3). The inspections of item II.B.(1) may be discontinued if the modifications made to the system are of the type described in items II.B.(1)(a) or II.B.(1)(b).\n\n\t\tB.\tAt any time that an electrical fault occurs in a circuit which is carried in the same bundles or the same conduits as the reverse wing, representative terminal points in the faulty circuit are to be inspected to determine whether any damage may have occurred within the bundles or conduit. If there is evidence of possible damage, all the wiring involved is to be removed for inspection. Damaged wiring will be replaced as necessary.\n\n\t\tC.\tAt each scheduled service nearest to 350 hours, perform an electrical check of the reverse safety switches in the pedestal assembly to assure that the switches open when throttles are moved forward out of the reverse position. \n\n\t\tD.\tAt any time that operations are performed which may affect the relative position of the solenoid lock and throttle switches, but in any event at intervals not to exceed 1,500 hours: Check the relationship between the position of the pedestal strikers when they are: (a) in contact with the solenoid latch; (b) at the point where the detent roller contacts the first detent cam; and (c) when the reversing microswitches are actuated. It shall not be possible for the switches to be actuated before the latch and the detent engage the striker and the cam. This determination shall be made by positive measurements rather than observation of engine r.p.m. at which these actions take place.
50-23-01: 50-23-01 PIPER: Applies to All Models PA-17 Aircraft and PA-15 Aircraft Equipped With PA-17 Type Landing Gear Shock Struts. Compliance required by July 15, 1950. Inspect landing gear shock strut end fittings, P/N 11806 (four per airplane) for cracks or other defects in the small bend radii. Replace fittings found to be defective. Excessive tightening of the attachment bolts may induce failure by restricting rotation of the fitting on the bolt, therefore, the end fittings should be installed free to rotate. (Piper Service Letter No. 129, dated October 28, 1949, covers the same subject.)
2008-14-06: We are adopting a new airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) helicopters. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority to identify and correct an unsafe condition on an aviation product. The Aviation Authority of Canada with whom we have a bilateral agreement states in the MCAI: "Horizontal stabilizers part numbers 206-023-119-167 and 407-023-801-109 may have manufacturing flaws on the inside surface of the upper and/or lower skin at the tailboom attachment inserts. These flaws may result in cracking of the skin and failure of the horizontal stabilizer.'' The manufacturer's service information states that in addition to cracks, the horizontal stabilizer may have deformation or debonding around and between the inserts. We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-17-02: The FAA supersedes Airworthiness Directive (AD) 84-09-05, which applies to certain GROB-WERKE GMBH & CO KG (previously identified as BURKHART-GROB FLUGZEUGBAU INDUSTRIESTRABE) Model G102 ASTIR CS sailplanes. AD 84-09-05 requires you to install a modified spherical locking bolt and nut in the forward horizontal stabilizer connection to the vertical stabilizer and install new locking pins in the aft connecting plate for the horizontal stabilizer. Since we issued AD 84- 09-05, fatigue cracks were found in the modified spherical locking bolt. Consequently, this AD requires you to replace the modified spherical locking bolt, the retaining pins (collar bolts), and associated hardware; add a life limit on the spherical locking bolt and the retaining pins; and repetitively inspect the front and rear horizontal stabilizer attachment. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent cracks in the spherical locking bolt, which could result in failure of the horizontal stabilizer connection. This failure could lead to loss of control.