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2009-02-03: The FAA is superseding an existing airworthiness directive (AD) for Lycoming Engines IO, (L)IO, TIO, (L)TIO, AEIO, AIO, IGO, IVO, and HIO series reciprocating engines, TCM TSIO-360-RB reciprocating engines, and Superior Air Parts, Inc. IO-360 series reciprocating engines with certain Precision Airmotive LLC RSA-5 and RSA-10 series fuel injection servos. That AD currently requires inspecting servo plugs for looseness and damage on fuel injection servos that have a servo plug gasket, part number (P/N) 365533, installed, and if loose, inspecting the servo regulator cover threads for damage, inspecting the gasket for damage, reinstalling acceptable parts, and torquing the servo plug to a new, higher torque to maintain the proper clamp-up force between the plug and cover. This AD requires the same inspections, except if the plug is found loose, servo plug gasket, P/N 365533, must be replaced with a new, improved gasket, P/N 2577258. This AD also requires replacement by December 31,2009, of servo plug gaskets, P/N 365533, manufactured and made available on or after August 22, 2006, as mandatory terminating action to the repetitive inspections required by this AD. This AD also prohibits the installation of any servo plug gasket, P/N 365533. This AD also clarifies the TCM engine model applicability, and adds Bendix RSA-5 and RSA-10 series fuel injection servos to the applicability. This AD results from Precision Airmotive LLC introducing the installation of a new improved servo plug gasket, P/N 2577258, to the affected Precision Airmotive LLC RSA-5 and RSA-10 series, and Bendix RSA-5 and RSA-10 series, fuel injection servos. We are issuing this AD to prevent a lean running engine, which could result in a substantial loss of engine power and subsequent loss of control of the airplane.
71-02-02: 71-02-02 PRATT & WHITNEY: Amdt. 39-1143 as amended by Amendment 39-1201. Applies to all Pratt & Whitney Aircraft JT4A series turbojet engines which incorporate the following serial number 12th stage compressor rotor disc part number 360112 1F-6145 3F-8849 4F-3831 4F-8300 5F-8122 1F-6150 3F-8850 4F-4569 4F-8301 5F-8123 1F-6151 through 4F-4570 5F-8342 2F-2758 3F-8855 4F-4642 4F-8458 5F-8346 2F-2759 4F-4643 5F-6445 5F-8405 2F-2764 3F-8856 4F-4645 5F-6446 5F-8510 2F-3781 3F-8920 4F-4648 5F-6447 5F-8512 3F-8921 5F-6449 2F-3785 3F-8923 4F-4747 5F-6452 5F-8522 2F-3788 3F-8924 4F-4748 5F-7606 5F-8529 2F-3926 3F-8926 4F-4749 5F-7748 5F-8589 2F-3927 3F-8927 4F-4750 5F-7749 through 3F-8928 4F-4752 5F-7835 2F-3933 3F-9114 4F-4968 5F-7837 2F-9674 3F-9115 4F-5029 5F-7838 2F-9675 3F-9116 through 5F-7839 2F-9676 4F-0454 4F-5035 5F-7840 2F-9677 4F-0461 4F-50595F-7867 3F-0551 4F-0465 through 5F-7872 through 4F-0467 4F-5063 5F-7875 3F-0558 4F-0471 4F-5087 5F-7985 4F-0473 4F-5089 5F-7987 3F-0559 4F-0475 4F-5090 5F-8031 3F-0560 4F-0477 4F-5091 5F-8032 3F-0563 4F-3606 5F-8035 4F-3690 4F-5092 4F-3692 through 5F-8039 4F-5099 5F-8042 4F-3699 5F-8119 4F-3700 4F-3828 4F-3830 Compliance required as indicated. To preclude twelfth stage compressor rotor disc failure as the result of suspected material deficiency, accomplish the following: (1) For all the previously listed serial number twelfth stage compressor rotor discs: a. With 5000 cycles or more in service within the next 25 cycles in service after the effective date of this AD replace the suspect serial number disc. b. With 5000 cycles or less in service prior to the accumulation of 5025 cycles in service replace the suspect serial number disc. (2)Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. Amendment 39-1143 was effective January 14, 1971 and was effective as to all recipients of the telegram dated 10 December 1970 which contained this airworthiness directive. This Amendment 39-1201 is effective May 4, 1971.
68-09-02: 68-09-02 LOCKHEED: Amdt. 39-593. Applies to Model 1329 airplanes, serial numbers 5001 through 5029 and 5031 through 5055. Compliance required as indicated. Lockheed Model 1329 and military C-140 series airplanes have experienced a number of stress corrosion cracks in the wing skin risers at the riser-skin intersection. To detect cracking of risers on these airplanes, accomplish the following: (a) Within 15 days after the effective date of this AD, inspect all aircraft in accordance with the instructions contained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329-257A, dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. NOTE. - Aircraft which have been inspected by representatives of Lockheed-Georgia Company are considered to comply with paragraph (a) above. (b) If cracks are detectedin the riser-skin intersections, reinspect at intervals not to exceed 180 days in accordance with the instructions contained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329- 257A dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (c) If, as a result of the initial inspection or any subsequent inspections, it is determined that more frequent inspections are required, individual airplane owners will be so notified by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (d) If no cracks are found, or if cracks are repaired in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, the repetitive inspections required by paragraphs (b) and (c), above, may be discontinued. (e) Repeat the inspection required by paragraph (a), above, at each annual inspection, or each twelve months. These inspections need only consist of Phase I and Phase II inspections as explained in Lockheed-Georgia Company Service Bulletin No. 329-257, dated April 11, 1968, and Service Bulletin Supplement No. 329-257A dated April 26, 1968, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective May 7, 1968. Revised Nov. 19, 1968.
69-23-03: 69-23-03 PIPER: Amendment 39-871. Applies to Piper PA-18-150 type airplanes, S/N 18-8809 through 18-8851, except S/N 18-8844 and 18-8849, certificated in all categories. To determine if the lower longerons are made from 1025 steel or the approved 4130 steel, accomplish before further flight the following inspection: (a) Remove the rear seat, look downward through the no sag springs and locate the lower fuselage longerons on the left and right sides of the aircraft. (b) From a point adjacent to the aileron cable pulley measure aft 10 inches on the top of the longeron and perform the following: (1) Using longitudinal strokes sand the top surface of the right and left lower longerons with No. 80 emery cloth, for an area approximately 3 inches in length and 1/2 inch wide. NOTE: No chemical reaction will occur unless this area is thoroughly cleaned down to the bare metal. Use only longitudinal strokes to remove the paint, primer, metalizing or corrosion from this area. (2) Wipe specified area with a clean cloth. (3) Apply one drop of concentrated nitric acid on the sanded area. (4) If the longeron is 1025 steel, the acid drop will boil and turn a yellowish orange or brown. (5) Wipe off the acid spot and neutralize the area with baking soda paste. (6) Wipe surface and wash with water. (7) Prime and paint the test area. (8) If the test indicates (as described above) the longeron is 1025 steel, the aircraft is considered unairworthy and must be grounded until the aircraft is altered in accordance with an alteration approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (9) The aircraft is considered airworthy, relative to the longeron being 4130 if there is no reaction to the aforementioned acid test, and can be returned to service. Piper Service Bulletin No. 302, dated October 23, 1969 covers this subject. This amendment is effective November 15, 1969 and was effective upon receipt for all recipients of the telegram dated October 24, 1969 which contained this amendment.
69-12-01: 69-12-01 PIPER: Amdt. 39-773 applies to PA-28R-180 series airplanes, Serial Numbers 28-30004 through 28-31092 and to PA-28R-200 series airplanes, Serial Numbers 28-35000 through 28-35237, 28-35239 through 28-35251 and 38-35253 through 28-35256. Compliance required as indicated. To prevent the possibility of restricting air flow through the engine air induction system, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this airworthiness directive, unless already accomplished, remove air induction inlet hose Piper Part Number 63633-43 and inspect for deterioration, broken or frayed cord wrapping, evidence of hose partially collapsed, indication of reinforcement wire slippage or evidence of wire not being bonded properly to the hose interior wall, especially in the vicinity of the Koroseal ties or clamps. (b) If the hose shows any deterioration, as noted in (a), remove it from service. Install an airworthy hose, Piper P/N 63633-43, or Aero-Duct SCAT 3-1/4 O.D. hose, or MIL-H- 8796B Type 1 Class 3 hose, 22-1/2 long, making sure that the wire reinforcing coils extend over the pilot tubes at each end and under the clamps. Piper Kit 760 328 may be installed in lieu of duct replacement. (See Item (d) below). (c) Repeat the inspections of item (a) above at intervals not to exceed 10 hours' time in service. These inspections need not be continued after installation of Piper Kit 760 328. (d) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install a new Piper air induction hose installation Kit No. 760 328 in accordance with the instructions included with the kit. (e) The inspection or kit installation time intervals (other than for the initial inspection) may be adjusted by an FAA inspector up to a maximum of 5 hours to coincide with aircraft annual or 100-hour scheduled inspections. Other means of compliance with the requirements of this directive may be utilized, if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (Piper Service Bulletin No. 297 covers this same subject.) This amendment becomes effective 10 June 1969.
2009-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800 and -900 series airplanes. This AD requires a one-time general visual inspection of frames between body station (BS) 360 and BS 907 to determine if certain support brackets of the air conditioning (A/C) outlet extrusions are installed; medium- and high-frequency eddy current inspections for cracking of the frames around the attachment holes of the subject brackets; and repair if necessary. This AD also requires installing new, improved fittings for all support brackets of the A/C outlet extrusions between BS 360 and BS 907. This AD results from numerous reports of multiple cracks in the frames around the attachment holes of certain support brackets of the A/C outlet extrusions. We are issuing this AD to prevent frame cracking, which, if not corrected, could lead to a severed frame that, combined with cracking of the skin lap splice above stringer 10, could result in rapiddecompression of the airplane.
73-01-02: 73-01-02 CESSNA: Amdt. 39-1579. Applies to Model 310N (Serial Numbers 310N0001 thru 310N0198), Model 310P (Serial Numbers 310P0001 thru 310P0240), and Model 310Q (Serial Numbers 310Q0001 thru 310Q0130) airplanes. NOTE: This AD is not applicable to Model T310 airplanes which fall within these serial number ranges. Compliance: Required as indicated, unless already accomplished. To prevent moisture from possibly entering the alternate air system and freezing on powerplant induction system components when operating in below freezing temperatures, accomplish the following: Within 50 hours' time in service after the effective date of this AD, install deflector baffles over the alternate air inlet in the vertical baffle and enlarge the warm air cut out in the induction air canister in accordance with Cessna Service Letter ME70-43 and Service Kit SK310-82D, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Thisamendment becomes effective January 5, 1973.
71-06-03: 71-06-03 PRATT & WHITNEY: Amdt. 39-1168 as amended by Amendment 39-1211. Applies to all Pratt & Whitney Aircraft JT4A series turbojet engines which incorporate the following serial number 12th stage compressor rotor disc part number 360112. 2G5181 2G6360 2G5182 2G6362 2G5183 2G6363 2G5446 2G6445 2G5807 2G6448 2G5812 2G6449 2G5818 2G6454 2G5820 2G6581 2G5821 2G6583 2G5825 2G6585 2G5826 3G0201 2G6027 2G6030 5F7645 7 5F858 6F8362 5F7646 5F8588 6F9707 5F8544 through 5F8695 6F9739 5F8547 6F7206 6F9751 5F8550 through 6F7207 6F9753 through 5F8553 6F7210 6F9759 5F8558 6F7214 6F9760 through 5F8576 6F7218 6F9765 5F8577 6F7501 6F9846 5F8581 through 6F7502 6F9853 5F8584 6F7504 6F9861 6F7949 6F9866 6F8168 7F0156 6F8198 7F0480 7F0556 Pratt & Whitney Aircraft telegram PSE/RS/1-3-10-1 covers this same subject. Compliance required as indicated. To preclude twelfth stage compressor rotor disc failure as the result of suspected material deficiency, accomplish the following: 1. For all the previously listed serial number twelfth stage compressor rotor discs: A. With 18,000 hours or more in service within the next 50 hours in service after the effective date of this AD, replace the suspect serial number disc. B. With 18,000 hours or less in service prior to the accumulation of 18,050 hours in service, replace the suspect serial number disc. 2. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. Amendment 39-1168 was effective March 12, 1971. This amendment 39-1211 is effective May 19, 1971 and was effective for all recipients of the telegram dated March 12, 1971 which contained this amendment.
68-21-03: 68-21-03 PIPER: Amendment 39-667. Applies to Model PA-23-250 and PA-E23-250 Aircraft Serial Nos. 27-2505 through 27-3858 that Incorporate AiResearch Turbosupercharged Lycoming IO-540-J4A5 or IO-540-C4B5 Engines Installed in accordance with Supplemental Type Certificate No. SA909WE or SA978WE, or in accordance with Piper Aircraft Corporation Drawing No. 32016. Compliance required within 10 hours of aircraft operations after the effective date of this Airworthiness Directive, unless previously accomplished. To preclude failures of the exhaust tailpipe assemblies, AiResearch P/N 286-P23-060-5 and P/N 286-P23-060-9: (a) Visually inspect both the left and right hand engine tailpipes for cracks or deformation. If a crack or deformation is found in either tailpipe, retire the affected tailpipe assembly and replace with a new tailpipe assembly of the same part number. (b) Visually inspect both the left and right hand engine tailpipes for sufficient clearance betweenthe tailpipes and the firewalls and between the tailpipes and the cowl flaps in accordance with AiResearch Aviation Service Company Service Bulletin No. 14.1.8 dated April 25, 1968, or later FAA approved revisions. If sufficient clearance does not exist, install AiResearch Kit P/N 301-P23-063 and adjust for sufficient clearance in accordance with the above service bulletin. This amendment becomes effective October 28, 1968.
47-51-02: 47-51-02 CURTISS-WRIGHT Applies to Model C-46 Series Aircraft Equipped with Horizontal Stabilizer and Elevator Assemblies, Curtiss-Wright P/N's 20-110-5001 and 20-130- 5701, Respectively. Compliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished. The attachment bolts in the elevator hinges and the spring and trim tab bellcranks, located in the stabilizer, tend to loosen with resultant elongation of the holes and grooving of the bolts. 1. Replace the eight AN 5-14 hinge bolts on the 20-130-5701 elevator installation with NAS 55-14 or AN 175-14 bolts. 2. Replace the eight AN 4-26 bolts on the 20-130-5700 elevator installation with NAS 54-26 or AN 174-26 bolts. 3. Replace four AN 23-11A and two AN 23-12A bolts through 20-110-5020 or 20- 110-5112 blocks on each of the outboard stabilizer ribs with four NAS 53A-7 or AN 173-7A and two NAS 53A-10 or AN 173-10A bolts. Replace six existing bolts on eachof the inboard hinges with NAS 53A-7 or AN 173-7A bolts. 4. Fabricate spacers from 24ST material having an O.D. of 0.590 to 0.594 inch, 1.562 plus 0.005, minus 0.000 inches in length and drill concentric hole lengthwise 0.250 inch in diameter. Install spacer between the two hub bearings on "Idler Assem-Elev Trim Tab" P/N 20- 530-5722 and "Idler Assem-Elev Trim Tab (L.H.)" P/N 20-530-5775 so that the AN 24 bolts attaching the idlers to their mating bracket may be so tightened as to prevent rotation of the bolt in the inner bearing race or in the holes of the bracket. 5. Fabricate 0.75 diameter X1.012 inches plus 0.005, minus 0.000 spacers (Curtiss P/N 20-530-5709-1201) from 24ST alclad and drill 0.250. Install these spacers between the two hub bearings in the 20-530-5709 spring tab bellcranks. 6. P/N 1007-D-4-250 shoulder bushings should be installed in each 20-130-5775-2 bracket. Revised December 28, 1964.