Results
54-20-01: 54-20-01 AIRCRAFT BELT AND TRIM (SAFETY BELT): Applies to Model LBM-1900 (Dwg. No. 19001) Safety Belts Manufactured Prior to April 1, 1954. Compliance required as soon as possible but not later than March 1, 1955. Based on a complaint alleging noncompliance with strength standards of FAA Technical Standard Order C22, verification tests were conducted by the National Bureau of Standards at FAA request, which revealed that the belt assemblies of this make and model manufactured prior to April 1, 1954, with LBM-1900-3 and -3A buckles, were under strength for a majority of specimens tested. These tests are considered as evidence of nonconformance with terms of the TSO. Therefore, TSO-labeled belts of this model as noted above which were manufactured prior to April 1, 1954, can no longer be considered as complying with the prescribed airworthiness standards and, accordingly, must not be used in civil aircraft. Belts of this model manufactured subsequent to April 1,1954, incorporate a buckle of improved design and tests reveal this belt assembly to be in accordance with TSO-C22 tension test requirements. This supersedes AD 54-03-01.
66-29-01: 66-29-01 BOEING: Amdt. 39-301 Part 39 Federal Register November 5, 1966. Applies to Model 727 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent loss of the cowl panels in flight, and resulting damage to the aircraft structure, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tWithin the next 1,500 hours' time in service after the effective date of this AD, unless already accomplished, modify the side engine cowl panel latch assemblies in accordance with Boeing Service Bulletin No. 71-14 or later FAA-approved revision. Replacement of Hartwell Manufacturing Company hook latch spring, P/N 104914-1, with P/N 106054-1 is optional. \n\n\t(b)\tWithin the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished, modify the center engine cowl panel latch frames in accordance with Boeing Service Bulletin No. 71-27 or later FAA-approved revision. \n\n\tThisdirective effective December 5, 1966.
2017-17-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a manufacturer's review that showed that the fuel tank access door at a certain wing buttock line did not have an engineered ground path with the mating wing structure. This AD requires replacing the fuel tank access door, doing a check of the electrical bond, doing related investigative and corrective actions if necessary, and revising the maintenance or inspection program by incorporating an airworthiness limitation (AWL). We are issuing this AD to address the unsafe condition on these products.
55-14-02: 55-14-02 PIPER: Applies to Model PA-23 Serial Numbers 23-1 to 23-208 Inclusive. Compliance required by August 1, 1955. Because of possible damage to the hydraulic actuating cylinders for the landing gear system and flap system of the two end plug retaining pins, as a result of excessive pressures caused by thermal expansion, it is necessary that these cylinders be inspected and replaced or modified as follows: 1. If the cylinder housing is upset or fractured, it must be replaced by a new reinforced cylinder P/N 455927. (Piper Service Bulletin No. 138 dated May 9, 1955, covers this same subject.) 2. If the cylinder housing is not upset or fractured, it must either be replaced by P/N 455927, or reinforced by adding two retaining plugs in accordance with Piper Service Letter No. 250 dated June 8, 1955. This supersedes AD 55-12-01.
2017-16-04: We are adopting a new airworthiness directive (AD) for Romtex torso restraint systems (restraint systems) installed on but not limited to Airbus Helicopters Model AS350B2, AS350B3, EC130B4, EC130T2, and AS355NP helicopters. This AD requires replacing certain restraint system buckles. This AD was prompted by a report of several restraint system buckle knobs breaking. The actions of this AD are intended to correct an unsafe condition on these products.
54-14-01: 54-14-01 CURTISS-WRIGHT: Applies to all Model C-46 Series aircraft. Compliance required as indicated. A. Inspection. 1. Carefully inspect the outboard horizontal stabilizer rib, which supports the outboard elevator hinge, left and right, P/N 20-110-5014-2 and angles, P/N 20-110-5014-4 for cracks in the area from the rib end to a point at least 6 inches forward of the trailing edge of the stabilizer. (a) On aircraft which do not have the modification described in paragraphs B1 and B2 below, this inspection is required every 100 hours. (b) On aircraft which do have the modification described in paragraphs B1 and B2 below, this inspection is required every 800 hours. (c) Deleted, March 28, 1955. B. Replacement. 1. If cracks are found in the angles, P/N 20-110-5014-4, remove and replace with a similar angle fabricated from 0.040 24ST or 0.040 24SO aluminum allow sheet. Specification No. AN A-13, condition A, heat treat in accordance with Specification AN 01-1A- 1. 2. If cracks are found in the rib, P/N 20-110-5014-2, reinforce each rib as follows: (a) Fabricate (per airplane) four angles, P/N 20-110-5014-1201 from 0.051 24STAL sheet, 15 inches long with 0.62 x 0.71 inch leg, and install at top and bottom on outboard side of rib and extending forward from the forward edge of hinge block assembly, P/N 20-110-5112-3 or 20-110-5070-502. 24ST aluminum alloy extrusion, Alcoa Die No. 12883, may be used as an alternate material if desired. Pick up existing rivets in the rib and skin. (b) Fabricate (per airplane) four angles, P/N 20-110-5014-1202 from 0.051 24STAL sheet, 8.80 inches long with 0.62 x 0.71 inch legs and install angles on inboard side of rib at top and bottom, picking up the six bolts in the hinge block assembly P/N 20-110-5112-3 or 20-110-5020-502, and extending forward 8.80 inches from the end of the rib. 24ST aluminum alloy extrusion Alcoa Die No. 12883 may be used as an alternate materialif desired. In addition to picking up the existing rivets, add three additional rivets at top and bottom between the existing rivets through the web of the rib assembly, and add four rivets, both top and bottom through the flange of the rib and leg of the angle. (c) To assemble reinforcement angles called for in parts (a) and (b), the following modifications to the existing structure are necessary: (1) Cut clip, P/N 20-110-5033-1 to clear angles - 1201 and install. (2) Cut angle P/N 20-110-5014-5 to clear angles - 1202 and install. (3) Cut skin, P/N 20-110-5001-66, to clear angles - 1202 and replace rivets. (Army Technical Order 01-25L-103 or Curtiss-Wright Service Information Letters: SBS:ASF:asf-7195, dated October 26, 1946, and its enclosures, cover this same subject.) This supersedes AD 47-51-1.
55-08-04: 55-08-04 PIPER: Applies to Model PA-22 Serial Numbers 22-1621 Through 22-1625, 22-1627, 22-1630, 22-1633, 22-1634, 22-1637. Compliance required as soon as possible but not later than July 1, 1955. The Hypass No. 48P6 ignition filters should be removed from the magnetos and replaced with magneto filter, Piper No. 63149 (Lear) obtainable from the Piper Service Department. It has been found that the Hypass No. 48P6 filters short and ground out the magnetos when subjected to a temperature which has been reported to be equal to the engine accessory temperature after a series of takeoffs have been performed.
55-08-01: 55-08-01 BEECH SAFETY BELT BUCKLES: Applies to All Beech Safety Belt Buckles, P/N 113652. Compliance required as soon as possible but not later than September 1, 1955. Inspect Beech safety buckles by checking the buckle lever attachment pin for snap ring retainers installed at each end. All Beech buckles with buckle lever dowel type attaching pin retainers in lieu of buckle lever attaching pins with snap ring retainers should be retired from service by replacement with the newer improved safety buckle with through pin and snap ring retainers. (Beech Service Bulletin No. OS-55-1 issued January 25, 1955, covers this same subject.)
55-09-01: 55-09-01 BOEING: Applies to all Model 377 aircraft with Hamilton Standard Propellers. To be accomplished as soon as practicable but not later than June 30, 1955. Loss of manual r.p.m. control can occur as a result of tripping of the fast-acting magnetic circuit breaker before the slow-acting fuse is blown on a faulted branch. Improved circuit protective coordination and resultant reliability in the manual control function should be provided by replacing the "Manual" 10-ampere magnetic circuit breaker with a 5-ampere thermal type breaker, and replacing the four 5-ampere fuses in the synchronizer unit with 2 ampere Slo-Blo fuses. (Hamilton Standard Service Bulletin No. 283 dated December 21, 1953, covers this same subject.)
2017-15-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD requires modifying the bleed-air duct and detection system; and revising the maintenance or inspection program, as applicable. This AD was prompted by a report of a possibility that the shrouds of the high pressure bleed air ducts could deteriorate and their maximum permitted leakage rate could be exceeded. We are issuing this AD to address the unsafe condition on these products.
67-03-01: 67-03-01 CESSNA: Amdt. 39-338 Part 39 Federal Register January 14, 1967. Applies to Model 150 Series Airplanes, Serial Numbers 17001 through 15061328, Equipped With Right- Hand Exhaust Gas Cabin Heat Exchanger (Muffler). Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until the exhaust system is modified in accordance with Cessna Service Letter No. 65-72 dated July 27, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. Several cases of exhaust gas cabin heat exchanger cracking have occurred, allowing carbon monoxide to enter the cabin with cabin heat "ON." To minimize the possibility of carbon monoxide contamination of cabin air, accomplish either of the following or an FAA approved equivalent: (a) Inspect right-hand exhaust gas cabin heat exchanger (muffler) for cracks by conducting a pressure test of 1 1/2 p.s.i. in accordance with paragraph 12-93 of Cessna 100 Series Service Manual dated November 1962. Replace cracked exhaust gas cabin heat exchanger before further flight with an exchanger inspected in accordance with this AD and found free of cracks. (b) Conduct a ground test with a carbon monoxide indicator by heading the airplane into the wind, warming the engine on the ground, advancing throttle to full static r.p.m. with cabin heater "ON", and taking carbon monoxide readings of the heated air stream at the cabin heater deflector, P/N 0411824, on the firewall inside the cabin and another reading immediately thereafter in free air 15 feet in front of the propeller, with engine shut down. If carbon monoxide indication in the cabin is greater than in free air, comply with (a) before further flight. This supersedes AD 64-17-03.This directive effective January 14, 1967.
2017-14-12: We are superseding Airworthiness Directive (AD) 2015-22-06 which applied to all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2015-22-06 required revising the After Start Normal Procedures section of the airplane flight manual (AFM) to provide procedures that address latent failures in the spoiler and elevator computer (SEC). This AD requires installing new updated SEC software. This AD was prompted by reports that certain maintenance messages indicated the loss of elevator servo control monitoring performed by SEC 1, SEC 2, or both, during the engine start. We are issuing this AD to address the unsafe condition on these products.
2017-16-02: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. Model A109S helicopters. This AD requires adding limitations to the rotorcraft flight manual (RFM). This AD was prompted by a report of a cabin liner detaching from the helicopter and hitting the main rotor (M/R) blades during flight. The actions of this AD are intended to prevent an unsafe condition on these products.
47-50-03: 47-50-03 PIPER: Applies to J3, J3C Series, J3F Series, J3L Series and J3P. Inspection required after each 100 hours of operation. Inspect the front and rear canvas seat installations and note the condition of canvas, eyelets, and lacing. Any parts showing signs of wear, tearing, fraying or substandard material the failure of which could cause possible interference with the control system should be replaced. Check the tautness of the canvas to insure that position clearance with all parts of the elevator control system exists when the seats are occupied. (Piper Service Bulletin No. 45 covers this same subject.)
2017-15-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the lower skin at the skin lap splice lower fastener row is subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracking in the skin lap splice at the lower fastener row, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
81-07-07: 81-07-07 ISRAEL AIRCRAFT: Amendment 39-5102. Applies to Israel Aircraft Industries Ltd. Westwind Models 1123, 1124, and 1124A (S/N 151 thru 315 except S/N 294, 296, 297, 309, 310, and 314) airplanes, certificated in any category. Compliance is required within the next 100 flight hours after the effective date of this amendment, unless previously accomplished. A. To prevent fire due to overheating of the intercom system, replace the intercom system audio load R-61 resistor with an RH-25 resistor in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with IAI Service Bulletin WW-25 for the Model 1123 and IAI Service Bulletin WW-24-23 for the Models 1124 and 1124A. B. Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a maintenance base for accomplishment of the modification required by this AD. This amendment becomes effective August 5, 1985. It was effective earlier to all recipientsof air mail letter AD 81-07-07, issued March 20, 1981, which contained this amendment.
47-50-06: 47-50-06 PIPER: Applies to All J3C-65 Series Airplanes Incorporating Landing Gear Approved for 1,220 Pounds Maximum Weight and PA-11 Airplane Serial Numbers 11-1 to 11- 352, Inclusive; 11-354 to 11-357, Inclusive; 11-359, 11-361 to 11-369, Inclusive; 11-371 to 11- 375, Inclusive; 11-377 to 11-385, Inclusive; 11-387, 11-396 to 11-402, Inclusive; 11-413, 11-414 and 11-430. Compliance required at the next periodic inspection but not later than March 15, 1948. Inspect the shock struts for cracks at the ends of the stop bolt slots. Damaged struts shall be properly repaired or replaced. To eliminate possible cracking of the shock struts at the ends of the slots, the rubber stop discs, Piper P/N 81232-13, four per airplane, shall be replaced with four leather discs, Piper P/N 81232-30 or may be made from belting leather, 11/16-inch diameter x 3/16-inch thick. (Piper Service Bulletin No. 103 dated September 29, 1947, covers this same subject.)
2017-15-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of undamped main landing gear (MLG) extension in-service. This AD requires replacement of the MLG retraction actuator rod-ends on both MLG assemblies. We are issuing this AD to address the unsafe condition on these products.
2017-15-13: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD requires reducing the life limit of certain landing gear parts and is prompted by a stress analysis. The actions of this AD are intended to address an unsafe condition on these products.
61-21-06: 61-21-06 LOCKHEED: Amdt. 343 Part 507 Federal Register October 4, 1961. Applies to All PV-1 and B-34 Type Aircraft Having Main Landing Gear Lower Drag Struts P/N 112004. Compliance required as indicated. During investigation of a PV-1 main landing gear failure, the main landing gear lower drag strut, P/N 112004, was found to be understrength because it was not in the specified heat-treated condition. As a result of this service experience, the following is required: (a) Within the next 50 hours' time in service from the effective date of this directive unless already accomplished, determine by the Brinell, Rockwell, or an equivalent hardness test method whether or not the struts, P/N 112004, are heat-treated to an ultimate tensile strength of 150,000 to 170,000 p.s.i. If the ultimate tensile strength is less than 150,000 p.s.i., the strut must be replaced with a similar part heat-treated to 150,000 to 170,000 p.s.i. or by a strut, P/N 125715 or equivalent, prior to further flight, except for ferry flight in accordance with the provisions of CAR 1.76. NOTE: Strut, P/N 125715, originally designed for the PV-2 type aircraft is an acceptable alternative for strut, P/N 112004, and a hardness test on this strut is not necessary. If the P/N is missing or obscured, the struts may be identified by the following: The PV-2 strut, P/N 125715, weighs approximately 15.5 pounds and the PV-1 strut, P/N 112004, weighs approximately 10.5 pounds. The PV-2 strut tube has a wall-thickness of 0.25 inch whereas the PV-1 part has a wall- thickness of 0.156 inch. The wall-thickness can be measured by laying a straight edge along the tube and measuring the perpendicular distance between the straight edge and the end fitting. (b) Spare lower drag struts, P/N 112004, must comply with the hardness test and replacement provisions of (a) prior to installation. This directive effective November 3, 1961.
2017-14-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of aileron and rudder control cables that may have tensions that are beyond allowable limits. This AD requires a revision to the maintenance or inspection program to incorporate certification maintenance requirement tasks that introduce functional tests of the control cable tension. We are issuing this AD to address the unsafe condition on these products.
2009-05-03: We are adopting a new airworthiness directive (AD) for certain Boeing Model 727 airplanes. This AD requires among other actions, installing new ground fault interrupter (GFI) relays for the main fuel tanks and the auxiliary fuel tank pumps. This AD also requires revising the FAA-approved maintenance program to incorporate new Airworthiness Limitations for the GFI of the boost pumps and for the uncommanded on system for the auxiliary fuel tank pumps. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an electrical fault in the fuel pump system, which might cause a connector or end cap to burn through and a subsequent fire or explosion inside the fuel pump or wing spar area. We are also issuing this AD to prevent uncommanded operation of the auxiliary fuel tank pumps, which can cause them to run dry. This condition will increase pump temperature and could supply an ignition source to fumes in the fuel tank, which can resultin a consequent fire or explosion.
46-40-01: 46-40-01 FAIRCHILD: (Was Mandatory Note 4 of AD-707-2: 3 of AD-706-1: 3 of AD- 667-2; 4 of AD-600-2; 4 of AD-633-2; 4 of AD-535-2.) Applies to All Model 24 Series Aircraft. To eliminate the possibility of engine failure due to air-lock in the fuel system, the fuel tank selector valve should be placarded immediately to specify that fuel be fed from only one tank at a time. This placard should read: "CAUTION. Operate on One Tank at a Time Only." (Fairchild Service Bulletin No. 44-7-C dated February 10, 1944, covers this same subject.)
79-05-06: 79-05-06 GULFSTREAM AMERICAN (Formerly Grumman American Aviation Corporation): Amendment 39-3423. Applies to Model GA-7 airplanes, certificated in all categories, serial numbers GA-7-0001 through GA-7-0076. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent chafing, and possible leakage, of the main fuel feed line by the propeller control cable behind the firewall in the left hand engine nacelle, accomplish the following: (a) Within the next 25 hours' time in service, after the effective date of this AD, determine the clearance between the main fuel line and the propeller control cable in accordance with Gulfstream American Service Bulletin ME-14, dated December 23, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. (b) If the clearance measured is less than one-half inch, replace the fuel line before further flight.(c) If the clearance measured is one-half inch or greater, replace the fuel line not later than 100 hours' time in service after the effective date of this AD. (d) Equivalent methods of compliance with this AD may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where the needed inspection and work required by this AD can be accomplished. This amendment becomes effective March 9, 1979.
60-26-04: 60-26-04 LOCKHEED: Amdt. 234 Part 507 Federal Register December 14, 1960. Applies to All 188 Aircraft. Compliance required as indicated. Failure of the clamp or flange of the swirl straightener assembly resulted in at least two cases of overheating the nacelle area causing extensive damage to the nacelle. In addition, there have been a number of failures of the retaining clamp and cracks in the flange area of this assembly caused by dynamic loads imposed by the sugar scoop deflection of exhaust gases. The following modifications shall be accomplished to correct the above conditions at the first engine change after December 14, 1960. (a) Remove the present sugar scoop and the lower bellmouth. Install a new lower bellmouth of extended length to mate properly with the engine after removal of the sugar scoop. When this rework has been accomplished, it will be necessary to relocate the fire sensing elements on the structural shroud. (b) Tack-weld the vanes to the clips located on the perimeter of the straightener assembly. (c) Add rubbing strips on the tailpipe shroud door and drill holes in the nacelle cooling duct assembly to cool the bellmouth. (The above items must be accomplished in accordance with Lockheed S/B No. 430, which covers this same subject.) This directive effective December 14, 1960.