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2019-20-03: The FAA is adopting a new airworthiness directive (AD) for various transport airplanes. This AD was prompted by reports of smoke and fumes in the flight deck. This AD requires modification of certain universal serial bus (USB) receptacles located in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.
79-03-03: 79-03-03 CESSNA: Amendment 39-3406. Applies to Model TU206G (S/Ns U20604459, U20604465, U20604473, U20604474, U20604480, U20604482 thru U20604484, U20604486, U20604487, U20604491, U20604493, U20604507, U20604567), Model T207A (S/Ns 20700453, 20700455, 20700456), and Model T210M (S/Ns 21062673, 21062699 thru 21062702, 21062704 thru 21062708, 21062711, 21062712, 21062715, 21062717 thru 21062722, 21062724, 21062726, 21062728 thru 21062730, 21062732, 21062734 thru 21062736, 21062738 thru 21062741, 21062746, 21062747 thru 21062752, 21062766, 21062767, 21062818) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine oil pressure and scavenge pump drive shaft and resulting oil pressure loss caused by turbocharger oil scavenge pump ingestion of failed turbocharger thrust bearing anti-rotation pins, within the next 10 hours' time-in-service after the effective date of this AD, accomplish the following: A) Check the Cessna P/N C295001-0101 (AiResearch P/N 406610-5) turbocharger nameplate to determine if the serial number is HE0101 through HE0160. B) If the serial number on the turbocharger nameplate is not one of those specified in Paragraph A), make an entry in the aircraft maintenance records indicating compliance with this AD and no further action is required. C) If the serial number on the turbocharger nameplate is one of those specified in Paragraph A), replace the turbocharger or replace the turbocharger center housing in accordance with applicable Cessna or AiResearch service instructions. D) Airplanes may be flown in accordance with FAR 21.197 to a location where replacement required by Paragraph C) may be accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on February 12, 1979 to all persons except thoseto whom it has already been made effective by an airmail letter from the FAA dated December 21, 1978.
65-06-02: 65-06-02 AERO PRODUCTS: Amdt. 39-47 Part 39 Federal Register March 13, 1965. Applies to A6441FN-606 Propeller Blades Shipped from Allison before February 19, 1965, That Have Not Been Overhauled. Compliance required as indicated, unless already accomplished. To prevent further blade failures as a result of fatigue cracks in the cuff ring, accomplish the following: (a) Inspect blades with less than 750 hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (b) Inspect blades with 750 or more but less than 1,000 hours' time in service on the effective date of this AD in accordance with (e) prior to the accumulation of 1,200 hours' time in service. (c) Inspect blades with 1,000 or more but less than 1,600 hours' time in service on the effective date of this AD in accordance with (e) within the next 200 hours' time in service. (d) Inspect blades with 1,600 or more hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (e) Remove the spinner assembly, fairing assemblies, blade deicing slip ring assembly and attaching parts from the blade, and clean the blade surface in the cuff ring area in accordance with Allison Commercial Service Letter No. 168 dated March 1, 1965. Inspect the cuff ring area for cracks by fluorescent or nonfluorescent magnetic particle process in accordance with Allison Commercial Service Letter No. 168, or by an equivalent method approved by the Engineering and Manufacturing Branch, FAA Central Region. (f) Remove cracked blades from service and report immediately by telephone or telegram to the Chief, Engineering and Manufacturing Branch, FAA Central Region, Kansas City, Missouri. NOTE: During the inspection required by this AD, particular attention should be given to the cuff ring fillets. This directive effective March 13, 1965.
2019-19-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Airbus SAS Model A310 series airplanes. This AD was prompted by a report indicating that the trimmable horizontal stabilizer (THS) actuator ball nut trunnion lower attachment was missing parts. This AD requires a one-time detailed inspection of the THS actuator right-hand spherical bearing and retaining parts (bolt, tab washer, and end cap) for correct installation of the retaining parts and correct bolt position, and applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
80-07-06: 80-07-06 BEECH: Amendment 39-3730. Applies to Model 76 (Serial Numbers ME-1 through ME-252, ME-254, ME-256 through ME-261, ME-263 through ME-267, ME-269 through ME- 274, ME-279, ME-283, ME-284, ME-286, ME-288 through ME-295, ME-297, ME-299, ME-300, ME-302 through ME-307, ME-309, ME-311 through ME-313, ME-315 and ME-316) and Model 77 (Serial Numbers WA-1 through WA-76) airplanes certified in all categories. COMPLIANCE: Required as indicated unless already accomplished. To prevent a possible unbalanced rudder condition that could induce flutter, accomplish the following: A) Prior to further flight, fabricate and install a temporary placard in plain view of the pilot which reads as follows: "BEFORE EACH FLIGHT CHECK RUDDER AND RUDDER TRIM TAB (IF INSTALLED) FOR TRAPPED WATER BY: (1) MOVING RUDDER RAPIDLY USING RUDDER PEDALS AND HAVING A SECOND PERSON LISTEN FOR SOUND OF WATER (IF AMBIENT TEMPERATURE IS LESS THAN 32 DEGREES FAHRENHEIT MOVE AIRPLANE TO HEATED HANGER UNTIL ANY POSSIBLE WATER ACCUMULATION HAS MELTED) (2) DO NOT OPERATE AIRCRAFT UNTIL TRAPPED WATER IS REMOVED" and comply with the instructions in said placard. B) Within the next 25 hours time-in-service, (1) incorporate additional drainage in the rudder and rudder trim tab (if installed) by drilling new drain holes and (2) seal gaps in the top of the rudder and trim tab (if installed), all in accordance with Beechcraft Service Instructions No. 1116. C) When Paragraph B) has been accomplished, Paragraph A) is no longer applicable. D) The airplane may be flown in accordance with FAR 21.197 to a location where Paragraph B) can be accomplished, provided there is no trapped water in the rudder and trim tab (if installed). E) Any equivalent method of compliance with this letter must be approved by the Chief, Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209.This amendment becomes effective on April 3, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated March 12, 1980.
62-21-01: 62-21-01 CANADAIR: Amdt. 488 Part 507 Federal Register September 27, 1962. Applies to all Model CL-44D4 aircraft equipped with Rolls Royce Tyne Engines. Compliance required within the next 350 hours' time in service after the effective date of this AD. To preclude bearing failure resulting from sludge deposited in oil ways which feed the high pressure turbine bearing, accomplish the following: (a) Install high pressure turbine bearing scavenge oil temperature indicating system in accordance with Rolls Royce Modification 959 (Service Bulletin Ty72-384) and Canadair Service Information Circular No. 216-CL44D4. (b) If the oil flow through the scavenge line has not been checked within 100 hours prior to the installation of the temperature indicating system specified in (a), check the oil flow in accordance with the procedures outlined in Sections 2A and 2B of Rolls Royce Alert Service Bulletin No. A-Ty79-15 at the time the temperature indicating system is installed.(c) Appropriate changes to the airplane flight manual shall be made covering the applicable provisions of Section 2D of Service Bulletin A-Ty79-15 regarding feathering of an engine if the turbine bearing scavenge oil corrected temperature exceeds 180 degrees C. during cruise. (d) When the oil temperature indicating system is installed per paragraph (a) the inspections required in AD 62-9-2 as amended, may be discontinued. This directive effective October 29, 1962.
2019-18-09: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes; and Model C-130A, HP-C-130A, EC-130Q, and C-130B airplanes. This AD requires a visual inspection of the center wing upper and lower rainbow fittings for cracks, an eddy current inspection of the center wing lower rainbow fittings for cracks, and replacement if necessary. This AD was prompted by reports of cracked inner tangs of the center wing lower rainbow fittings. The FAA is issuing this AD to address the unsafe condition on these products.
2019-16-07: The FAA is superseding Airworthiness Directive (AD) 2016-12- 09, which applied to certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2016-12-09 requirements included removing existing and installing new fasteners, inspecting for and, if necessary, repairing cracking. This new AD requires repetitive inspections of the fastener holes at a certain frame and applicable on-condition actions, and, for certain airplanes, requires a modification, as specified in European Union Aviation Safety Agency (EASA) ADs, which are incorporated by reference. Also as specified in the EASA ADs, this AD also provide an optional terminating action for certain airplanes, which terminates the inspections. This AD was prompted by reports that cracks were found on an adjacent hole of certain frames of the center wing box (CWB) and a determination that the compliance time specified in AD 2016-12-09 for the modification of the insideCWB must be revised. The FAA is issuing this AD to address the unsafe condition on these products.
87-08-05: 87-08-05 BEECH: Amendment 39-5598. Applies to Model A36TC (Serial Numbers EA-1 through EA-241, and EA-243 through EA-272) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To reduce the possibility of engine flooding caused by inadvertent pilot action, accomplish the following: (a) Modify the fuel system as described in Beechcraft Mandatory Service Bulletin No. 2033, dated August 1985. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 14, 1987.
2019-17-02: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, and EC135T3 helicopters. This AD requires inspecting certain part-numbered actuators for corrosion, and removing them from service as necessary. This AD also requires reporting certain information to Airbus Helicopters. This AD is prompted by a hard landing of a helicopter and discovery of a ruptured and displaced tie bar inside the piston of the longitudinal single-axis actuator of the main rotor actuator (MRA). The actions of this AD are intended to address an unsafe condition on these products.
83-24-11 R1: 83-24-11 R1 MCCAULEY ACCESSORY DIVISION: Amendment 39-4768 as amended by Amendment 39-5240. Applies to certain McCauley Model 2A34C66/90AT-2, E2A34C73/90AT- 8, and 2A36C23/84B-0 constant speed propellers with specific serial numbers listed in McCauley Service Bulletin No. 151A dated December 6, 1985, or FAA approved equivalent, installed on, but not limited to, Cessna 180, 180A through 180J, Cessna 188, 188A, and 188B, Cessna P206, P206A through P206E, Cessna 210E through 210L, and Beech 33, 35, and 36 series aircraft certificated in any category. Compliance is required as indicated unless already accomplished. To prevent propeller blade failure, accomplish the following: 1. For propellers with 400 or more hours time in service since new, disassemble the propeller and inspect the retention threads on the blades and ferrules in accordance with McCauley Service Bulletin 151A dated December 6, 1985, within the next 25 hours time in service or within the next 30 days after the effective date of this AD, whichever occurs earlier. 2. For propellers with less than 400 hours time in service since new, disassemble the propeller and inspect the retention threads on the blades and ferrules in accordance with McCauley Service Bulletin 151A dated December 6, 1985, prior to accumulating 425 hours time in service. 3. If no scratch(es) or unairworthy conditions are observed, the blade retention threads must be dye penetrant inspected to confirm visual observations, before return to service. 4. Blades showing evidence of scratch(es) within the first four outboard threads or other unairworthy condition(s) must be replaced with an airworthy blade. Blades showing evidence of scratch(es) from the fifth thread and inboard, must be repaired before returning blade to service. Ferrules showing evidence of sharp edges on the threads must be repaired and replated in accordance with McCauley Service Bulletin 151A dated December 6, 1985, before returning to service. 5. A special flight permit may be issued in accordance with Federal Aviation Regulations 21.197 to operate the aircraft to a base where the AD can be accomplished. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. McCauley Service Bulletin No. 151A dated December 6, 1985, 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 to McCauley Accessory Division, Cessna Aircraft Company, 3535 McCauley Drive, P.O. Box 430, Vandalia, Ohio 45377. This document also may be examined at the Office of the Regional Counsel, FAA, Attn: Rules Docket No. 83-ANE-27, 12 New England Executive Park, Burlington,Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. Amendment 39-4768 became effective December 23, 1983. This Amendment 39-5240 becomes effective on March 12, 1986.
79-15-02: 79-15-02 AVCO LYCOMING: Amendment 39-3516. Applies to Avco Lycoming O-360-A1G6D engines with Serial Numbers prior to L-26456-36A except L-23465-36A, L-23783-36A, L-23865-36A, L-24278-36A, L-25075-36A, L-25129-36A, L-25131-36A, L-25998-36A, L-26069-36A through L-26071-36A, L-26073-36A through L-26076-36A, L-26123-36A through L-26128-36A, L-26130-36A, L-26131-36A, L-26139-36A, L-26205-36A through L-26207-36A, L-26236-36A through L-26242-36A, L-26278-36A, L-26281-36A through L-26283-36A, and to the Avco Lycoming LO-360-A1G6D engines with Serial Numbers prior to L-296-71A except L-102-71A, L-107-71A, L-109-71A, L-113-71A, L-158-71A, L-171-71A, L-237-71A, L-246-71A, L-250- 71A, L-255-71A, L-256-71A, L-259-71A through L-273-71A, L-275-71A through L-282-71A, L-284-71A through L-286-71A, L-289-71A. Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent inflight power loss due to loosening of the internal economizer channel plug in the Model HA-6 carburetor, remove the P/N 80-150 plug and replace with P/N 80-364 plug in accordance with Avco Lycoming Service Bulletin No. 434 or FAA approved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. 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 specified in this AD. Note. Marvel-Schebler/Tillotson Service Bulletin A1-79 and Beechcraft Service Instructions No. 1045 also pertains to this subject. This amendment is effective July 20, 1979.
2019-16-14: The FAA is superseding airworthiness directive (AD) 2018-25-01 for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan model engines. AD 2018-25-01 required initial and repetitive inspections of the intermediate-pressure compressor (IPC) stage 1 rotor (R1) blades, IPC stage 2 rotor (R2) blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD retains those inspections, revises certain reinspection intervals, and adds certain engine models to the applicability. This AD was prompted by a determination by the manufacturer of the need to revise inspection intervals for certain affected engines. In addition, the FAA added recently validated additional engine models to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
82-20-51: 82-20-51 AVCO LYCOMING: Telegram issued September 22, 1982. The following AD is issued and applicable to Avco Lycoming Model LTP101-600 and LTP101-600A turboprop engines (all serial numbers), Model LTP101-600A-1A turboprop engines prior to S/N 50095, and Model LTP101-700A-1A turboprop engines prior to S/N 51009. Within the next 25 hours time in service after receipt of this telegraphic AD unless already accomplished, remove the N2 accessory idler gear assembly in accordance with the accomplishment instructions contained in Avco Lycoming Service Bulletin Numbers LTP101A-72-0021 Rev. 1 and LTP101-72-0025 Rev. 1. This assembly is shown as Item 147 in Figure 2, Section 72-00-00, of Lycoming Maintenance Manual No. LTP101-2 and as Items 770, 750, 785, 775, 765, 760, and 755 in Figure 1, Section 72-60-00, of Lycoming Illustrated Parts Catalog Number LTP101-4. Replace with Avco Lycoming Kit P/N TLW-18823 in accordance with the accomplishment instructions contained in Avco Lycoming Service Bulletin Numbers LTP101A-72-0021 Rev. 1 and LTP101-72-0025 Rev. 1. The manufacturer's procedures identified and described in this directive are available upon request to Avco Lycoming, Williamsport, Pennsylvania. These documents may also be examined at FAA New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained by the FAA at the New England Region Headquarters, Burlington, Massachusetts. This directive is effective immediately upon receipt of this telegram.
60-19-01: 60-19-01 SIKORSKY: Amdt. 199 Part 507 Federal Register September 10, 1960. Applies to All S-52-3 Helicopters. Compliance required as indicated. As a result of further investigation of the service history of the HO5S-1 (S-52-3) helicopters, the following retirement, replacement and inspection schedules must be accomplished at the times indicated: (a) Effective immediately the following components must be retired from service at the hours of time in service indicated: P/N S11-10-2200 Main Rotor Blade Assembly -1,100 hours. P/N S11-15-1100 Tail Rotor Blades - 1,700 hours. (b) Effective October 14, 1960, the following components must be replaced with the redesigned components indicated, if not already accomplished: P/N S11-35-2006, Clutch Spindle, replace with P/N S11-35-2009. P/N S11-35-2013, Clutch Spring, replace with P/N S11-35-2013-1. P/N S11-35-2019, Free Wheel Unit Spring, replace with P/N S11-35- 2019-1. P/N 13273, Bolt, Engine Fan, replacewith AN 76-10 Bolt. (c) Effective October 14, 1960, the following shall be accomplished at the times indicated: (1) The torque of the AN 76-10 bolts in the engine fan must be checked every 30 hours' time in service and retorqued if necessary to a minimum value of 370 inch- pounds. Bolts found with less than 300 inch-pounds torque must be replaced with new bolts. (Sikorsky Service Information Circular 1135-22 covers this subject.) (2) Within the next 30 hours' time in service and every 30 hours' time in service thereafter, inspect the DSP4 bearing in the rotating scissors in accordance with Sikorsky Service Information Circular 1110-46 and replace bearing every 100 hours' time in service with new bearing. When DSP4 bearing is replaced by DSRP4 bearing, the DSP4 inspection and replacement schedule no longer applies. (3) Within the next 30 hours' time in service and every 30 hours' time in service thereafter, inspect the DSP4 bearing in the damper arm in accordance withSikorsky Service Information Circular 1110-46 and replace bearing every 300 hours' time in service with new bearing. When DSP4 bearing is replaced by DSRP4 bearing, the DSP4 inspection and replacement schedule no longer applies. This supersedes AD 60-04-06.
2019-14-12: The FAA is adopting an airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD requires a maintenance records check to determine if any main slat track assembly has been removed, an inspection of the main slat track assemblies for a suspect lot number or a lot number that cannot be determined, and applicable on-condition actions. This AD was prompted by a report that certain main slat track assemblies were manufactured incorrectly and are affected by hydrogen embrittlement. The FAA is issuing this AD to address the unsafe condition on these products.
82-09-53: 82-09-53 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4434. Applies to Model 222 helicopters certificated in all categories that are equipped with swashplate drive links, Part No. 222-010-460-101. (Airworthiness Docket No. 82-ASW-24.) Compliance required as indicated, unless already accomplished. To prevent possible link failure due to excessive bearing wear in the main rotor swashplate drive links and possible link cracks, accomplish the following installation. Before further flight, after the effective date of this AD, install swashplate drive links, Part No. 222-011-416 or 222-018-034 in place of swashplate drive links 222-010-460-101 as prescribed in Bell Helicopter Textron, Inc. Technical Bulletin 222-81-41, dated September 1, 1981, or by an equivalent procedure approved by Chief, Aircraft Certification Division, Federal Aviation Administration, Southwest Region. This AD supersedes and cancels AD No. T82-09-52. This amendment becomes effective August 19, 1982, to all persons except those to whom it was made immediately effective by telegraphic AD T82-09-53 issued April 27, 1982, which contained this amendment.
2019-13-03: The FAA is adopting a new airworthiness directive (AD) for certain Trig Avionics Limited TT31, Avidyne Corporation AXP340, and BendixKing/Honeywell International KT74 Mode S transponders. This AD was prompted by the discovery that the retaining cam that engages in the mounting tray may not withstand g-forces experienced during an emergency landing. This AD requires one-time inspection of the transponder installation and, depending on the findings, removal of the affected transponder for modification. The FAA is issuing this AD to address the unsafe condition on these products.
83-14-10: 83-14-10 CANADAIR: Amendment 39-4688. Applies to Model CL-600-1A11 airplanes certificated in all categories. To prevent decompression of the aircraft, within the next 100 hours time in service after the effective date of this AD, accomplish the following, unless previously accomplished: A. For airplanes with serial numbers listed in Canadair Service Bulletin 600-0147, Revision 2, dated September 24, 1982, modify and inspect the windshield and side window glazing in accordance with the Accomplishment Instructions of this service bulletin. B. If cracks are detected replace the affected glazing prior to further flight except as noted in paragraph E. below. C. For airplanes with serial numbers listed in Canadair Service Bulletin 600-0225, Revision 1, dated September 24, 1982, modify in accordance with the Accomplishment Instructions of this service bulletin. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by theManager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective July 28, 1983.
2019-12-04: The FAA is superseding Airworthiness Directive (AD) 2018-19- 18, which applied to certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4- 605R Variant F airplanes; and Model A300 F4-605R airplanes. AD 2018-19- 18 required, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. This new AD retains those actions, expands the applicability, and, for certain airplanes, requires repetitive inspections for cracking of certain holes of the center wing box (CWB) lower angle fittings and the CWB lower panel, and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of a certain frame (FR) angle fitting. The FAA is issuing this AD to address the unsafe condition on these products.
84-01-01: 84-01-01 GENERAL ELECTRIC COMPANY: Amendment 39-4790. Applies to CF6-45 and CF6-50 series model turbofan engines. Unless already accomplished, to preclude the possibility of uncontained titanium fires, replace as follows prior to June 1, 1984: (a) Compressor stator assembly, including the compressor case, and stage 6 vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-549. (b) Compressor inlet stator vanes and stage 1 and 2 stator vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-550. (c) Compressor blades, stages 3 through 9, and the stage 3-9 spool in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-551. The 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 receivedthese documents from the manufacturer may obtain copies upon request from the General Electric Company, Neumann Way, Cincinnati, Ohio 45215. These documents may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts. A historical file on this AD is maintained by the FAA, New England Region Office, Burlington, Massachusetts. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Engine Certification Branch, FAA, New England Region, may adjust the compliance date(s) specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective on February 10, 1984.
2019-08-51: The FAA is adopting a new airworthiness directive (AD) for all Cirrus Design Corporation (Cirrus) Model SF50 airplanes. This AD was sent previously as an emergency AD to all known U.S. owners and operators of [[Page 27933]] these airplanes. This AD requires replacing the angle of attack (AOA) sensors with improved AOA sensors. This AD was prompted by three incidents on Cirrus Model SF50 airplanes of the stall warning and protection system (SWPS) or Electronic Stability & Protection (ESP) System engaging when not appropriate. The FAA is issuing this AD to address the unsafe condition on these products.
63-11-02: 63-11-02 GENERAL DYNAMICS/CONVAIR: Amdt. 567 Part 507 Federal Register May 15, 1963. Applies to All Models 340 and 440 Aircraft Incorporating a Menasco Main Landing Gear Torque Arm Apex Bolt (Menasco P/N 528076) That Has a 0.67 Inch Fillet Relief Diameter. Compliance required as indicated. As a result of cracking in the fillet relief diameter and complete failures of the Menasco main landing gear torque arm apex bolt (Menasco P/N 528076) that has a 0.67 inch fillet relief diameter, the following shall be accomplished: (a) Within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 300 hours' time in service, and thereafter at periods not to exceed 550 hours' time in service from the last inspection, inspect the bolt by a dye penetrant method or an FAA approved equivalent method. Replace a cracked bolt with an uncracked apex bolt (Menasco P/N 528076) before further flight and continue the repetitive inspection. (b) The inspections specified in (a) may be discontinued when a redesigned bolt (Menasco P/N 528076) that has a 0.79 inch fillet relief diameter is installed. All of the redesigned bolts that are installed shall have an "R" stamped on one end. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. NOTE: An apex bolt of improved design was made available by Menasco in 1957 for operational use and spares. The redesigned bolt and the original bolt bear the same part number, but differ in fillet relief diameter. The original apex bolt has 0.67 inch fillet diameter and the redesigned apex bolt a 0.79 inch fillet relief diameter. (GeneralDynamics/Convair Service Engineering Report 6820-340-46/440-46 dated August 28, 1962, covers this same subject.) This directive effective June 14, 1963.
64-05-06: 64-05-06 UNIVERSAL: Amdt. 690 Part 507 Federal Register February 27, 1964. Applies to All Model (Globe) GC-1B Aircraft and Their Conversions With Standard Engine Mount P/N 11-710-2520. Compliance required as indicated. There have been instances of failure through internal corrosion of the upper left and right hand members of the engine mount assembly, the point of failure being just above the weld junction with the horizontal members of the engine mount. To preclude the possibility of further failures, which could result in the loss of the engine, accomplish the following inspection within 30 days from the effective date of this AD and thereafter at every periodic (annual) inspection. (a) Examine the engine mount members for evidence of rust and/or "pin holing" by probing with an ice pick or an equivalent tool. (b) If the tubular member appears solid from the inspection described in (a), remove the upper drive screw present in most engine mount legs, or drill a No. 37 size hole at this upper end of the engine mount member. Drill another No. 37 hole at the lower end of the member and check for the presence of rust, water or deterioration. (c) Replace any engine mount member that has been found to be damaged from internal corrosion by welding in a new member of 7/8 x 0.035 inch 4130 steel heat treated to 85,000 p.s.i. yield. Drill No. 37 holes in each end of this new member. Fill any new or existing member with Lionoil (or equivalent slushing compound) and then drain. The No. 37 holes can be used for this purpose. After the slushing compound has been drained out of the member, plug the holes with drive screws, AN 535-4-3. NOTE: No exact method exists in the field for measuring the wall thickness remaining at the lower end of the tube, or of determining the exact amount of wall deterioration through rusting, but a close visual inspection of the drilled hole coupled with the condition encountered (i.e., obvious presence of water or rust)will allow a reasonable judgment of the general condition. For example, after the hole is drilled, the presence of a heavy colloidal solution of rust in water would indicate the probability of serious deterioration. An air nozzle may be applied at the upper hole to facilitate the expelling of any moisture that may be present. (Universal Aircraft Industries Customer Service Bulletin No. 38 covers this same subject.) This directive effective February 27, 1964.
64-03-02: 64-03-02\tBOEING: Amdt. 681 Part 507 Federal Register February 7, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletins Nos. 1964 and 1964A. \n\n\tAs a result of recently discovered cracking in the wing structure accomplish the following inspection external to the wing fuel tanks: \n\n\t(a)\tOn all Models 707-300 and -400 Series aircraft, visually inspect the left and right wing upper rear spar chord for evidence of cracking of the vertical leg of the chord member in the vicinity of wing Station 208. \n\n\t(b)\tOn all Models 707 and 720 Series aircraft, visually inspect the left and right wing upper and lower front spar chord for evidence of longitudinal cracking of the vertical leg adjacent to the fillet between the vertical and horizontal legs of the chord in the vicinity of Wing Station 727 outboard to the production splice station. \n\n\t(c)\tRepair any cracked chord member before further flight, in accordance with technical data approved by the Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(Boeing Alert Service Bulletins Nos. 1964 and 1964A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 24, 1964.