Results
59-13-02: 59-13-02 PIPER: Applies to Models PA-24 and PA-24 "250" Aircraft Serial Numbers 24-1 to 24-978 Inclusive and 24-980. Compliance required within the next 100 hours of operation or by October 1, 1959, whichever occurs first. Service experience indicates that cracks have developed in the aileron balance weight attachment bulkheads. These bulkheads are riveted to the front spar of the aileron and are the supports to which the balance weight arm is attached. To reduce the probability of failure of the aileron balance weight arm attachment install reinforced bulkheads on both ailerons except on Serial Number 24-980 replace the balance weight attachment bulkhead on right aileron only. (Piper Service Bulletin No. 173 also covers this subject and states "Service Kit, Part Number 734-233, is available from your nearest Piper distributor or dealer free of charge if the airframe serial number is included on the purchase order.")
79-19-01 R2: 79-19-01 R2 BOEING: Amendment 39-3556 as amended by Amendment 39-4087 is further amended by Amendment 39-4486. Applies to all Boeing 720/720B, 707-300, 707-400, 707- 300B, and 707-300C series airplanes. \n\tA.\tAfter the effective date of this amendment, perform a low frequency eddy current inspection for cracks in the wing lower surface splice stringers in accordance with Boeing Service Bulletin 3226, Rev. 5, dated November 15, 1981, or later FAA approved revisions, or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Inspections are to be made at the threshold times, within the prescribed initial interval and at repetitive intervals shown below: \n\tAt the inboard nacelle strut drag brace, the affected lower skin area covered by the fairing may be visually inspected for cracks and evidence of fuel leakage. If crack indications are noted in stringers, or skin cracks or fuel leakage are found at the diagonal brace fairing area, tank entry and inspection by high frequency eddy current of the wing splice stringers is required. \n\n\nAirplane\nThreshold\nInitial Inspection within\n\nRepetitive Interval \n\n\n\nunless accomplished \nwithin the last \n\n720/720B\n14,000 ldgs\n715 ldgs\n715 ldgs\n1,430 ldgs\n707-300/400\n21,000 ldgs\n1,675 ldgs\n1,675 ldgs\n3,350 ldgs\n707-300B\n19,000 ldgs\n1,425 ldgs\n1,425 ldgs\n2,850 ldgs\n707-300C\n17,000 ldgs\n725 ldgs\t\n725 ldgs\n1,450 ldgs \n707-300C\n\n17,000 ldgs\n1,425 ldgs\n1,425 ldgs\n2,850 ldgs \n\n(passenger only) \n\n\n\n\n\t\t\t\t\t\t\t\t\t\t \n\tB.\tIf cracks are found, repair prior to further revenue flight in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\tC.\tFor the purpose of complying with this AD and subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's time-in-service by the operator's fleet average from takeoffto landing for the airplane type. \n\tD.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the inspection interval if the request contains substantiating data to justify the increase for that operator. \n\tE.\tAirplanes with cracked splice stringers may be flown in accordance with FAR 21.197 to a base where repairs can be performed. \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-3556 became effective September 18, 1979. \n\tAmendment 39-4087 became effective May 17, 1981. \n\tThis Amendment 39-4486 becomes effective November 15, 1982.
2017-19-19: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84, turbofan engines. This AD requires replacement of the low-pressure compressor (LPC) case support inboard pins. This AD was prompted by LPC case support inboard pins that may have reduced integrity due to incorrect heat treatment. We are issuing this AD to correct the unsafe condition on these products.
78-24-06 R1: 78-24-06 R1 BELL: Amendment 39-3358 as amended by Amendment 39-4032. Applies to Bell Models 206L and 206L-1 helicopters, certificated in all categories (Airworthiness Docket No. 78-ASW-53). Compliance required as indicated, unless previously accomplished. To prevent possible failure of the horizontal stabilizer, P/N 206-023-119, all dash numbers, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, modify the left and right upper stabilizer supports, P/N 206-023-100-009 and -010, respectively, in accordance with Bell Helicopter Textron Service Bulletin 206L-78-3 dated October 23, 1978, or Bell Helicopter Textron Alert Service Bulletin 206L-80-16 dated November 17, 1980, or FAA approved equivalent, so that the critical area can be checked. (b) Before the first flight of each day after compliance with paragraph (a), visually check the stabilizer skin area exposed by the cutouts, in the upper stabilizer supports, forcracks. (1) If a crack is found, remove and replace the horizontal stabilizer before further flight. (2) If no cracks are found, continue the repetitive check specified above. (c) The checks required by this AD may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the aircraft's permanent maintenance record, see FAR 91.173. 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 received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. Amendment 39-3358 became effective December 5, 1978. This amendment 39-4032 becomes effective May 11, 1981.
2017-19-26: We are superseding Airworthiness Directive (AD) 2008-12-04, which applied to certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. AD 2008-12-04 required various repetitive inspections to detect cracks along the chem-milled steps of the fuselage skin, and to detect missing or loose fasteners in the area of a certain preventive modification or repairs; replacement of the time-limited repair with a permanent repair, if applicable; and applicable corrective actions which would end certain repetitive inspections. This AD reduces the post-modification inspection compliance times, limits installation of the preventive modification to airplanes with fewer than 30,000 total flight cycles, and adds repetitive inspections for modified airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) that indicated that the upper skin panel at the chem-milled step above the lap joint is subject to widespread fatigue damage (WFD) if themodification was installed after 30,000 total flight cycles. We are issuing this AD to address the unsafe condition on these products.
58-22-03: 58-22-03 PIPER: Applies to All Model PA-23 Aircraft Equipped With Goodrich G-3-787 Main Wheel Assemblies. Compliance required as indicated. Failures of the Goodrich G-3-787 wheel assembly are being reported. These wheels may be continued in service subject to inspection as specified below, or replaced with Goodrich G-3-880 wheel assembly or Cleveland Aircraft Products wheel assembly Model 3060 or 3080A and brake assembly Model 3000-500 or another equivalent approved type wheel and brake combination. 1. Remove wheels and tires and inspect wheels at each one hundred hours of operation or at each tire change, whichever occurs first. 2. Inspect the flange area of both wheel halves by means of Dy-Check or Zyglo, whichever is available. Cracks may appear on either the inside or outside surface of the flange. 3. If cracks are present in the flange area, remove the defective wheel half from service and replace as indicated above. 4. To detect possible flange failures during preflight inspection, look for outward deformation of flanges. A wheel with a flange failure will appear to wobble when rotated. (Goodrich Service Bulletin No. 102, dated July 25, 1956, and Piper Service Letter No. 291, dated June 5, 1957, covers this same subject.)
60-21-02: 60-21-02 LOCKHEED: Amdt. 207 Part 507 Federal Register October 7, 1960. Applies to All Model 18 Aircraft Which Have Been Converted to the "Learstar" Configuration. Compliance required as indicated. Flight tests have disclosed that excessive temperature stratification at the carburetor air screen exists during operation with partial carburetor air preheat. This stratification results in erroneous readings on the cockpit carburetor air temperature gage and may, under icing conditions, cause ice formation on the cold portions of the air screen and in the carburetor. While full preheat is available if needed for ice elimination, only partial preheat should be used for continuous operation under certain temperature conditions in order to avoid exceeding the engine manufacturer's carburetor air temperature limit of 38 degrees C. The following action is required: (a) Effective November 15, 1960, Learstar aircraft shall be restricted against operation in known icing conditions until modifications to the air preheat system covered in paragraph (b) are accomplished. The following placard shall be posted in full view of the pilot: "OPERATION INTO KNOWN ICING CONDITIONS PROHIBITED." The limitations section of the FAA approved Airplane Flight Manual is hereby amended to incorporate this limitation. (b) The operating restriction into known icing conditions shall continue until modifications are accomplished to the carburetor air preheat system which will result in conservative C.A.T. indications for the prevention of ice formation on the carburetor screen and engine induction system at all preheat positions. Such modifications shall also permit operation with preheat under varying power and ambient temperature conditions without resulting in excessive C.A.T. A satisfactory modification to meet the requirements is covered in FAA approved PacAero Engineering Corporation Service Bulletin No. 14, dated August 26, 1960. An FAA approved airplane flight manualrevision setting forth recommended procedures for safe operation of the system will be supplied by Pac Aero with the modification kit. Any deviations from the modifications or procedures set forth in the service bulletin and airplane flight manual revision must be approved by FAA, Region Four, Engineering and Manufacturing Branch, Los Angeles, California. (c) Upon compliance with paragraph (b), the operating restriction set forth in paragraph (a) is cancelled.
79-17-01: 79-17-01 ROCKWELL INTERNATIONAL: Amendment 39-3525. Applies to Rockwell NA-265-60 airplanes which have been modified by Raisbeck Group Supplemental Type Certificate SA687NW. To prevent flutter caused by the accumulation of undrained water in the elevators, accomplish the following, unless already accomplished, within 30 days or 30 flight hours, whichever occurs first: A. Modify the elevators to provide water drainage provisions in accordance with Raisbeck Service Bulletin No. 8, dated July 13, 1979, or later FAA approved revisions. B. Using the procedure specified in Raisbeck Service Bulletin No. 8, dated July 13, 1979, or later FAA approved revisions, determine the static balance of the elevators and if required, rebalance them in accordance with instructions in that service bulletin. C. Equivalent modifications may be approved by the Chief, Engineering and Manufacturing Branch, Northwest Region. 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 received these documents from the manufacturer, may obtain copies upon request to The Raisbeck Group, 7777 Perimeter Road South, Boeing Field International, Seattle, Washington 98108. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective August 15, 1979.
2017-19-17: We are superseding Airworthiness Directive (AD) 2016-17-02, which applied to certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. AD 2016-17-02 required revising the airplane flight manual (AFM) to include procedures to follow when an airplane is operating in icing conditions. AD 2016-17-02 also provided optional actions after which the AFM revision may be removed from the AFM. Since we issued AD 2016-17-02, we have determined additional actions are necessary to address the identified unsafe condition. This new AD retains the requirement of AD 2016-17-02, and also requires a detailed inspection of the wing anti-ice system ducting (anti-ice pipes) for the presence of a diaphragm, and replacement of ducting or re- identification of the ducting part marking. We are issuing this AD to address the unsafe condition on these products.
58-01-06: 58-01-06 PIPER: Applies to Model PA-23 Aircraft, Serial Numbers 23-1 to 23-1219 Inclusive. Compliance required as indicated. Due to the installation of the front stabilizer-to-fuselage attachment fitting P/N 17093-00, on additional aircraft to those covered by AD 57-13-09 and since special inspections are not required when the redesigned fitting P/N 17093-03 is installed, this supersedes the portions of AD 57-13-09 concerning this fitting and revision issued on Card No. 57-22. Inspect visually for cracks, the front stabilizer fitting, P/N 17093-00 every 100 hours until replaced with the redesigned fitting P/N 17093-03. Fittings found cracked must be replaced. (Piper Service Bulletin No. 160 dated October 7, 1957, covers the same subject.)