Results
2005-14-11: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller, Inc., McCauley Propeller Systems, and Sensenich Propeller Manufacturing Company, Inc. propellers. This AD requires maintenance actions amounting to an overhaul of the affected propellers. This AD results from the investigation of a failed propeller blade and subsequent inspections of various propeller models returned to service by Southern California Propeller Service, of Inglewood, CA. We are issuing this AD to prevent blade failure that could result in separation of a propeller blade and loss of control of the airplane.
47-35-01: 47-35-01\tSIKORSKY: (Was Mandatory Note 1 of AD-7L-1.) Applies to Model R4-B Helicopter Serial Numbers 43-46500 to 43-46502 and 43-46504 to 43-46539 Inclusive. \n\nCompliance required before November 15, 1947. \n\nTo reduce the possibility of loss of flight control due to failure of the main rotor links from lack of lubrication, the links should be reworked in accordance with the following instructions. This change involves the removal and inspection of main rotor link, P/N VS 36181 and machining of oil grooves. \n\n1.\tStrip paint from the subject links with a paint remover or lacquer thinner, Specification No. AN-TT-T-256 or equivalent. Do not use scraper or wire brush on links, because small cracks may be filled in and covered. \n\n2.\tVisually inspect main rotor links, P/N VS 36181 by one of the following methods for cracks around link pin hole and longitudinally along what was the flash line in original forging. (See Figure 1.) If cracks are present, links should be scrapped.AD 47-35-01 \n\n(a)\tVisual inspection after re-anodizing; or \n\n(b)\tBy caustic etching; or \n\n(c)\tBy an approved fluorescent-black light method. \n\n3.\tMachine oil grooves. (See Figure 1.) \n\n4.\tRemove burrs and clean after machining. \n\n5.\tInspect the two bearings removed from each of the three subject links. \n\n(a)\tIf bearings removed are P/N AT-16, replace with P/N AT-16-OH bearings on assembly. (Bearing AT-16-OH is an AT-16 bearing with an oil hole added to its outer race.) \n\n(b)\tIf bearings removed are P/N AT-16-OH and retainer washers are damaged or show evidence of foreign matter, they are to be replaced. \n\n(Sikorsky Service Bulletin R-4B No. 10 and Army T. O. 01-230HA-15 also cover this same subject.)
2005-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires applying an anti-static conductive coating to the fuel access and thermal anti-icing blowout doors at the location of the bonding fasteners on the leading edge of the wings, and performing a resistance test on the new coating to ensure correct ground path resistance. This AD is prompted by a report that an anti-static coating was not applied correctly on doors located within a flammable fluid leakage zone. We are issuing this AD to prevent an uncontrollable fire in the leading edge of the wing, which could damage critical wing structures and cause a fuel tank explosion.
47-43-04: 47-43-04 CESSNA: (Was Service Note 2 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 12349, Inclusive. Inspection required upon each 100 hours of operation until horns are reinforced. Remove the forward part of the tunnel fairing on the cockpit floor and inspect the control cable horns on the rudder bar for signs of bending which probably is caused by excessive foot pressure during application or release of the parking brakes and results in a reduction of the rudder travel. Bent parts which can be straightened without cracking should be reinforced by the installation of Cessna P/N 0411303 or its equivalent. Cracked parts should be replaced with Cessna P/N 0310168 made of 0.080-inch steel. (Cessna Service Letter No. 43 dated July 7, 1947, covers this same subject.)
94-18-09: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. Model 205A, 205A-1, 205B, 212, and 412 series helicopters, that requires removal and replacement of a certain design main transmission lower planetary spider (spider), and establishes a 2,500 hours time-in-service retirement life for the spider. This amendment is prompted by five failures of the spider that occurred during the manufacturer's fatigue tests. The actions specified by this AD are intended to prevent fatigue failure of the spider, failure of the main transmission, and subsequent loss of control of the helicopter.
2005-12-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain transport category airplanes. That AD currently requires modification of the reinforced flight deck door. This new AD expands the applicability of the existing AD and requires other actions related to the reinforced flight deck door. These other actions include modifying the door, inspecting and modifying wiring in the area, and revising the maintenance program to require more frequent testing of the decompression panels of the flight deck door. This AD is prompted by reports of discrepancies with the reinforced flight deck door. We are issuing this AD to prevent inadvertent release of the decompression latch and consequent opening of the decompression panel in the flight deck door, or penetration of the flight deck door by smoke or shrapnel, any of which could result in injury to the airplane flightcrew. This AD also requires finding and fixing wire chafing, which could result in arcing,fire, and/or reduced controllability of the airplane.
47-51-04: 47-51-04 CURTISS-WRIGHT Applies to All C-46 Series Airplanes Incorporating Hamilton Standard Propellers. \n\n\tCompliance required by March 1, 1948. \n\n\tTo eliminate failure of the propeller flexible feathering line, an antiheat shield shall be installed in accordance with the following instructions: \n\n\t(a)\tRemove the engine cowling adjacent to the propeller feathering line and inspect the flexible propeller feathering hose and lagging material (if installed) for disintegration and deterioration. Replace hose if deterioration is evident. \n\n\t(b)\tFabricate the antiheat shield and attaching clamps as shown in Figure 1. \n\n\t(c)\tPlace antiheat shield over the flexible hose and mount the shield on the engine mount by use of the clamps shown in Figure 1. The shield should be centered over the flexible hose. It may be necessary to rebend the metal feathering line slightly to achieve proper centering. \n\n\t(d)\tUpon completion of installation, check operation of propeller feathering system. \n\n\t(The above information is also contained in Army Air Forces Technical Order 01-25L- 105 dated April 2, 1947. Copies of this Technical Order are not available for distribution by the FAA.)
2005-13-30: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, and -200C series airplanes, that requires repetitive inspections to detect discrepancies of certain fuselage skin panels located just aft of the wheel well, and repair if necessary. The actions specified by this AD are intended to detect and correct fatigue cracking of the skin panels, which could cause rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
2005-13-18: The FAA is superseding an existing airworthiness directive (AD), which applies to certain SAFT America Inc. part number (P/N) 021929-000 (McDonnell Douglas P/N 43B034LB02) and P/N 021904-000 (McDonnell Douglas P/N 43B034LB03) nickel cadmium batteries. That AD currently requires replacing all battery terminal screws, verifying that the battery contains design specification cells, and replacing the cells if the battery contains non-design specification cells. This new AD requires an inspection for certain nickel cadmium batteries and, if necessary, replacing battery terminal screws with new hex head bolts and adding shims. This AD is prompted by a report of battery screws shearing off while under normal torque loads. We are issuing this AD to prevent internal shorting, arcing, and loss of emergency battery power due to failed battery screws, which could result in loss of emergency power to electrical flight components or other emergency power systems required in the event of loss of the aircraft primary power source.
95-04-03: This amendment supersedes Airworthiness Directive (AD) 92-08-07, which currently requires inspecting (one-time) the wing front spar carry-through frame structure for cracks on certain Beech 33, 35, and 36 series airplanes, and repairing or reinforcing any cracked wing front spar carry-through frame structure. This action would make this one-time inspection repetitive. This action was prompted by numerous (43) reports received by the Federal Aviation Administration (FAA) of cracks found on the wing front spar carry-through frame structure of the affected airplanes. These cracks were found during the inspection required by AD 92-08-07. The actions specified by the proposed AD are intended to prevent spar carry-through frame structure failure caused by cracking, which, if not detected and corrected, could result in severe structural damage to the wing. The incorporation by reference of certain publications listed in the regulations was previously approved by the Directorof the Federal Register as of March 18, 1992.
2005-13-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2C10 (Regional Jet series 700 & 701) series airplanes, and Model CL-600-2D24 (Regional Jet series 900) series airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions of Continued Airworthiness by incorporating new repetitive inspections and an optional terminating action for the repetitive inspections, and repairing any crack. This AD is prompted by reports of hydraulic pressure loss in either the number 1 or number 2 hydraulic system due to breakage or leakage of hydraulic lines in the aft equipment bay and reports of cracks on the aft pressure bulkhead web around these feed-through holes. We are issuing this AD to prevent loss of hydraulic pressure, which could result in reduced controllability of the airplane, and to detect and correct cracks on the aft pressure bulkhead web, which could result in reduced structural integrity of the aft pressurebulkhead.
95-11-14: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. Model 206A, 206B, 206L, 206L-1, 206L-3, and 206L-4 helicopters, that requires removal and replacement of certain crosstube assemblies (crosstubes). This amendment is prompted by two accidents attributed to crosstube failures and 27 field reports that indicated corrosion or metal fatigue may cause a failure of the affected crosstubes. The actions specified by this AD are intended to prevent failure of the crosstubes and subsequent loss of control of the helicopter.
97-26-16: This amendment supersedes Airworthiness Directive (AD) 85-13-03 R2, which currently requires repetitively inspecting the engine mount beams for cracks on certain Cessna Aircraft Company (Cessna) Models 402C and 414A airplanes, and replacing any cracked beams. This AD requires incorporating engine mount kits that will eliminate the need for the repetitive inspection requirement of AD 85-13-03 R2. This AD results from the Federal Aviation Administration's policy on aging commuter-class aircraft, which is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. The actions specified by this AD are intended to prevent failure of the engine mount beam caused by fatigue cracks, which could result in loss of the engine with consequent loss of the airplane.
47-30-06: 47-30-06 BEECH: (Was Mandatory Note 2 of AD-2-582-2.) Applies Only to AT-11 Airplanes Equipped With M-3 Generators Which Do Not Have Three-Pole-Single-Throw Relays Installed for Generator Control. \n\n\tTo be accomplished prior to certification or, if certificated, on next periodic inspection but not later than October 1, 1947. \n\n\tIn accordance with Figure 1 install a three-pole-single-throw relay, General Electric No. CR2791-B100G3 or equivalent, for the control of each generator. \n\n\n\n\n\tThe operating coil of the left generator relay should be controlled by a single-pole-single- throw "ON-OFF" switch mounted on the pilot's control panel adjacent to the left battery switch, and should be labeled "LEFT GEN. SW.". The operating coil of the right generator relay should be controlled by a single-pole-single-throw "ON-OFF" switch mounted on the pilot's control panel adjacent to the right battery switch and should be labeled "RIGHT GEN. SW.". The battery and generator switches should be located adjacent to each other in the order shown on Figure 1, and should be provided with a suitable gangbar such that pilot can throw the four switches to the "OFF" position in a single operation. \n\n\tThe generator control relays may be mounted in any convenient junction box or in a separate box provided therefore. Choice of relay location should be such that the length of generator field leads are kept to a minimum.
2005-13-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CT64-820-4 turboprop engines with stage 1 turbine disk and shaft, part number (P/N) 6004T47P03 or 4921T10P02 installed. This AD requires removing from service these stage 1 turbine disk and shafts at reduced compliance times. This AD results from the discovery by the manufacturer of low-cycle-fatigue (LCF) cracks found in stage 1 turbine disk and shafts, P/Ns 6004T47P03 and 4921T10P02. We are issuing this AD to prevent uncontained failure of the stage 1 turbine disk and shaft, resulting in damage to the airplane.
92-09-03: 92-09-03 MCDONNELL DOUGLAS: Amendment 39-8228. Docket No. 91-NM-239-AD. \n\n\tApplicability: Model DC-9-80 series and MD-88 airplanes, equipped with brake part numbers identified in paragraph (a) of this AD, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect the brakes having brake part numbers specified, below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within this limit. \n\n\nDouglas Brake\t\nPart Number \n\n\tMaximum Wear \t\nLimit (inches)\n\n\n\nFor airplanes with an approved \nFlight Manual MGTOW of 149,500 lb: \n\n\n\n\n\n2608892-1\t\t\n\n1.20 \n5004321-3/-4/-5\t\t\nall Trapezoid\n0.65 \n5004321-6\t\t\nBullnose\n0.70 \n " -6\t\t\nTrapezoid\n0.75 \n " -10\t\t\nBullnose\n0.70 \n " -11\t\t\nTrapezoid (Standard)\n1.00 \n " -11\nTrapezoid (Rebalanced)\n1.20 \n " -12\t\t\nTrapezoid \n0.70 \n5007898\t\t \nTrapezoid\n0.75\n5007898-1\t\t\nTrapezoid\n0.80 \n\n\n\nFor airplanes with an approved \nFlight Manual MGTOW of 160,000 lb: \n\n\n\n\n\n2608892-1\t\t\n\n0.70 \n5007898\t\t\nBullnose\n0.45 \n5007898-1\t\t\nTrapezoid\n0.50 \n \t\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD, into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThis amendment becomes effective on May 22, 1992.
48-43-02: 48-43-02 CESSNA and AERONCA: Applies to All Cessna Model 170 and Aeronca Model 15AC Airplanes Equipped With Continental C-145-2 Engines Serial Numbers 3001-8-2 to 3775- 8-2, Inclusive. Compliance required not later than December 31, 1948. Some piston pin plugs of the loose fit type with which the engines as noted were originally equipped, are subject to rapid and excessive wear which may eventually cause disintegration of the piston pin plugs, failure of pistons, and complete engine failure due to oil stoppage caused by metal particles on the screen and in the system. To preclude the possibility of such failures, piston pin and plug assemblies, P/N 25262-A1 (with loose fit plugs), should be removed and replaced with piston pin and plug assemblies, P/N 530830 (with press fit plugs) as soon as possible, and in no case later than the compliance date shown. Pending installation of the new assemblies, oil screens should be inspected prior to each flight. If aluminumparticles are evident on the screen the airplane should be removed from service until the change is accomplished. (Continental Service Bulletins Nos. M48-20 and M48-25 cover this same subject.)
2005-12-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200F and -400 series airplanes; Model 767- 400ER series airplanes; and Model 777 series airplanes. This AD requires replacing the frequency converter(s) used to supply electrical power for utility outlets (for the galley, medical equipment, or personal computers) with modified frequency converter(s). This AD also requires any specified action and related concurrent actions, as necessary. This AD is prompted by a report that a hard short condition between the frequency converter's output and its downstream circuit breakers will produce a continuous current that could cause the undersized output wiring to overheat. We are issuing this AD to prevent the overheating of the frequency converter's undersized output wiring, which could lead to the failure of a wire bundle, and consequent adverse effects on other systems sharing the affected wire bundle.
47-42-19: 47-42-19 DOUGLAS: (Was Service Note 5 of AD-781-1.) Applies to the Following DC-6 Aircraft: Serial Numbers 42854 to 42894, Inclusive; 43000 to 43012, Inclusive; 43055, 43056, and 43062. \n\nInspection required at every engine change. \n\nAfter the stop holes are drilled in the tail stub extension of the horizontal stabilizer front spar caps, as required by AD 47-42-11, inspect for signs of cracks, or progress of cracks, at each engine change period. If the aircraft has been modified to incorporate the elevator fifth hinge modification, the inspection period may be extended to every other engine change period, but not to exceed 3,000 hours of airplane operation. If cracks progress beyond the stop hole, operation of the airplane must be discontinued until additional corrective measures have been determined.
47-25-04: 47-25-04 CULVER: (Was Mandatory Note 6 of AD-778-2.) Applies Only to Model V Aircraft Certified for Night Flying. Compliance required prior to August 15, 1947. Provide adequate illumination for compass by installing a Lucite reflector, Culver P/N 11850, between the instrument panel and subpanel. The reflector is attached by means of the two upper attachment screws for the compass with its straight end extending to the nearest instrument light bulb. All paint should be scraped off the top half of this bulb. Other means of providing equivalent illumination of the compass are acceptable. (Culver Service Bulletin No. 14 covers this same subject.)
48-13-07: 48-13-07 AERONCA: Applies to 11AC and S11AC Serial Numbers 1 Through 931. Compliance required at next periodic inspection but not later than May 1, 1948. To eliminate interference and failure of the turnbuckle forks at the attachment points of the two elevator control cables to the horn located on the bottom of the control column, inspect to determine that AN 161-16RS turnbuckle forks have been replaced by AN 160-16S forks. The distance between the bottom of the fork slot to the center of the attachment bolt on the new fork is 15/32 inch and the original fork is only 3/8 inch. (Aeronca Service Helps and Hints No. 19 covers this subject.)
93-14-09: 93-14-09 SHORT BROTHERS, PLC: Amendment 39-8633. Docket 93-NM-21-AD. Applicability: Model SD3-SHERPA series airplanes; serial numbers SH3201 through SH3210, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the emergency lighting system to illuminate during an emergency, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the power supply to the emergency lighting system and perform a functional test of the system in accordance with Shorts Service Bulletin SD3 SHERPA-33-1, dated January 17, 1993. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add commentsand then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Shorts Service Bulletin SD3 SHERPA-33-1, dated January 17, 1993, which includes Attachment to Service Bulletin Drawing SD3 SHERPA-33-1/A. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Officeof the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on September 8, 1993.
98-13-41: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 172R airplanes. This action requires: inspecting for incorrectly routed aileron control cables in the center console area; inspecting for incorrectly routed aileron control cables in the right-hand (RH) wing area; inspecting for a loose or improperly installed center lock clamp on the forward aileron control cable drum; and inspecting for loose or missing elevator trim actuator mounting screws, loose rudder circuit pulleys, missing rudder cable guard pins, incorrect elevator trim cable routing, aileron control cable clearance, and flight control cable tension or rigging outside specification. If any of the above conditions are found, this AD requires correcting, repairing, or replacing any damaged or missing part, and reporting any of the above conditions found to the Wichita Aircraft Certification Office. Notification by the manufacturer, service difficulty reports (SDR s), and an FAA surveillance audit at the manufacturing facility identifying potential deficiencies on the affected airplanes prompted the action. The actions specified by this AD are intended to prevent loss of aileron and elevator control, which could result in loss of directional control of the airplane.
93-24-16: 93-24-16 PURITAN BENNETT AERO SYSTEMS: Amendment 39-8765; Docket No. 93-CE-36-AD. Applicability: Crewmember Protective Breathing Equipment (PBE), 119003 and 119003-01 Units, that are installed on, but not limited to the following airplanes (all serial numbers), certificated in any category: \n\n\nManufacturer\nModels \nAirbus Industries\nA300, A310, and A320 \nBoeing\n727, 737, 747, 757, and 767 \nMcDonnell Douglas\nDC8, DC9, DC10, MD11, MD80, MD81, MD82, and MD83 \nde Havilland\nDHC-8 \nBritish Aerospace\nBAe 146 and BAe 31 \nLockheed\nL1011 \nFokker\n100 \nSAAB\nSF340 \nAerospatiale\nATR42 and ATR72 \nCanadair\nRJ \nShorts\n360\n\n\tCompliance: Required within the next 24 calendar months after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of a PBE unit because of a deteriorated neck seal, accomplish the following: \n\n\t(a)\tInspect the affected PBE unit for existence of a yellow label attached to the red rip tag. Remove from service any unitthat does not have this yellow label. \n\n\tNOTE 1: Figure 1 of Puritan Bennett Aero Systems SB No. 119003-35-1, dated February 15, 1993, illustrates the location of this yellow label. \n\n\tNOTE 2: PBE units not having a yellow tag may be shipped to the manufacturer at the address specified in paragraph (d) of this AD. The unit will then be modified and shipped back with a yellow tag attached to the red rip tag. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. \n\n\t(d)\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to Puritan Bennett Aero Systems Company, Attention: Customer Service Department, 10800 Pflumm Road, Lenexa, Kansas 66215; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\t(e)\tThis amendment (39-8765) becomes effective on February 4, 1994.
2005-11-13: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 airplanes. This AD requires repetitive inspections for cracks of the fuselage pressure skin above the left and right main landing gear (MLG) bay. This AD also requires corrective action, including related investigative actions, if leaks are found. This AD is prompted by reports of cracks in the fuselage pressure skin above the left and right MLG bay. We are issuing this AD to detect and correct fatigue cracking in the fuselage pressure skin above the left and right MLG bay; such fatigue cracking could adversely affect the structural integrity of the fuselage and its ability to maintain pressure differential.