Results
94-08-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires replacement of certain circuit breakers on the left- and right-hand AC generator panel assemblies with new circuit breakers. This amendment is prompted by reports of failures due to localized overheating of the electric power circuit for the air conditioning recirculation fan in the environmental control system (ECS). The actions specified by this AD are intended to prevent the recirculation fan circuit from overheating, which could lead to smoke and/or flame in the fuselage.
65-09-02: 65-09-02 DOUGLAS: Amdt. 39-56 Part 39 Federal Register April 21, 1965. Applies to Model DC-6 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tDue to the failure of a main gear torque link, P/N 8065-46, the wheels and axle of the main gear rotated 180 degrees. To correct this condition, accomplish the following on torque links, Douglas P/N 8065-46, which have not been reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964, and attached service sketches: \n\n\t(a)\tWithin 600 hours' time in service after the effective date of this AD for torque links which have been installed on aircraft for 20,000 or more hours' time in service on the effective date of this AD, and prior to the accumulation of 20,600 hours' time in service for torque links which have been installed on aircraft for less than 20,000 hours' time in service on the effective date of this AD - \n\n\t\t(1)\tInspect for cracks in the area of the vertical webs adjacent to the trunnion holes, using a 10-power glass or an equivalent method approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2)\tTorque links with cracks greater than 0.170 inch in depth shall be replaced before further flight with torque links reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964. \n\n\t\t(3)\tTorque links with cracks 0.170 inch in depth or less shall be: \n\n\t\t(i)\tReworked before further flight in accordance with Douglas Service Engineering Letter C1-78-1311/DJW dated August 11, 1964, and Douglas Service Sketch No. 608-A attached thereto, or an equivalent method approved by the Aircraft Engineering Division, FAA Western Region; or \n\n\t\t(ii)\tReplaced before further flight with torque links reworked in accordance with Douglas Service Engineering Letters C1-78-133/DJW dated January 28, 1964, C1-78-977/DJW dated June 22, 1964, or C1-78-1311/DJW dated August 11, 1964. \n\n\t\t(4)\tIf no cracks are found, repeat the inspection described in subparagraph (1) at intervals not to exceed 600 hours' time in Service from the last inspection. \n\n\t(b)\tThe repetitive inspections required by (a)(4) may be discontinued on torque links reworked in accordance with (a)(3). \n\n\t(c)\tOperators who have not kept records of hours' time in service on individual torque links shall substitute airplane hours' time in service in lieu thereof. \n\n\t(d)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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. \n\n\t(Douglas Service Engineering Letter C1-78-1311/DJW dated August 11, 1964, and Service Sketch No. 608-A attached thereto, cover this same subject.) \n\n\tThis directive effective May 21, 1965.
2008-23-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as affecting only RB211 Trent 500 series turbofan engines that have not incorporated Rolls-Royce plc (RR) Service Bulletin (SB) No. RB.211-72-D733, dated August 21, 2002, or Revision 1 of that SB, dated March 6, 2008, as follows: The intermediate-pressure (IP) turbine blade shrouds of the RB211 Trent 500 series engines feature closure welds (dust caps). Development engine testing has revealed the potential for dust caps to crack, lift and release. The latter may potentially allow hot annulus gas to be ingested down the core passages of IP turbine blades. Radial inflow of annulus gas into the IP disc rim region could cause local heating of the disc firtree, resulting in creep of the disc material. Failure of the disc rim in creep could simultaneously release two blades and a disc post. Failure to this extent could be beyond the containment capabilities of the casing. Consequently, release of the dust caps would constitute a potentially unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI, which could result in uncontained release of IP turbine blades and disc posts, resulting in damage to the airplane.
66-01-02: 66-01-02 GRUMMAN: Amdt. 39-174 Part 39 Federal Register December 28, 1965. Applies to Model G-164 Series Airplanes Equipped with J-5404/MA96K, SR-5404R/MA96K or SR-5404/MA96K Propellers on Continental W-670 (R-670) Series, Gulf Coast W-670-240, and Jacobs R-755 and L-4M Series Engines. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further instances of loose propeller hubs, accomplish the following: (a) Remove propeller and check for matched sets of cone and spacer. The AN 5008- 20 rear cone (0.969 inch) must be used with the AN 5010-20 spacer (1.00 inch) and a No. 525-B rear cone (0.875 inch) must be mated with a No. 30091 spacer (1.105 inch). The overall average length of these sets must be 1.969 inch and l.980 inch respectively. An exception to these requirements is the Gulf Coast W-670-240 engine modified after 3/10/64 wherein the spacer has been omitted from the propeller installationdue to the 1-inch shorter propeller shaft. (b) Determine that the propeller nut does not bottom on the crankshaft threads by comparing the number of total turns with propeller removed to the number of turns with propeller installed and properly torqued. To correctly seat the propeller hub on the crankshaft there should be at least one full turn less with the propeller installed. If a proper fit cannot be obtained, new matched sets must be installed. If this procedure indicates the need for a spacer on the Gulf Coast W-670-240 installation, install Grumman spacer P/N A1600-99 (1/8 inch long). (Grumman Service Bulletin No. 32 dated September 9, 1965, and Service Bulletin No. 32A dated October 21, 1965, cover this same subject.) This directive effective December 28, 1965.
65-05-02: 65-05-02 DOUGLAS: Amdt. 39-39 Part 39 Federal Register February 25, 1965. Applies to Model DC-8 Series Aircraft Equipped with the Standard Wing Leading Edge Configuration, Except Aircraft with Serial Numbers 45687 to 45690 inclusive. \n\n\tCompliance required as indicated. \n\n\tAs a result of failures of the upper outboard spar cap structure of the inboard pylons, accomplish the following: \n\n\t(a)\tWithin the next 350 hours' time in service unless already accomplished, within the last 650 hours' time in service, inspect in accordance with (b) all inboard pylons having 8,000 or more hours' time in service as of the effective date of this AD. Prior to the accumulation of 8,350 hours' time in service unless already accomplished within the last 1,000 hours' time in service prior to the effective date of this AD, inspect in accordance with (b) all inboard pylons having less than 8,000 hours' time in service as of the effective date of this AD. \n\n\t(b)\tGain access to the area to be inspected by removing outboard access door numbers 213 and 314. Inspect the outboard spar cap, P/N 5640144-1, of No. 2 inboard pylon and the outboard spar cap, P/N 5640144-2, of No. 3 pylon for evidence of cracks in the area of Stations Yip = 225.000 to Yip = 233.000. Use close visual or dye penetrant inspection methods. \n\n\t(c)\tIf cracks are found, rework in accordance with paragraph 2 of Douglas Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight. \n\n\t(d)\tIf no cracks are found, reinspect parts as outlined in (b) at periods not to exceed 1,000 hours' time in service from the last inspection until reworked in accordance with paragraph 2 of Douglas Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. The repetitive inspection may be discontinued onall parts reworked in accordance with (c) or (d). \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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. \n\n\t(Douglas DC-8 Service Bulletin No. 54-34, Reissue No. 1, dated July 6, 1964, covers this same subject.) \n\n\tThis directive effective March 26, 1965.
2008-22-06: We are adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and -300 series airplanes. This AD requires replacing the wire segments of the four Fuel Quantity Indicating System (FQIS) wire bundles with new, improved wire segments. This AD results from operator inspections of the FQIS wire bundles that revealed corrosion at the connections between the ground wire and shield of each of the four FQIS wire bundles. We are issuing this AD to prevent this corrosion, which could reduce system protection of the lightning shield and result in loss of the electrical grounding between the lightning shield and the airplane structure. This condition, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
48-50-04: 48-50-04 CONVAIR: Applies to All Model 240 Aircraft. Compliance required by May 1, 1949. 1. Install steel nose gear upper centering cam, Bendix P/N 157627 in lieu of bronze cam. 2. Install main nose landing gear shock strut bearing and packing nut lock pins, in six places, Bendix P/N 54201 in lieu of lock rings. 3. Rework nose gear steering mechanism. 4. Install nose gear centering guides in nose wheel well. (Consolidated-Vultee Aircraft Corp. Service Bulletin Nos. 240-104A, -161, -162A, -167, and -201; CVAC Service Information Letter No. 310, and Bendix Service Bulletin No. L. G. 504, also cover these same subjects.)
47-20-06: 47-20-06 ERCO: (Was Mandatory Note 14 of AD-718-6.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 113-3784, Inclusive, Except the Following Which Have New Design Incorporated: 3719, 3720, 3723, 3724, 3726, 3729, 3732, 3735, 3738, 3741, 3742, 3744, 3745, 3747, 3750, 3753, 3756, 3759, 3762, 3764, 3765, 3767, 3768, 3771, 3774, 3777, 3780, 3783. Compliance required not later than next 100-hour inspection unless visual inspection indicated immediate repair is required. Flexing of the lower aileron skin has resulted in fatigue cracks in the beam in the balance weight area. Inspect the beam and lower aileron skin carefully for cracks and drill relief holes at the ends of all cracks. Then add reinforcement plates (Erco P/N 415-16039-5 and -6) to the front face of the aileron beam and lower surface of the lower aileron skin, respectively, following the procedure outlined in Ercoupe Service Department Bulletin No. 20. (Blind, Type A, AN 450-4-10 may be used in lieu of DupontExplosive DR134A-8 and DR134A-10 rivets, respectively.) Use new longer AN 526C632-7 truss head screws to reinstall the balance weight. Check the aileron rigging and the aileron bellcrank pushrod for freedom from binding in the rod end under full aileron travel before again placing the airplane in operation. (Ercoupe Service Department Bulletin No. 20 dated February 17, 1947, covers this subject in greater detail.)
2008-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and 757-300 series airplanes. This AD requires installing a bonding jumper between a ground and the clamp on the tube of the forward and aft gray water composite drain masts. For certain airplanes, this AD requires inspecting existing aft bonding jumper assemblies that might be too short, repair if necessary, and replacing the bonding jumper assembly with a new, longer bonding jumper assembly if necessary. This AD results from a report of charred insulation blankets and burned wires around the forward gray water composite drain mast found during an inspection of the forward cargo compartment on a Model 767-300F airplane. We are issuing this AD to prevent a fire near a composite drain mast and possible disruption of the electrical power system due to a lightning strike on a composite drain mast, which could result in the loss of several functions essential for safe flight.
47-43-02: 47-43-02 CESSNA: (Was Mandatory Note 13 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 8480, Inclusive. Compliance required prior to January 1, 1948. To eliminate the possibility of confusion in the operation of the fuel selector valve, remove the embossed pointer from the selector valve handle and ascertain that the selector valve handle and ascertain that the selector valve handle is installed so that the handle indicates correctly the position of the selector valve as shown by the valve placard.