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72-04-02: 72-04-02 BENDIX: Amdt. 39-1393 as amended by Amendment 39-1398. Applies to P/N 2601901 (inboard wheel halves prior to Serial Number B5312 (Production) and Serial Number H204 (Service)) and to P/N 2603561 (inboard wheel halves prior to Serial Number B1996 (Production) and Serial Number H78 (Service)) wheel assemblies (TSO C26B). Compliance: Required as indicated, unless already accomplished. To prevent wheel failure accomplish the following: A) At the next tire change after the effective date of this AD, and thereafter at every other tire change until five (5) additional inspections have been accomplished (except as noted in Paragraph B below), inspect the subject wheel assemblies for cracks. This inspection requires use of the dye penetrant method or an FAA-approved equivalent on the hubs of wheel halves, P/Ns 2602118 and 2603745, with particular attention to the area in or near the radius in the hub I.D. behind the inboard bearing cup. One such FAA-approved equivalent is an eddy current inspection conducted in accordance with Bendix Service Information Letter No. 319, dated September 16, 1971, and Supplement No. 1, dated February 11, 1972, which reduces the number of inspections required herein to one inspection. B) On wheels that have had a minimum of twelve (12) tire changes, a one time only inspection in accordance with Paragraph A is required. C) If cracks are found during any inspection required by Paragraphs A or B, prior to further flight, replace all defective parts with airworthy parts. The replacement of defective parts will not relieve the requirement for accomplishing the repetitive inspections specified in Paragraph A. Bendix Service Information Letter No. 319, dated September 16, 1971, and Supplement No. 1, dated February 11, 1972, pertains to this subject. Amendment 39-1393 became effective February 17, 1972. This Amendment 39-1398 becomes effective March 4, 1972.
2016-11-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Pratt and Whitney engines. This AD was prompted by reports of blocked drain lines at the engine forward strut that caused flammable fluid to accumulate in a flammable leakage zone. This AD requires doing the following actions on the left strut and right strut: A one-time cleaning of certain forward strut drain lines; installing new forward strut drain lines and insulation blankets; a leak check of the forward strut drain lines; and repair if any leak is found. This AD also requires revising the maintenance or inspection program, as applicable, to incorporate a certain airworthiness limitation. We are issuing this AD to prevent blockage of forward strut drain lines. This condition could cause flammable fluids to collect in the forward strut area and potentially cause an uncontrolled fire or cause failure of engine attachment structure and consequent airplane loss.
67-12-02: 67-12-02 FAIRCHILD-HILLER: Amdt. 39-384 Part 39 Federal Register April 5, 1967. Applies to Models F-27 Series and FH-227 Series Airplanes. Compliance required as indicated. Due to several instances of failure of the nose landing gear to extend to full down and locked position, accomplish the following: (a) For Model F-27 Series airplanes, Serial Numbers 108 through 122 inclusive, and Model FH-227 Series airplanes, Serial Numbers 501 through 539 inclusive, incorporating Walter Kidde nose gear steer system, P/N 891800 or P/N 893364 (spur gear system), comply with (e) within the next 100 hours' time in service after the effective date of this AD unless already accomplished. (b) For Model F-27 Series airplanes, Serial Numbers 1 through 107 inclusive, incorporating Walter Kidde nose gear steer system, P/N 891800 or P/N 893364 (spur gear system,) comply with (e) within the next 600 hours' time in service after the effective date of this AD unless already accomplished. (c) For Model F-27 Series airplanes, Serial Numbers 1 through 107 inclusive, incorporating Walter Kidde nose gear steer system, P/N 890373 (pneumatic gear system), comply with (f) within the next 1000 hours' time in service after the effective date of this AD unless already accomplished. (d) For Model F-27 Series airplanes, Serial Numbers 1 through 107 inclusive, incorporating Fairchild nose gear steer system (hydraulic gear system), comply with (g) within the next 1000 hours' time in service after the effective date of this AD unless already accomplished. (e) Install nose landing gear fork, P/N 27-423031-17, and slide, P/N 27-423006-37, in accordance with Fairchild-Hiller Service Bulletin No. 32-62 (F-27 Series), dated February 3, 1967, or Fairchild-Hiller Service Bulletin No. 32-4 (FH-227 Series), dated February 2, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or install an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (f) Install nose landing gear fork, P/N 27-423031-17, and slide, P/N 27-423006-37, in accordance with Fairchild-Hiller Service Bulletin No. 32-63, dated March 3, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or install an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Install nose landing gear fork, P/N 27-423031-17, and slide, P/N 27-423006-39, in accordance with Fairchild-Hiller Service Bulletin No. 32-63, dated March 3, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or install an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the initial compliance times specified in this AD if the request contains substantiating data to justify the increase for that operator. (Fairchild-Hiller Alert Service Letters No. 383(F-27), and 32-5 (FH-227), dated January 13, 1967 pertains to this subject.) This directive effective April 5, 1967.
2023-05-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A330-800, A330-900, A340-200, A340-300, A340-500, and A340-600 series airplanes. This AD was prompted by a report that an A319 airplane lost the right- hand front windshield in flight. Due to the design similarity, this condition can also exist or develop on Model A330 and A340 airplanes. This AD requires repetitive detailed inspections (DET) and electrical test measurements (ETM) of the affected parts and applicable corrective action, and prohibits the installation of affected parts under certain conditions, 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.
48-48-02: 48-48-02 DOUGLAS: Applies to All DC-6 Aircraft Not Equipped With Steel Vacuum Pump Discharge Lines Aft of the Firewall and Chicago Metal Hose Assemblies From the Oil Separator to the Pesco Pump. \n\n\tTo be accomplished as soon as practicable, but not later than May 1, 1949. \n\n\tIn cases of malfunctioning of vacuum pumps or other vacuum pump system components, fire can occur within the lines and burn through the hose connection into the engine compartment. To prevent such occurrences, replace the present Aeroquip Hose P/N 260-10WD-15 1/2, existing between oil separator and Pesco vacuum pump, with a new Chicago Metal Hose Assembly No. 9273-1. \n\n\t(Douglas Service Bulletin No. 383 covers this same subject.) Also, to prevent fire from entering the zone behind the firewall, replace the dural vacuum pump discharge line, aft of the firewall, with a steel line. \n\n\t(Douglas Service Bulletin DC-6 No. 401 covers this same subject.)
70-15-07: 70-15-07 HAWKER SIDDELEY: Amdt. 39-1034. Applies to de Havilland Model DH.104 "Dove" airplanes. Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: (a) Inspect the right wing and left wing flap datum hinge links for drilled holes around the circumference of the bearing housing recess. If one or more drilled holes or attempted drilled holes (for cotter pin installation) are found located outside the limits given in Hawker Siddeley Aviation, Ltd., Technical News Sheet CT (104) No. 216, Issue 1, dated June 8, 1970, or later ARB-approved issue or an FAA-approved equivalent, before further flight, replace the flap datum hinge link with a serviceable link of either pre-modification 982 or post-modification 982 standards. The complete flap datum hinge assembly must conform to the modification standard of the flap datum hinge link installed. (b) Install special washers P/N 4WF 465 or an FAA-approved equivalent between the nut on the flap datum hinge bolt and the hinge lever assembly at both the right wing and left wing datum hinge locations. A special washer equivalent to P/N 4WF 465 may be manufactured from 0.028 inch, minimum thickness mild steel sheet material. The special washer must have an outside diameter of at least 0.87 inches, a hole diameter of 0.323 inches, and a flat cut across a sector of the outer circumference producing a straight edge located no closed than 0.35 inches from the center of the hole. (c) Inspect the flange of the ball race housing on both the right wing and left wing flap datum hinge assemblies to determine that it is secured to the wing flap datum hinge link with a 1/16 inch diameter cotter pin for pre-modification 982 flap datum hinge assemblies or a 1/8 inch diameter cotter pin for post-modification 982 datum hinge assemblies. This amendment is effective upon publication in the Federal Register as to all persons except thosepersons to whom it was made immediately effective by the telegram dated June 20, 1970, which contained the amendment.
91-18-04: 91-18-04 BOEING: Amendment 39-8007. Docket No. 91-NM-73-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden decompression of the airplane, accomplish the following: \n\n\tA.\tAccomplish a detailed visual inspection of the fuselage frames at body station (BS) 2200 and BS 2220, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, for evidence of cracking at the latest of the following times, as applicable. Repeat the inspections thereafter at intervals not to exceed 2,000 flight cycles. \n\n\t\t1.\tPrior to the accumulation of 10,000 total airplane flight cycles; or \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles since frame replacement in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990; or \n\n\t\t3.\tWithin 1,000 flight cycles after the effective date of this AD. \n\n\tB.\tIf cracking is found as a result of the inspections required by paragraph A. of this AD, prior to further flight, perform a close visual inspection of the adjacent frames, stringers, skin, skin lap joints, and skin adjacent to the outflow valve, in accordance with Boeing Service Bulletin 747-53-2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tC.\tIf cracks are found as a result of the inspections required by paragraph A. or B. of this AD, prior to further flight, repair in accordance with Boeing Service Bulletin 747-53- 2302, dated December 13, 1990, and continue to reinspect in accordance with paragraph A. of this AD. \n\n\tD.\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tF.\tThe inspections shall be done in accordance with Boeing Service Bulletin 747- 53-2302, dated December 13, 1990. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8007, AD 91-18-04) becomes effective on September 20, 1991.
66-02-01: 66-02-01 BEECHCRAFT: Amendment 39-179 Part 39 Federal Register January 8, 1966. Applies to all Airplanes Equipped with Model BAK-109 Air Conditioners. \n\n\tCompliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent further failures of the compressor motor fan, replace the fan in accordance with Beech Service Bulletin No. 65-4 dated March 1965. \n\n\tNOTE: The Beechcraft Model BAK-109 Air Conditioner is known to be installed in, but not limited to, Beech Models 18, 50, 65 Series; Douglas Model DC3; Lockheed Model 18; Viscount Models 744, 745D and 810 Series airplanes. \n\n\tThis directive effective February 10, 1966.
2016-08-18: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-31-350 airplanes. This AD was prompted by a report of an engine fire caused by a leak in the fuel pump inlet hose. This AD requires inspecting the fuel hose assembly and the turbocharger support assembly for proper clearance between them, inspecting each assembly for any sign of damage, and making any necessary repairs or replacements. We are issuing this AD to correct the unsafe condition on these products.
2009-02-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A detailed inspection in a M26 airplane revealed a significant chafing of the aileron control cable against the wing rib in the fuselage-to-wing area of transition and an abnormal wearing of pulleys' gorges as well. Such damage can only be evidenced on control cables which travel in pulleys either limited in rotation or seized. If left uncorrected, this condition, which could also occur on the elevator or rudder control system, could lead to loss of one or more primary flight controls and consequent reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-07-01: 73-07-01 GENERAL DYNAMICS: Amdt. 39-1608. Applies to Model 340, 440 and C- 131E and all such model airplanes converted to turbopropeller power in accordance with STC SA1096WE and SA4-1100 known as Model 640 and Model 580, respectively, certificated in all categories. Compliance as indicated required on all airplanes with 30,000 hours or more total time in service unless already accomplished. To detect cracks in the wing front spar lower caps, accomplish the following: (1) As soon as practicable, but not to exceed 10 hours' time in service following the effective date of this AD, if the airplane is to be flown, visually inspect, on a daily basis, from the exterior of the wing, both left and right wing front spar lower caps in areas adjacent to each side of main landing gear drag strut attachment fittings for cracks until inspection in (2) below is accomplished. (2) Within the next 100 hours' time in service after the effective date of this A.D., unless already accomplished within the last 500 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, accomplish the following: (a) Gain access to the wing interior in the area described in (1) above by removal of lower wing skin access cover. (b) Perform inspection described in (1) above from the interior of the wing. (3) If cracks are found as the result of the inspections described in (1) or (2) above, repair before further flight in a manner approved by the Chief, Aircraft Engineering Division FAA Western Region. This amendment becomes effective March 26, 1973.
2016-11-04: We are superseding Airworthiness Directive (AD) 2011-23-05 for all The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-23-05 required repetitive inspections for cracking of the 1.04- inch nominal diameter wire penetration hole, and applicable related investigative and corrective actions. This new AD adds new inspection areas, a modification that terminates certain inspections, post- modification inspections, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicates the fuselage frames and frame reinforcements are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the fuselage frames and frame reinforcements that could \n\n((Page 34872)) \n\nresult in reduced structural integrity of the airplane.
71-22-03: 71-22-03 FAIRCHILD-HILLER: Amendment 39-1325 as amended by Amendment 39-2206. Applies to FH1100 Helicopters certificated in all categories, S/N's 9 through 254. Compliance required as follows: To preclude the possibility of failure of the FH1100 tail rotor bearing block, P/N 24-24010-3, inspect the fuselage frame Station 163.5 within the next 100 hours' time in service, unless already accomplished, and every 100 hours after the last inspection in accordance with Fairchild Hiller Service Bulletin FH1100-61-3, Section 4, Inspection Procedure. If cracks are found in the frame, prior to further flight, alter the frame according to procedures in the service bulletin, section 2, Accomplishment Instructions, or later FAA-approved revision or alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. If no cracks are found during the 100-hour inspections, accomplish the alteration at the time of the next 1200-hour aircraft overhaul inaccordance with section 2, Accomplishment Instructions, of the referenced service bulletin or later FAA-approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. Incorporation of the alteration exempts the aircraft from further compliance with this airworthiness directive. Amendment 39-1325 was effective November 2, 1971. This amendment 39-2206 is effective May 20, 1975.
92-04-01: 92-04-01 BOEING: Amendment 39-8170. Docket No. 91-NM-246-AD. Supersedes AD 91-07-07, Amendment 39-6943. \n\n\tApplicability: Model 707-300, -300B, -300C, and -400 series airplanes; as listed in Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure continued structural integrity of the horizontal stabilizer, accomplish the following: \n\n\t(a)\tWithin the next 45 days after April 3, 1991 (the effective date of Amendment 39-6943, AD 91-07-07), determine the composition of the material in the horizontal stabilizer front spar center section assembly and the outboard upper fittings. If the material of the center section is 7075-T73 aluminum, no inspection of the center section is required by this AD. \n\n\t(b)\tIf the material of the center section is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the center section upper lugs for cracks, in accordance with Figure 2 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; and determine if the safety strap has been installed in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier FAA-approved revisions. Determine which of the following conditions describes each of the center section upper lugs: \n\n\t\t(1)\tNo crack in the lug and there is no safety strap installed. \n\t\t(2)\tNo crack in the lug and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\t\t(3)\tNo crack in the lug and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(4)\tCrack in the lug and the cracklength is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and there is no safety strap. \n\n\t\t(5)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(6)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(7)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and there is no safety strap installed. \n\n\t\t(8)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(9)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and safety strap is installed in accordance with Boeing Service Bulletin 3067, Revision 2, dated February 9, 1979, or earlier revisions (i.e., without anti-fretting washer installed). \n\n\t\t(11)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is approximately 1/4 inch in thickness. \n\n\t(c)\tIf the material of the outboard fitting is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the outboard fitting upper clevis lugs in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. If the material of the outboard fitting is 7075-T73 aluminum and a safety strap is installed for a cracked or crack-free 7079-T6 aluminum center section lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions, conduct these inspections within the next 1,000 flight cycles or one calendar year after the effective date of this amendment, whichever occurs first. Determine which of the following conditions describes each of the outboard fitting upper clevis lugs: \n\n\t\t(1)\tNo crack is found in lug. \n\t\t(2)\tThe lug is cracked and not repaired. \n\t\t(3)\tThe lug is cracked and repaired in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967. \n\n\t(d)\tIf a safety strap is installed for a cracked center section lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions: Within the next 45 days after the effective date of this amendment, perform a close visual and high frequency eddy current inspection of the safety strap terminal hole and center section attachment locations in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991.(e)\tRepair or replace lugs in accordance with Table 1 below: \n\n\t\t\t\t\tTABLE 1 - \n\n\t\t\tReplacement or Modification Requirements \n\n\n\n\n\n\nCondition of the outboard fitting upper clevis lug as determined from Paragraph (c) of this AD \n\nCondition of center section upper lug as determined from Paragraph (b) of this AD. \n(c)(1)\n(c)(2)\n(c)(3) \n\n(b)( 1)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(2)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(3)\nPara. (e)(3)\nPara. (e)(4)\nPara. (e)(3)\n\n(b)(4) \nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(5)\nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(6)\nPara. (e)(7)\nPara. (e)(8)\nPara. (e)(7)\n\n(b)(7) \nPara. (e)(9)\nPara. (e)(10)\nPara. (e)(11)\n\n(b)(8)\nPara. (e)(12)\nPara. (e)(13)\nPara. (e)(14)\n\n(b)(9)\nPara. (e)(1)\nPara. (e)(15)\nPara. (e)(16)\n\n(b)(10)\nPara. (e)(17)\nPara. (e)(18)\nPara. (e)(19)\n\n(b)(11)\nPara. (e)(20)\nPara. (e)(21)\nPara. (e)(22) \n \n\t\t(1)\tNo modification or replacement is required by this AD. \n\t\t(2)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(3)\tPrior to further flight, modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(4)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, rework in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap to maintain a clearance in the hole of the strap, in accordance with Boeing Service Bulletin3067, Revision 3, dated August 24, 1979. \n\n\t\t(5)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. \n\n\t\t(6)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(7)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(8)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(9)\tPrior to further flight, install the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(11)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(12)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial Release, dated September 27, 1990. \n\n\t\t(13)\tPrior to further flight, remove and replace the outboard fitting in accordancewith Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits modify the outboard fitting upper lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial release, dated September 27, 1990. \n\n\t\t(14)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(15)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(16)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991. \n\n\t\t(17)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(18)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(19)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(20)\tPrior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(21)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(22)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t(f)\tRepeat the inspection of the center section lugs required by paragraph (b) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the center section lugs in accordance with paragraph (e) of this AD. \n\n\t(g)\tRepeat the inspection of the outboard fitting upper clevis lugs required by paragraph (c) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the outboard fitting upper clevis lugs in accordance with paragraph (e) of this AD. \n\n\t(h)\tRepeat the inspection of the safety strap terminal hole and center section attachment locations required by paragraph (d) of this AD at intervals not to exceed 500 flight cycles. \n\n\t\t(1)\tIf a crack is found in the terminal hole or in the center section attachment hole/holes of the strap, prior to further flight, replace the safety strap with a strap having an interference fit hole in accordance with Service Bulletin 3067, Revision 3, dated August 17, 1979. The inspections required by this paragraph must be continued after such replacement at intervals not to exceed 500 flight cycles. \n\n\t\t(2)\tReplacement of the center section front spar assembly with an assembly made of 7075- T73 aluminum constitutes terminating action for the inspections required by this paragraph. \n\n\t(i)\tReplacement of both the horizontal stabilizer center section front spar assembly and the outboard front spar fittings, with an assembly and fittings made of 7075-T73 aluminum, in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, constitutes terminating action for the inspection requirements of this AD. \n\n\t(j)\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(k)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(l)\tThe inspections,repair, and modifications shall be done in accordance with the following service bulletins: \n\n\t\t(1)\tBoeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; \n\t\t(2)\tBoeing Service Bulletin 3067, Revision 3, dated August 24, 1979; \n\t\t(3)\tBoeing Service Bulletin 2959, Revision 4, dated August 17, 1979; \n\t\t(4)\tBoeing Service Bulletin 3253, Revision 4, dated November 17, 1988, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n\n\n\n1-14, 16, 19, 25, 31,\n35, 46-49, 54-56 \n4\nNovember 17, 1988 \n\n\n\n\n\n\n\n\n\n15, 17-18, 20-24,\t\n26-30, 32-34, \n36-45, 50-53\n3\nFebruary 25, 1988 \n\nand \n\t(5)\tBoeing Service Bulletin 2330, Revision 2, dated November 17, 1967, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n1-4, 14\t\n2\nNovember 17, 1967 \n5-13, 15-23\n1\nOctober 9, 1967 \n\nThis 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(m)\tThis amendment (39-8170, AD 92-04-01) becomes effective on February 25, 1992.
2024-20-03: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson Helicopter) Model R22 Beta, R22 Mariner, R44, and R44 II helicopters with a certain governor controller installed. This AD was prompted by reports of engine governor failure, which was a result of water intrusion inside of the governor controller. This AD requires replacing certain governor controllers and prohibits installing those governor controllers on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
91-18-17: 91-18-17 BOEING: Amendment 39-8020. Docket No. 90-NM-264-AD. \n\n\tApplicability: Model 757 series airplanes, as listed in Boeing Service Bulletin 757-52- 0052, Revision 1, dated June 20, 1991, certificated in any category. \n\n\tCompliance: Required within the next 90 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the hazard of an unexpectedly powered door opening and escape slide deployment when ground personnel open from the outside an armed passenger door with a broken disarm cable, accomplish the following: \n\n\tA.\tFor passenger doors 1, left and right, and 2, left and right: Measure the clearance between the lower end of the disarm cable and the pin in the disarm lever, in accordance with Boeing Service Bulletin 757-52-0052, Revision 1, dated June 20, 1991. \n\n\t\t1.\tIf the clearance between the end of the cable and the pin is less than 0.010 inch, prior to further flight, inspect the cable for damage or breakage. \n\n\t\t\ta.\tIf the cable is damaged or broken, prior to further flight, replace the cable in accordance with the service bulletin. \n\n\t\t\tb.\tIf the cable is not damaged or broken, grind the cable end and/or swaged ball and reinstall the cable into the door in accordance with the service bulletin. \n\n\t\t2.\tIf the clearance is 0.010 inch or more, no modification or replacement is required. \n\n\t\t3.\tFunctionally test the door in accordance with the service bulletin. \n\n\tB.\tFor passenger doors 4, left and right: Disconnect the disarm cable from the disarm lever on the door handle box, and inspect the cable for damage or breakage in accordance with the service bulletin.\n\n\t\t1.\tPrior to further flight, replace any damaged or broken cable in accordance with the service bulletin. \n\n\t\t2.\tFor any cable that is not damaged or broken, grind the cable end and/or swaged ball and reinstall the cable into the door, in accordance with the service bulletin. \n\n\t\t3.\tFunctionally test the door in accordance with the service bulletin. \n\n\tC.\tFor airplanes on which the requirements of paragraph A. or B. of this AD were accomplished prior to the effective date of this AD in accordance with Boeing Service Bulletin 757-52-0052, dated August 30, 1990, no further action is necessary. \n\n\tD.\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-8020, AD 91-18-17) becomes effective on September 30, 1991.
2016-10-03: We are adopting a new airworthiness directive (AD) for Viking Air Limited Model DHC-3 airplanes that are modified with the Baron Short Take Off and Landing (STOL) kit (Supplemental Type Certificate SA94-114 or SA 00287NY). This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a center of gravity that is too far aft contributing to a stall during takeoff and loss of control during other phases of flight. We are issuing this AD to require actions to address the unsafe condition on these products.
65-21-04: 65-21-04 HARTZELL: Amdt. 39-132 Part 39 Federal Register September 4, 1965, as amended by Amendment 39-1342. Applies to Models HC-12X20-7 and -8 Propellers Installed on but not limited to Navion, Navion A, Beech 35, Bellanca, Stinson L-5, and Stinson 108 Airplanes. Compliance required as indicated. To prevent further failures of the A-38 propeller bearing, accomplish the following (a) Unless already accomplished, within the next 100 hours' time in service after the effective date of this AD: (1) Inspect and replace as necessary each A-38 bearing in accordance with Hartzell Service Bulletin No. 82, dated April 27, 1962, revised June 2, 1965, or later FAA- approved revision. (2) Replace each A-38 bearing having a riveted cage with an A-38 bearing having a crimped cage or with an A-83B bearing having a bakelite cage in accordance with Hartzell Service Bulletin No. 82, dated April 27, 1962, revision June 2, 1965, or later FAA- approved revision. (3)Identify propellers modified in accordance with this paragraph by painting a 3/4-inch diameter white spot on the front face of the propeller piston. (b) Bearing lubrication and maintenance: (1) Grease the A-38 propeller control bearing within the next 100 hours in service after the effective date of this AD, and thereafter not to exceed 100 hours in service from the last greasing. (2) Propellers which are installed on aircraft which have not been flown for a calendar period of two months or more, but less than six months, grease the A-38 control bearing prior to further flight. (3) Propellers which are installed on aircraft which have not been flown for a calendar period of six months or more, must be removed prior to further flight. Inspect the A- 38 control bearing for rust, replace as necessary and grease in accordance with Hartzell Bulletin No. 82 Addendum No. 1 dated 27 May 1971, No. 82 revised 2 June 1965 or equivalent inspection approved by the Chief,Engineering and Manufacturing Branch, Eastern Region. Also, inspect B-119 rubber diaphragm for cracking and replace if necessary in accordance with Service Letter 48 dated 20 April 1967, or equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (Hartzell Bulletins No. 82 revised 2 June 1965, No. 82 Addendum No. 1 dated 27 May 1971, Service Letter No. 48 dated 20 April 1967 and Manual 100D pertain to this subject.) Amendment 39-132 was effective October 4, 1965. This amendment 39-1342 is effective November 30, 1971.
92-21-06: 92-21-06 GARRETT ENGINE DIVISION, A DIVISION OF THE ALLIED SIGNAL AEROSPACE COMPANY: Amendment 39-8386. Applicability: Garrett Engine Division Model TFE731-2, -3, -3A, -3AR, and -3R turbofan engines assembled with Part Number (P/N) 3072068-X, 3072544-X, 3073015-X, or 3073115-X low pressure turbine (LPT) rotor disks identified by serial number listed in Allied-Signal Aerospace Company, Garrett Engine Division, Alert Service Bulletin (ASB) No. TFE731-A72-3474, dated April 3, 1992, installed on but not limited to Avions Marcel Dassault Falcon 10, 50, and 100, AiResearch Aviation Company 731 Jetstar, Lockheed 1329-25 (Jetstar II), Israel Aircraft Industries Ltd. 1124 Series (Westwind) and 1125 Westwind Astra, British Aerospace DH/HS/BH 125 Series, Learjet 31 (M31), 35, 36, and 55 Series, and Sabreliner NA265-65 (Sabreliner 65 and 65A Series) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent an uncontained engine failure, accomplish the following: (a) Remove affected third stage LPT rotor disks in accordance with the Accomplishment Instructions of Allied-Signal Aerospace Company, Garrett Engine Division, ASB No. TFE731-A72-3474, dated April 3, 1992, at the next access to the turbine rotor assembly or before accumulating 100 hours time in service after the effective date of this AD, whichever occurs first, and replace with a serviceable disk. (b) For the purpose of this AD, access to the turbine assembly is defined as whenever the low pressure turbine module is separated from the engine. (c) 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, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (d) 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. (e) The removal and replacement of the LPT rotor disk shall be done in accordance with the following Allied-Signal Aerospace Company, Garrett Engine Division, Alert Service Bulletin: Document No. Page No. Date No. TFE731-A72-3474 Total pages: 8 1-8 April 3, 1992 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 Garrett General Aviation Services Division, Distribution Center, 1944 East Sky Harbor Circle, Phoenix, Arizona 85034, telephone (602) 365-2548. This information may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street NW., Suite 700, Washington, DC. (f) This amendment becomes effective on November 27, 1992.
72-01-01: 72-01-01 BELLANCA: Amendment 39-1367. Applies to following airplanes: Models Serial Numbers Affected 14-19-2 4001 thru 4105 14-19-3 4106 thru 4228 14-19-3A 4229 thru 4342 17-30 30001 thru 30262 Compliance: Required as indicated unless already accomplished. To detect leakage of flammable fluids from flexible hose assemblies in the engine compartment within 50 hour's time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service, accomplish the following: A) Visually, or by any other method approved by FAA, inspect fuel lines as follows: 1. Pressurize the fuel lines with boost pump operating in high position. When accomplishing this test, the mixture control must be in the idle cutoff position. 2. With fuel lines pressurized, examine all flexible hose exteriors in the engine compartment for evidence of fuel stains, wetness or leakage. 3. After pressure testing fuel hoses, allow sufficient time for excess fuel to drain overboard from the engine manifold before attempting an engine start. B) Visually, or by any other method approved by the FAA, inspect oil lines for evidence of wetness or leakage. C) If, as a result of the inspections required by Paragraphs A or B, fuel or oil stains, wetness or leaking is found, replace with a serviceable hose assembly. D) Inspections required by Paragraphs A and B will no longer be required when hose assemblies are replaced with assemblies identified by either a Bellanca metal identification band or a TSO-C53a Type C identification band. (This does not preclude continued inspections of this area as required by FAR 91.) NOTE: The airplane models listed above use either Aeroquip 601 series or Stratoflex 156 series flexible fluid hoses in their engine compartments. These hose assemblies are available under Bellanca 198003-x series part numbers. This amendment becomes effective December 31, 1971.
2016-11-02: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD requires a detailed visual inspection of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair, including applicable related investigative and corrective actions, if necessary. This AD was prompted by reports of loose or [[Page 33372]] missing Hi-Lite fasteners on the upper and lower engine pylon structure common to the upper and lower pylon skin panels and engine thrust fitting. We are issuing this AD to detect and correct protruding, loose, or missing fasteners, which could result in structural failure of the engine pylons.
67-14-02: 67-14-02 BOEING: Amdt. 39-404 Part 39 Federal Register April 29, 1967. Applies to Model 727 Series Airplanes. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo protect the aircraft structure in the event of an excessively hard landing by providing the desired separation characteristics of the main landing gear side strut, accomplish the following: \n\n\t(a)\tWithin the next 1,000 hours' time in service after the effective date of this AD replace the main landing gear side strut lower segment plugs and side strut universal fittings in accordance with the appropriate accomplishment instruction outlined in the section entitled "II". Accomplishment Instructions (PRR21974 and 22392)", of Boeing Service Bulletin No. 32-79, Revision 1, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tWithin the next 6,000 hours' time in service after the effective date of this AD incorporate the controlled groove around the outside upper end of the side strut lower segment in accordance with the appropriate accomplishment instructions outlined in the section entitled "II". Accomplishment Instructions (PRR 21974) and 22392)", of Boeing Service Bulletin No. 32-79, Revision 1, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective May 2, 1967. \n\n\tRevised May 19, 1967.
2024-20-01: The FAA is superseding Airworthiness Directive (AD) 2023-07-13 which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2023-07-13 required repetitive detailed inspections of the lower attachment studs on the AFT galley complex and, depending on findings, replacement of the lower attachment studs. This AD was prompted by a determination that additional airplanes are affected, and that all affected parts must be replaced with serviceable parts. This AD continues to require the actions in AD 2023-07-13, adds airplanes to the applicability, and requires the replacement of all affected parts; as specified in 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.
2024-20-06: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by a manufacturing quality escape concerning certain overheat detection system (ODS) sensing elements. This AD requires inspecting the ODS sensing elements and performing applicable corrective actions, and prohibits the installation of affected parts, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2024-20-08: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Model Trent XWB-97 engines. This AD was prompted by the manufacturer revising the existing engine time limits manual (TLM) to introduce new or more restrictive instructions and associated thresholds and intervals for life-limited parts. This AD requires revising the airworthiness limitations section (ALS) of the operator's existing approved engine maintenance or inspection program, as applicable, to incorporate new or more restrictive instructions and associated thresholds and intervals for life-limited parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.