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2016-09-09: We are superseding airworthiness directive (AD) 2013-08-17 for Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. AD 2013-08-17 required initial and recurring inspections of the 9-degree fuselage frame for a crack and repairing the frame if a crack exists. This new AD modifies the compliance times and expands the inspection area of the 9-inch frame. The actions of this AD are intended to detect a crack in the 9-degree frame to prevent loss of structural integrity and subsequent loss of control of the helicopter.
47-10-16: 47-10-16 LOCKHEED: (Was Mandatory Note 18 of AD-763-3.) Applies to All Model 49-46 Serials Up to and Including 2075 and to All Model 49-51 Airplanes. (This supersedes Supplement Number 1 to AD-763 (Special) Dated August 26, 1946.) Compliance required prior to June 1, 1947. All Model 49-51 aircraft shall be converted to Model 49-46 aircraft. Prior to recertification of Model 49-46 aircraft converted from Model 49-51 aircraft, the following Service Bulletins in addition to those listed in Note 47-10-15 must be complied with: **49/SB-1, revised June 7, 1946 - Installation of Two-Speed Supercharger Controls. *49/SB-14, revised July 27, 1946 - Installation of Bendix Direct Fuel Injection System. 49/SB-24, dated June 5, 1946 - Rework of Engine Cowl Diaphragm Structure. 49/SB-124, revised July 27, 1946 - Rewiring of Engine Fire Detector System. Wright Aeronautical Corp. Bulletin C18-23, dated October 4, 1946 - Fuel Injection Tube Installation. **49/SB-230, dated November 3, 1946 - Engine Oil Cooler Temperature Control Regulators - Recalibration of. **49/SB-231, dated November 2, 1946 - Engine Oil Pump Pressure and Engine Oil Pressure Gauge Range Markings - Adjustment of. *Service Bulletin 49/SB-14 has been revised subsequent to issuance of AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946. Model 49-46 aircraft certificated in accordance with that AD Supplement should be checked for compliance with this later revision within next 200 hours of operation. **Service Bulletin 49/SB-1 was not listed in AD-763 (Special), Supplement No. 1, dated Aug. 26, 1946, but must be complied with to permit use of new performance values shown in the Operation Manual for Model 49-46 aircraft, Lockheed Report No. 5817. All Model 49-46 aircraft certificated in accordance with that Supplement to AD-763 (Special) should be checked for compliance with Bulletins 49/SB-1, 230 and 231 within next 200 hours of operation.
2003-12-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 & 701) series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to prohibit operations into known or forecast icing conditions under certain conditions. This action also requires an inspection to detect damage of the wing anti-ice (WAI) ducts to determine if the external shrouds of the ducts are open or cracked, and replacement of any damaged duct with a new duct or a duct with the same part number. This action also provides for an optional terminating action for the AFM revision and inspection. This action is necessary to prevent the WAI ducts from collapsing, cracking, or rupturing, which could cause leakage of hot air in the under-floor pressurized area of the fuselage when the anti-ice system is turned on. Such leakage of hot air results in insufficient heat for the anti-ice system and consequent aerodynamic degradation. This action is intended to address the identified unsafe condition.
68-01-05: 68-01-05 FAIRCHILD-HILLER: Amdt. 39-535. Applies to F-27 airplanes, Serial Numbers 1 through 124 inclusive and FH-227 airplanes Serial Numbers 501 to 555 inclusive, 557 to 561 inclusive, 564 to 566 inclusive, incorporating Hartman MC815 series motor controller. Compliance required as follows: To prevent hazards associated with flap drive system failure whereby the flaps are driven off the drive screwjacks, accomplish the following: (a) Within the next 200 hours' time in service after the effective date of this AD, and thereafter at 200-hour intervals from the date of the last inspection, inspect flap system motor controller in accordance with Fairchild-Hiller Corporation Alert Service Bulletin F27-27-55A dated September 7, 1967 or FAA approved equivalent. This inspection may be terminated upon completion of the requirement of paragraph (b) of this AD. (b) Within the next 500 hours' time in service after the effective date of this AD, unless already accomplished, rewire the flap drive circuit in accordance with Fairchild-Hiller F-27 Service Bulletin 27-56 Revision 1 dated October 26, 1967, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 27-13 Revision 1 dated October 26, 1967, for FH-227 aircraft or later revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or perform an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data submitted through an FAA Maintenance Inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment becomes effective January 9, 1968.
2022-10-51: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS350D, AS355E, AS355F, AS355F1, AS355F2, AS355N, AS355NP, EC130B4, and EC130T2 helicopters; and Airbus Helicopters Deutschland GmbH (AHD) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB-BK 117 C-2, MBB-BK 117 D-2, and MBB-BK 117 D-3 helicopters. This AD was prompted by a supplier report of a non- conformity occurring during production. This AD requires removing certain flight control Flexball cables from service and prohibits installing those flight control Flexball cables on any helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires reporting certain information. The FAA previously sent an emergency AD to all known U.S. owners and operators of these helicopters. The FAA is issuing this AD to address the unsafe condition on these products.
2016-09-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 717-200 airplanes. This AD was prompted by multiple reports of the vertical stabilizer leading edge showing signs of fastener distress. This AD requires a detailed inspection for any distress of the vertical stabilizer leading edge skin, and related investigative and corrective actions if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections of the spar cap for any loose and missing fasteners, repetitive eddy current testing high frequency (ETHF) and radiographic testing (RT) inspections of the spar cap for any crack, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct any crack in the vertical stabilizer leading edge and front spar cap, which may result in the structure becoming unable to support limit load, and may lead to the loss of the vertical stabilizer.
2016-09-02: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Astazou XIV B and H turboshaft engines. This AD requires a one-time inspection of the front surface of the 3rd stage turbine for a groove. This AD was prompted by a report of a crack on the 3rd stage turbine wheel. We are issuing this AD to prevent cracks in the 3rd stage turbine wheel, failure of the engine, in-flight shutdown, and loss of control of the helicopter.
2003-17-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Learjet Model 45 airplanes, that currently requires repetitive application of grease to the rotating disk assembly of the nose landing gear (NLG) squat switch mechanism. This amendment requires replacement of the squat switch camrod of the NLG, which terminates the repetitive application; and also reduces the applicability of the existing AD. The actions specified by this AD are intended to prevent moisture contamination and subsequent formation of ice which could cause bending and damage of the squat switch assembly, driving the nose wheel to an uncommanded angle against the force of the steering system. This condition, if not corrected, could result in the airplane departing the runway at high speeds during landing. This action is intended to address the identified unsafe condition.
47-47-02: 47-47-02 PIPER: (Was Mandatory Note 6 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-1 to 12-796 Inclusive, 12-815, 12-817 to 12-822 Inclusive, 12-825 to 12-831 Inclusive, 12-833, 12-835 to 12-848 Inclusive, 12-863 to 12-893 Inclusive, 12-895 to 12-901 Inclusive. Compliance required as soon as practicable but not later than January 15, 1948. To eliminate the possibility of a short circuit occurring between the battery terminal bases and the battery box, a wood filler block 1/4 inch x 1 1/2 inches x 10 inches (Piper P/N 11367) should be fastened to the upper inside edge of the battery box with two No. 6-32 x 1/2 flat head machine screws. Any insulating spacer which will accomplish this same objective may also be used. On completion of this change appropriate entry shall be made in the aircraft log book. If the Reading R24L Battery has been replaced with an S24 Battery and proper spacer channels (Piper P/N 10926 and 10927) are installed, the above changeis unnecessary. (Piper Service Bulletin No. 98 dated July 28, 1947, covers this same subject.)
2003-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747SP, and 747SR series airplanes, that requires repetitive inspections to find fatigue cracking between the seal ribs of the front spar web of the wing and outboard of the outboard seal rib to front spar station inboard (FSSI) 711, and repair of cracked structure. This AD also provides for an optional modification of a certain area. This action is necessary to find and fix fatigue cracking between the seal ribs of the front spar web of the wing and outboard of the outboard seal rib to FSSI 711, which could result in fuel leakage into the area of the inboard engines, and consequent increased risk of a fire. This action is intended to address the identified unsafe condition.
47-10-09: 47-10-09 LOCKHEED: (Was Mandatory Note 8 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required after each engine change. When found necessary as a result of engine replacement in a quick-change powerplant unit, add seal plates to the engine oil lines where they pass through the engine fire seals, and add cover plates to the alternate oil line cutouts in the fire seals. (LAC Service Instruction 49/51-39 and LAC Service Bulletin 49/SB-63 cover this same subject for Models 49-51 and 49-46, respectively.)
73-23-03: 73-23-03 BEECH: Amdt. 39-1741. Applies to Models A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-603); Models 23, A23, A23A, B23 and C23 (Serial Numbers M- 2 thru M-1476); and Models A23-24 and A-24 (Serial Numbers MA-2 thru MA-368) airplanes. NOTE: 19 series (Serial Numbers 507 thru 603) airplanes, 23 series (Serial Numbers 1325 thru 1476) airplanes, and A23-24 (Serial Numbers 364 thru 368) airplanes were equipped with single wall ducts when delivered from the factory. These airplanes are included in the AD to assure that if double walled ducts were installed in the field, they are removed. Compliance: Required as indicated, unless already accomplished. To preclude separation of the inner liner and possible blockage of carburetor induction air flexible ducts which may cause partial or complete engine power loss, accomplish the following within 100 hours' time in service after the effective date of this AD. A) Remove the engine cowl as necessary to expose the carburetor induction air flexible ducts and visually inspect these ducts to determine whether they are single wall (reinforcing wire exposed inside the duct) or double wall (reinforcing wire sandwiched between the duct material). If the installed ducts are single wall, no further action is required. B) If the installed carburetor induction air flexible ducts are double wall, prior to further flight, replace them with single wall ducts of applicable Beech part numbers specified in Beechcraft Service Instructions No. 0566-241, or later FAA-approved revisions or equivalent field fabricated duct or any other modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Equivalent ducts may be fabricated in the field using BEMCO Part Number SW2WC duct material of the same diameter and length as the duct removed. This material is manufactured by BEMCO, Post Office Box 68, Centerton, Arkansas 72719. This amendment becomes effective November 13, 1973.
2003-16-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 747 series airplanes equipped with General Electric CF6-45 and CF6-50 series engines. This amendment requires an inspection to detect chafing of the fuel line or incorrect clearance between the fuel line and pneumatic duct insulation blanket; a fuel leak check and strut drain test; corrective action if necessary; replacement of the outboard strut fuel line coupling O-rings and retaining rings with new parts; replacement of the pneumatic duct boot with a new part; and, for certain airplanes, installation of a flame arrestor and drain line entry screens. The actions specified by this AD are intended to prevent leaking fuel line couplings, chafed fuel lines, restricted or clogged strut drain lines, migrating fluids or vapors toward ignition sources, and flashback of external flame into the strut; these conditions could result in an uncontained engine strut fire. This action is intended to address the identified unsafe condition.
2016-08-13: We are superseding Airworthiness Directive (AD) 2004-19-11 for certain Airbus Model A320 series airplanes. AD 2004-19-11 required modification of the inner rear spar web of the wing, cold expansion of the attachment holes of the forward pintle fitting and the actuating cylinder anchorage of the main landing gear (MLG), repetitive ultrasonic inspections for cracking of the rear spar of the wing, and corrective action if necessary. AD 2004-19-11 also provided optional terminating action for the repetitive inspections. This new AD retains the requirements of AD 2004-19-11, and requires the previously optional terminating action. This AD was prompted by a determination that the previously optional terminating action is necessary to address the unsafe condition. We are issuing this AD to prevent fatigue cracking of the inner rear spar, which may lead to reduced structural integrity of the wing and the MLG.
47-25-09: 47-25-09 BELLANCA: (Was Mandatory Note 6 of AD-773-05.) Applies to Models 14- 13, 14-13-2 Serial Numbers 1060 through 1560, Inclusive. Compliance required prior to August 1, 1947. Inspect the fin and stabilizer fittings to which the tail bracing tie rods attach for cracks and at each 25-hour inspection thereafter up to the next 100-hour check. Replace fitting if cracks are found not later than the next 100 hour check or September 1, 1947, whichever comes first and add reinforcing gussets. (Bellanca Service Bulletin No. 6 covers this same subject.)
47-30-04: 47-30-04 CESSNA: (Was Service Note 4 of AD-722-5.) Applies to T-50 Aircraft. Inspect the landing gear chains and chain dampener mechanism for the following at each 100-hour inspection. The landing gear chain should be tight and pressing firmly against the drive and idler sprockets. With the chain pulling tight against the idler sprockets the slotted dampener link should permit movement of the spring dampeners. The dampener spring is correctly adjusted when compressed to 3/8 inch. All sprockets should be inspected for excessive wear. The sprockets are considered excessively worn and should be replaced when the teeth are one- half the thickness of the sprocket web. All guards should be inspected to make sure there is no danger of binding or jamming. Inspect all links of the landing gear chain for cracks and replace any links that are found cracked. It is recommended that the chain be replaced every 1,000 hours.
59-16-01: 59-16-01 AERO COMMANDER: Applies to All Models 500, 520, 560, 560A, 560E, 680, 680E, 720 Aircraft, Serial Numbers 231 Through 690. Compliance required not later than September 15, 1959. To improve fuel line routing and to eliminate the possibility of a sump being formed between the fuel shut-off valve and the booster pump, the following inspection and/or rework is necessary. (a) If inspection reveals excessive line lengths are creating water traps or low spots in the fuel line between the fuel shut-off valve and the fuel booster pumps, clamp the lines up to existing structure until a uniform slope is obtained. (b) If a uniform slope cannot be obtained by clamping up the line, remove the existing 45 degrees elbow at the shut-off valve and replace it with an AN 822-8D 90 degrees elbow. (c) If a uniform slope cannot be obtained after completing items (a) and (b), shorten fuel line until no low spots will exist upon reassembling and installation. (d) If existing hoses cannot be shortened, new hoses may be obtained from the manufacturer or Aero Commander distributor. See Aero Design Service Bulletin Number 54 for hose assembly part numbers and hose lengths.
2003-16-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes equipped with certain cockpit lateral fixed windows manufactured by PPG Aerospace. This amendment requires detailed repetitive inspections of the cockpit lateral fixed windows to detect moisture ingression and delamination, and follow-on/corrective actions, as applicable. This AD also provides for an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to prevent moisture ingression and delamination of the cockpit lateral fixed windows, which could result in the loss of the outer glass ply, and consequent damage to the airplane and injury to people or damage to property on the ground. This action is intended to address the identified unsafe condition.
49-48-01: 49-48-01 BEECH: Applies to All Models 35 and A35 Airplanes Equipped With Thompson TF-1100, TF-1100-1 or TF-1100M Engine Driven Fuel Pumps. Compliance required not later than February 1, 1950. To prevent complete or partial loss of carburetor fuel inlet pressure resulting from misalignment of pump relief, valve spring, replace Thompson TF-1100, TF-1100-1 or TF-1100M engine driven fuel pump with improved Thompson pump, TF-1100-M2 or TF-1100-2, or another eligible pump listed on Aircraft Specification A-777. Thompson TF-1100, TF-1100-1 and TF- 1100M pumps may be converted to TF-1100-M2 or TF-1100-2 pumps by the pump manufacturer. (Beech Distributor Letter No. D-49-615 dated September 23, 1949, covers this same subject.)
2003-16-05: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 series turbofan engines. This amendment requires removal and replacement of protective coating of the 7th and 9th through 12th stage high pressure compressor (HPC) disks and the 8th stage HPC hub, initial and repetitive inspections for corrosion pits and cracks, and removal from service as required. This amendment is prompted by reports from operators of cracks observed in JT8D engine steel HPC disks. We are issuing this AD to prevent fracture of the 7th and 9th through 12th stage HPC disks and 8th stage HPC hub, resulting in uncontained engine failure and damage to the airplane.
92-15-03: 92-15-03 BOEING: Amendment 39-8296. Docket No. 91-NM-217-AD.\n\n\tApplicability: Model 737 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) through (d) of this AD, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tInspect brakes having the brake part numbers shown 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 that limit.\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMax. Wear \t\t\t\tLimit\n\tBendix\t2601042-1\t10-61063-12\t1.36 inches\n\tBendix\t2601042-2\t10-61063-13\t1.36 inches\n\tBendix\t2601042-3\t10-61063-14\t1.36 inches\n\tBendix\t2601042-4\t10-61063-18\t1.36 inches\n\tBendix\t2601042-5\t10-61063-21\t1.63 inches\n\tBendix\t2603442-2\t10-61819-5\t0.50 inch\n\tBendix\t2603442-3\t10-61819-8\t0.50 inch\n\tBendix\t2606672-1\t10-61819-14\t1.38 inches\n\tBendix\t2606672-2\t10-61819-17\t1.60 inches\n\tBendix\t2606672-3\t10-61819-21\t1.60 inches\n\tBendix\t2606672-4\t10-61819-28\t1.60 inches\n\tBFGoodrich\t2-1521\t10-62174-2\t1.00 inch\n\n\t\t(2)\tIncorporate the maximum brake wear limits specified in paragraph (a)(1) of this AD into the FAA-approved maintenance inspection program.\n\n\t(b)\tFor airplanes equipped with BFGoodrich Brake Part Number (P/N) 2-1444 (Boeing P/N 10-61819-11): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1) of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b.of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Table 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the allowable wear limits specified in Column B of Table 1 of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991, into the FAA-approved maintenance inspection program.\n\n\t(c)\tFor airplanes equipped with BFGoodrich Brake P/N 2-1474; 2-1474-1, -2, -3, and -5 (Boeing P/N 10-61819-15, -22, -26, -27, and -31): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish one of the procedures described in paragraph 2.B.(1)a. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b. of these service bulletins, or with a brake having more than the allowable wear specified in Table 1 of these service bulletins.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992, into the FAA-approved maintenance inspection program.\n\n\t(d)\tFor brakes specified in paragraph (c) of this AD and used on Model 737-200 series airplanes only: As an alternative to the requirements of paragraph (c) of this AD, operators instead may accomplish the procedures specified in paragraphs (d)(1) and (d)(2) of this AD within 180 days after the effective date of this AD:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1)b of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Figure 1 of that service bulletin, prior to further flight, remove and replace the brake built in accordance with paragraph 2.B.(1)b. of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Figure 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, into the FAA-approved maintenance inspection program.\n\n\t(e)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may beobtained from the Seattle ACO.\n\n\t(f)\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(g)\tThe inspection and replacement of landing gear brakes shall be done in accordance with the following service documents, as applicable: BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 2, dated February 12, 1992; or BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, which contains the following list of effective pages:\n\n\t\n\nPage Number\nRevision Level\nDate\n1, 5-8\n2\nJanuary 15, 1992\n2-4\n1\nJuly 9, 1991\n\t\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 AirplaneGroup, P.O. Box 3707, Seattle, Washington 98124; and BFGoodrich Aerospace, Aircraft Wheels and Brakes Division, P.O. Box 340, Troy, Ohio 45373. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on August 18, 1992.
2024-21-04: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a determination that new or more restrictive maintenance tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance tasks. The FAA is issuing this AD to address the unsafe condition on these products.
47-30-08: 47-30-08 AERONCA: (Was Mandatory Note 9 of AD-675-2 and Mandatory Note 7 of AD- 702-1.) Applies to Models 65-CA, S-65-CA and 65-LA. Compliance required not later than September 30, 1947. In order to prevent the seat belt anchorage from failing during a crash landing, it has been found necessary to modify the seat installation as follows: 1. If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using 3/16-inch AN bolts. Location of bolt approximately 1 1/8 inches below and 3/8 inch forward of center of seat cross tube. 2. If the seat is to remain adjustable, the rear sliding lugs on the seat are to be reinforced with two 0.094 inch, 1025 steel gussets. Weld corner gussets between fore and aft sides of seat cross tube and back face of seat slide lugs. Gussets are "L" shaped approximately 1 inch wide, extending around bottom lip of lugs. (Aeronca Service Memorandum M-76 dated May 15, 1947,covers this same subject.)
2016-09-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by the results of an evaluation by the design approval holder (DAH). During a residual fatigue test, the forward engine mount failed prior to reaching the threshold/interval for the detailed inspections of the forward engine mounts specified in the airworthiness limitations. This AD requires repetitive detailed inspections of the right and left forward engine mounts, and corrective action if necessary. These inspections are required by AD 2015-05-02. This AD reduces the compliance times for those inspections. We are issuing this AD to detect and correct fatigue cracking in the forward engine mounts. Such cracking could result in reduced structural integrity of the airplane and could lead to in-flight lossof an engine, possibly resulting in reduced controllability of the airplane.
2003-16-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires modifying the overhead instrument lighting by relocating the dimmer control unit and revising the wire routing. This action is necessary to prevent overheating and internal component failure of the dimmer control unit of the overhead instrument lighting, which could result in smoke and/or fire in the flight compartment. This action is intended to address the identified unsafe condition.