Results
64-10-01: 64-10-01 BOEING: Amdt. 723 Part 507 Federal Register May 2, 1964. Applies to Models 707 and 720 Series Aircraft, Serial Numbers 17586 through 17628, 17630 through 17632, 17634 through 17640, 17642 through 17652, 17658 through 17690, 17692 through 17710, 17718 through 17720, 17722 through 17724, 17903 through 17906, 17908 through 17930, 18012 through 18019, on Which Boeing Service Bulletin No. 942 or an FAA Approved Equivalent Has Not Been Accomplished.\n \n\tCompliance required as indicated, unless already accomplished. \n\n\tBecause of recently discovered cracks in the stabilizer center section rear spar fitting, accomplish the following inspections and modification: \n\n\t(a) Within 125 hours' time in service after May 2, 1964, for all affected aircraft except aircraft with Serial Numbers 17658 through 17690, and within 125 hours' time in service after the effective date of this amendment for aircraft with Serial Numbers 17658 through 17690, remove upper left-hand and right-hand rear stabilizer attach pins. Inspect pins and holes in fitting lugs for cracks, by magnetic particle or dye penetrant method. Clean up any corrosion on pins and lugs. Replace any cracked part before further flight. (Boeing Service Bulletin No. 1967 (R-1) covers this same subject.) \n\n\t(b) Within 550 hours' time in service after May 2, 1964, for all affected aircraft except aircraft with Serial Numbers 17658 through 17690, and within 550 hours' time in service after the effective date of this amendment for aircraft with Serial Numbers 17658 through 17690, and at intervals not to exceed 1,650 hours' time in service from the last inspection, until (c) is accomplished, remove all stabilizer attach pins. Inspect pins and holes in fitting lugs for cracks, by magnetic particle or dye penetrant method. Clean up any corrosion on pins and lugs. Regrease pins with MIL-G-7118 grease and reinstall. Install cadmium plated pins only, unless chrome plating is required to build up pin diameter.Replace any cracked part before further flight. (Boeing Service Bulletin No. 1967 (R-1) covers this same subject.)\n \n\t(c) Within 5,000 hours' time in service after the effective date of this AD, remove left- hand and right-hand stabilizers and ream the terminal fittings on the stabilizers and torque box. Install bushings in the reamed holes according to Boeing Service Bulletin No. 942 or an FAA approved equivalent. (Boeing Service Bulletin No. 942 covers this same subject.) \n\n\tNOTE. - This AD supplements AD 64-04-02, concerning the same subject issued on February 4, 1964, and does not cancel nor supersede that AD. \n\n\tThis directive effective May 2, 1964. \n\n\tRevised August 12, 1964.
2005-25-07: The FAA adopts a new airworthiness directive (AD) for certain Raytheon Aircraft Company (Raytheon), Model 390, Premier 1 airplanes. For certain airplanes, this AD requires you (unless already done) to replace the plastic cover over the air conditioning motor module with a metallic cover and modify the air conditioning compressor motor module electromagnetic interference-radio frequency interference (EMI-RFI) filter located under the cover and reidentify the module part number. For all airplanes, the AD limits future installations of the cover for the air conditioner and the air conditioning compressor motor module. This AD results from reports that the plastic cover over the air conditioning motor module was found melted or burned and that the overheating of the EMI-RFI filter assembly located under the cover caused this damage. We are issuing this AD to prevent the melting or burning of the plastic cover. The burning of the plastic cover could result in a fire.
70-19-02: 70-19-02 AIRSEARCH: Amendment 39-1082 as amended by Amendment 39-1789. The AiResearch Manufacturing Company of Arizona. Applies to Turbopropeller Engines Model TPE331-1 and -2 installed in, but not limited to Mooney MU-2, Merlin 2B, Volpar Turboliner and Short Skyvan Aircraft. Compliance required as indicated. To detect impeding failure of the high speed pinion bearings accomplish the following: (a) New engines with less than 25 hours time in service or overhauled engines with less than 25 hours time in service since overhaul on the effective date of this AD must have the following accomplished: (1) After more than 5 hours time in service, but before exceeding 25 hours time in service after the effective date of this AD, an engine oil sample and the engine oil filter element must be returned to AiResearch Manufacturing Company, or a facility approved by the Chief, Aircraft Engineering Division, FAA, Western Region, for laboratory examination. (2) Priorto operation of the engine in excess of 35 hours time in service, either since new or since time of overhaul, the owner or operator must receive written confirmation from AiResearch, or other approved facility, that an acceptable level of oil contamination exists. (3) The provisions of (a)(1) and (a)(2), above, must be complied with after each subsequent overhaul unless the engine log book indicates that the engine was subjected to a 5 hour acceptance test as described in the FAA approved overhaul procedures as revised 1 September 1970, and a determination of acceptable oil and filter contamination was made by AiResearch or other FAA approved facility prior to returning the engine to service. (4) The provisions of (a)(1), (a)(2) and (a)(3) above do not apply to engines which have been modified in accordance with either Service Bulletin 632, Revision 2, dated December 4, 1972 or Service Bulletin TPE331-72-0064 dated February 1, 1974 and which have been subjected to the acceptance test as described in the FAA-approved overhaul procedures as revised February 1, 1974, and a determination of acceptable oil filter contamination was made by AiResearch or other FAA-approved facility prior to returning the engine to service. (b) A one time inspection of new engines with more than 25 hours but less than 50 hours time in service or overhauled engines with more than 25 hours time in service but less than 50 hours time in service since overhaul on the effective date of this AD must be accomplished: (1) Within 10 hours time in service after the effective date of this AD conduct a visual inspection of the oil filter in accordance with the engine maintenance manual. If a significant quantity of metal particles are found, the cause must be determined before further operation. NOTE: AiResearch Service Bulletin No. 624, dated 28 August 1970, or later FAA approved revision, lists for reference the serial number of all new or overhauled engines which had less than 50 hours time in service since new or overhaul on 28 August 1970, and describes an acceptable means of accomplishing items (a) and (b). (c) Within 50 hours time in service after the effective date of this AD, revise the normal procedures section of the applicable FAA approved Airplane Flight Manuals for aircraft equipped with AiResearch Model TPE331-1 and -2 engines to include a cautionary note to read as follows: "If sudden loss or significant fluctuation of torque pressure indication occurs, the engine should be promptly shut down and the cause determined before further operation." Amendment 39-1082 became effective on September 22, 1970. This Amendment 39-1789 becomes effective February 20, 1974.
2005-25-04: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model EMB-135BJ, -135ER, -135KE, -135KL, -135LR, -145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires reviewing the airplane maintenance records for recent reports of vibration from the tail section or rudder pedals. This AD also requires repetitively inspecting the skin, attachment fittings, and control rods of rudder II to detect cracking, loose parts, wear, or damage; and related investigative/corrective actions if necessary. This AD results from reports of rudder vibration due to wear. We are issuing this AD to prevent failure of multiple hinge fittings, which could result in severe vibration, and to prevent failure of the rudder control rods, which could result in jamming of the rudder II; and possible structural failure and reduced controllability of the airplane.
2019-05-10: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report of un-torqued nuts on certain slat and flap shaft junctions of the wings. This AD requires a one-time inspection on each junction of certain slat and flap shafts for discrepancies, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2007-15-09: 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: This Airworthiness Directive (AD) is prompted due to the discovery of cracks in the upper wing strut fittings of some PC-6 aircraft. It is possible that the spherical bearing of the wing strut fittings installed in the underwing can be loose in the fitting or cannot rotate because of corrosion. In this condition, the joint cannot function as designed and fatigue cracks may then develop. Undetected cracks in this area could lead to failure of the upper attachment fitting. This could result in the failure of the wing structure with subsequent loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-22-15: This amendment adopts a new airworthiness directive (AD) that applies to all Slingsby Aviation Limited (Slingsby) Models Dart T.51, Dart T.51/17, and Dart T.51/17R sailplanes that are equipped with aluminum alloy spar booms. This AD requires repetitively inspecting the aluminum alloy spar booms and the wing attach fittings for delamination or corrosion damage, and repairing any delamination or corrosion damage found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the spar assembly and adjoining structure caused by delamination or corrosion damage to the aluminum alloy spar booms or the wing attach fittings, which could result in reduced controllability or loss of control of the sailplane.
98-22-12: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767 series airplanes. This action requires repetitive detailed visual inspections to detect cracked, corroded, or stained collar fittings on both inboard trailing edge flaps; and follow-on corrective actions, if necessary. This amendment is prompted by a report indicating that a collar fitting suffered a complete fracture as a result of stress corrosion cracking. The actions specified in this AD are intended to prevent separation of the inboard trailing edge flap from the airplane due to fractured collar fittings.
98-22-06: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-6, -45, -50, -80A, and -80C2 series turbofan engines. This action requires, prior to further flight, an ultrasonic immersion inspection for cracks in stage 1 fan disks, and, if necessary, replacement with serviceable parts. This amendment is prompted by reports of cracked fan disks found during routine shop inspections on fan disks manufactured between late 1984/early 1985. The actions specified in this AD are intended to prevent fan disk failure due to cracks, which could result in an uncontained engine failure and damage to the aircraft.
64-26-02: 64-26-02 GENERAL ELECTRIC: Amdt. 39-3 Part 39 (New) Federal Register November 25, 1964. Applies to Models CT58-100-1, -100-2, -110-1 Engines; Model CT58-140-1 Engines Serial Numbers 295001 through 295018; Model T58-GE-1 Engines; and Model T58-GE-5 Engines, Serial Numbers 285001 through 285016. Compliance required as indicated. As a result of several failures of the starter drive shaft bearing and resultant engine power loss, accomplish the following: (a) For engines with a starter drive shaft bearing that has 990 or more hours' time in service on the effective date of this AD, comply with (c) within 10 hours' time in service after the effective date of this AD and at intervals thereafter not to exceed 10 hours' time in service from the last inspection. (b) For engines with a starter drive shaft bearing that has less than 990 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation of 1,000 hours' time in service and at intervals thereafter not to exceed 10 hours' time in service from the last inspection. (c) Remove the magnetic plug from the accessory drive gear casing assembly and inspect for presence of metal chips or particles. If chips or particles are found, either remove the engine from service or locate and repair the condition causing these chips or particles before further flight. (d) 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 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. (e) Within the next 1,600 hours' time in service after July 5, 1966, accomplish the following: (1) On installations that incorporate General Electric starter Model 2CM270D3 or 2CM270D5, install front frame accessory drive pinion bearing, P/N 4002T03 (Vendor P/N HDB003-9), and modify starter by incorporating a new field winding assembly, P/N 36A227553G01 or 36A227554G01. Stamp a "B" on the starter nameplate after the starter model number on starters, Model 2CM270D3, and a "C" on the nameplate after the starter model number on starters, Model 2CM270D5, to indicate the field winding assembly has been changed. (Starter Models 2CM270D3B and 2CM270D5C have been modified at the factory.) (2) On installations which incorporate starters other than General Electric Model 2CM270D3 or 2CM270D5, install front frame accessory drive pinion bearing, P/N 4002T03D03 (Vendor P/N HDB003-9). (f) The inspections required by (a) through (c) may be discontinued upon the accomplishment of the installations and modifications specified in (e). (General Electric Commercial Engine Bulletin No. 141 and General Electric Starter Service Bulletin No. 80-2 pertain to this subject.) This directive effective November 25, 1964. Revised June 3, 1966.
80-02-04: 80-02-04 MCDONNELL DOUGLAS: Amendment 39-3663. Applicable to all Model DC-9 series aircraft equipped with non-ventral aft pressure bulkhead door, P/N 5910367, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks in the aft pressure bulkhead door, accomplish the following: \n\n\tWithin the next 25 landings, but not later than 72 elapsed hours, after the effective date of this AD, unless already accomplished in accordance with telegraphic AD T79WE-20 dated December 1, 1979, inspect the aft pressure bulkhead door as follows: \n\n\t(a)\tRemove the door from the bulkhead. \n\n\t(b)\tRemove all liner and insulation from the forward and aft sides of the door. \n\n\t(c)\tConduct a close visual inspection to detect cracks in the entire door structure including the web and doublers, paying particular attention to the areas adjacent to the inboard ends of the guide pin fittings (P/N 3913926). \n\n\t(d)\tIf cracks are found: \n\n\t\t(1)\tRepair per FAA approved data and replace the insulation and liner removed in paragraph (b), or; \n\n\t\t(2)\tThe aircraft may be operated without cabin pressurization with a placard installed in the cockpit, in full view of the pilots stating: "Pressurized flight is prohibited." \n\n\t(e)\tIf no cracks are found, replace the insulation and liner removed in paragraph (b). \n\n\t(f)\tReinstall the door in the bulkhead. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplanes unpressurized to a base where the inspections or crack repair can be performed. \n\n\t(h)\tWithin five working days after the inspection required by paragraph (c) of this AD, report the results of the inspection to the Chief, Aircraft Engineering Division, FAA Western Region. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tThis amendment becomes effective January 21, 1980.
2019-03-25: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 and A319 series airplanes, Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes, and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that taperloks used in a certain wing-to-fuselage junction were found to be non-compliant with the applicable specification, resulting in a loss of pre-tension in the fasteners. This AD requires repetitive special detailed inspections of the center and outer wing box lower stiffeners and panels at a certain junction on the left- and right-hand sides for any cracking, and repair if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also provides an optional modification, which would terminate the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
2005-25-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires replacing the point "D" splice fitting between windows number 1 and 2 with a new splice fitting, performing an eddy current inspection for cracking of the holes in the structure common to the new splice fitting, including doing any related investigative actions; and corrective actions if necessary. This AD results from full-scale fuselage fatigue testing on the splice fitting that failed prior to the design objective on Boeing Model 737-800 series airplanes, and a report of a cracked splice fitting on an operational airplane. We are issuing this AD to prevent cracking of the existing fitting that may result in cracking through the skin and consequent decompression of the flight cabin.
80-01-01: 80-01-01 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 3640. Applies to Model P68 and P68B airplanes, Serial Numbers 1 through 88, except Serial Numbers 03 and 04, certificated in all categories, which do not have stabilator balance weight attachment channel stiffeners, P/N R-0009-2, installed. Compliance is required as indicated unless already accomplished. To prevent loss of the stabilator balance weight accomplish the following: (a) Within 25 hours time in service after the effective date of this AD for those airplanes which have more than 500 hours total time in service, inspect the stabilator balance weight attachment channel, P/N 68-3.3017-3, for cracks, using the dye penetrant method or an equivalent method approved by an FAA maintenance inspector. (b) If no cracks are found during the inspection required by paragraph (a) of this AD - (i) Return the aircraft to service, and (ii) Repeat the inspection in paragraph (a) of this AD at intervals not to exceed 25 hours time in service from the last inspection. (c) If cracks are found during any inspection required by paragraph (a) or (b) of this AD, before further flight, except that aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed, install channel stiffeners, P/N R-0009-2, in accordance with section titled "INSTRUCTION" in Partenavia Service Bulletin No. 36, revision 1, dated March 24, 1978, (hereinafter referred to as the service bulletin) or an FAA-approved equivalent, and Partenavia Drawing No. R-0009, titled "Stabilator Balance Weight Attachment Channel Modification Scheme" dated March 31, 1978, (hereinafter referred to as the drawing), or an FAA-approved equivalent. (d) Within 100 hours time in service after the effective date of this AD, without regard to total time in service, install 2 channel stiffeners, P/N R-0009-2, in accordance with the service bulletin and drawing, or an FAA-approved equivalent.(e) The inspections required by paragraphs (a) or (b) of this AD may be discontinued when the stiffeners, P/N R-0009-2, are installed. (f) An equivalent method of compliance with the modification required by paragraph (c) or (d) of this AD must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Federal Aviation Administration, Europe, Africa and Middle East Region, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 2, 1980.
2005-25-02: The FAA is superseding an existing airworthiness directive (AD), which applies to all Aerospatiale Model ATR42-200, ATR42-300, and ATR42-320 airplanes. That AD currently requires inspections to determine the proper installation of rivets in certain key holes and to detect cracks in the area of the key holes where rivets are missing; and correction of discrepancies. The existing AD also requires various inspections of the subject area for discrepancies, and corrective actions if necessary; and replacement of certain cargo door hinges with new hinges. For certain airplanes, the existing AD also requires replacement of friction plates, stop fittings, and bolts with new parts. This new AD requires additional corrective actions for certain airplanes. This AD results from discovery of cracks around key holes on certain fuselage frames where rivets were missing. We are issuing this AD to prevent fatigue cracks of the cargo door skin, certain frames, and entry door stop fittings and friction plates, which could result in reduced structural integrity of the airplane.
2019-03-12: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP helicopters. This AD requires repetitive inspections of each life raft inflation cylinder percussion system bellcrank (bellcrank). This AD was prompted by reports of jammed bellcranks. The actions of this AD are intended to prevent an unsafe condition on these products.
98-21-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, -300, -400, 747SP, and 747SR series airplanes, that requires a one-time visual inspection to determine the part number of the fuel shutoff valve installed in the outboard engines. The AD also requires replacement of certain valves with new valves, or modification of the spar valve body assembly, and various follow-on actions. This amendment is prompted by reports indicating that, due to high fuel pressure, certain fuel system components of the outboard engines have failed on in-service airplanes. The actions specified by this AD are intended to prevent such high fuel pressure, which could result in failure of the fuel system components; this situation could result in fuel leakage and, consequently, lead to an engine fire.
84-03-06: 84-03-06 BOEING AND McDONNELL DOUGLAS: Amendment 39-4805. Applies to Boeing Model 747 and McDonnell Douglas Model DC-9 and DC-10 series airplanes certificated in all categories:\n\n\tA.\tWithin 180 days from the effective date of this AD, unless already accomplished, determine if any components listed by serial number in Table I, below, are installed on or in the landing gear assembly. This determination may be made by review of records or by inspection of parts to determine serial numbers. Components delivered with production airplanes or purchased from Boeing, Douglas, or Cleveland Pneumatics, as spares, are not affected by this AD. Components purchased prior to January 1, 1979, are not affected by this AD.\n\n\tB.\tIf any components listed in Table I are found, replace them with approved parts before further flight.\n\n\tC.\tFuture use of any components listed by serial number in Table I is prohibited, unless it is determined by the manufacturer or demonstrated to the FAA that thecomponent is in conformity to type design.\n\n\tD.\tUpon request of the operator, an FAA Principal Maintenance Inspector may adjust the compliance times if the request contains substantiating data to justify the change, and subject to prior approval by the Manager, Seattle Aircraft Certification Office, for the Boeing Model 747, or the Manager, Los Angeles Aircraft Certification Office, for the McDonnell Douglas Models DC-9 and DC-10.\n\n\tE.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office for the Boeing Model 747, or the Manager, Los Angeles Aircraft Certification Office for the McDonnell Douglas Models DC-9 and DC-10.\n\n\tF.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations.\n\n\tThis amendment becomes effective March 19, 1984.\n\n\t\t\t\t\t\tAD 84-03-06\n\t\t\t\t\t\tTABLE I\n\n\n\nPART\nAIRCRAFT\nSERIAL\nAIRCRAFT\nNOMENCLATURE\nMANUFACTURERS\nNUMBERS\n\n\n PART NO.\n\n\n\n\n\nBoeing\nBrace Assembly\n65B05280\nCPT 1163 PTM\n747-100\nSide Body\n\nCPT 1257 PTM\n /200\nLanding Gear\n\n\n\nAxle\n65B05133\nCPT 2474 PTM\n\nWing & Body\n\nCPT 2714 PTM\n\nGear\n\nCPT 2828 PTM\n\n\n\nCPT 2836 PTM\n\n\n\nCPT 2838 PTM\n\n\n\nCPT 2839 PTM\n\n\n\nCPT 2886 PTM\n\n\n\nCPT 2908 PTM\n\n\n\nCPT 2959 PTM\n\n\n\nCPT 2981 PTM\n\n\n\nCPT 2982 PTM\n\n\n\nCPT 2991 PTM\n\n\n\nCPT 3048 PTM\n\n\n\nCPT 3056 PTM\n\n\n\nCPT 3063 PTM\n\n\n\nCPT 3090 PTM\n\n\n\nCPT 3091 PTM\n\n\n\nCPT 3101 PTM\n\n\n\nCPT 3149 PTM\n\n\n\nCPT 3691 PTM\n\n\n\nCPT 3733 PTM\n\n\n\n\nBoeing\nAxle\n65B19917\nCPT 3398 PTM\n747-SP\nWing & Body\n\n\n\nGear\n\n\n\n\n\n\nMcDonnell\nNose Gear Cylinder\n5920602-5\nCPT 1134 PTM\nDouglas\n\n or\nCPT 1160 PTM\nDC-9\n\n5920602-501\nCPT 1201 PTM\n\n\n\nCPT 1207 PTM\n\n\n\nCPT 1210 PTM\n\n\n\nCPT 1129 PTM\n\n\n\n\n\nNose Gear Piston\n5920603-501\nCPT 1395 PTM\n\n\n or\nCPT 1310 PTM5920603-5\nCPT 1308 PTM\n\n\n\nCPT 1417 PTM\n\n\n\nCPT 1422 PTM\n\n\n\nCPT 1440 PTM\n\n\n\nCPT 1301 PTM\n\n\n\nCPT 1306 PTM\n\n\n\nCPT 1160 PTM\n\n\n\nCPT 1161 PTM\n\n\n\nCPT 1178 PTM\n\n\n\nCPT 1208 PTM\n\n\n\nCPT 1209 PTM\n\n\n\nCPT 1246 PTM\n\n\n\n\nMcDonnell\nMain Gear Link Assy\nARG7009-501\n\nDouglas\nLower Down Lock\n or\nCPT 402 PTM\nDC-10\n\nARG7009-7\nCPT 421 PT\n\n\n\n\n\nAxle MLG\nARG7313-3\n\n\n\n or\nCPT 4361 PTM\n\n\nARG7313-1\n\n\n\n\n\n\nLink\nARG7107-5\n\n\n\n or\n\n\n\nARG7107-1\nCPT 0886 PTM\n\n\n\n\n\nBolt - Torque\nARG7323-1\nM 495 PTM\n\nLink - Upper\n\n\n\n MLG\n\n\n\n\n\n\n\nArm - Downlock\nARG7147-1\nCPT 1328 PTM\n\nMLG\n or\n\n\n\nARG7147-3\n\n\n\n\n\n\nLink Assembly\nARG7019-1\nCPT 019 PTM\n\nForward Brake\n or\nCPT 941 PTM\n\n\nARG7019-5\n\n\nLink Assembly\nARG7378-1\nCPT 672 PTM\n\nForward Brake\n or\nCPT 941 PTM\n\n MLG\nARG7378-3\n\n\n\n\n\n\n\n\n\n\nBolt - Torque\nARG7337-1\nCPT 063 PTM\n\nLink - Lower\n\nCPT 039 PTM\n\n MLG\n\nCPT 073 PTM\n\n\n\nCPT 040 PTM\n\n\n\nCPT 041 PTM
83-07-14: 83-07-14 BEECH: Amendment 39-4628. Applies to Models F90 (S/Ns LA-2 through LA-7 and LA-103 through LA-146), 200 (S/Ns BB-2 through BB-525, BB-789 through BB-792, BB- 794 through BB-828 and BB-830 through BB-852), 200C (S/Ns BL-18 through BL-36), 200CT (S/N BN-1), 200T (S/Ns BT-1 through BT-7), B200 (S/Ns BB-793, BB-829, BB-854 through BB-868, and BB-870), and B200C (S/N BL-37) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent decompression and possible injury caused by failure of a one-ply window that may have been installed instead of the required multi-ply window, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: a) Inspect all windows and replace each one-ply window that is found with the required multi-ply window in accordance with the criteria contained in Beechcraft Service Instructions Number 1214. b) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a place where this AD may be accomplished, provided a maximum pressure altitude of 25,000 feet and a maximum differential cabin pressure of 4.6 pounds per square inch is not exceeded. c) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This amendment becomes effective on April 18, 1983.
2019-03-16: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 100, 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a report of a main landing gear (MLG) collapse due to a broken drag stay; an investigation revealed that the drag stay failure was due to fatigue cracks, introduced by incorrect machining of the affected drag stay tube during production. This AD requires an inspection of the drag stay unit to determine the signal indication, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
87-18-05 R1: 87-18-05 R1 BOEING: Amendment 39-5722 as revised by Amendment 39-6242. \n\n\tApplicability: Model 767 series airplanes, equipped with General Electric CF6 engines, listed in Boeing Service Bulletin 767-29-0032 dated January 15, 1987, and airplanes Serial Numbers 22322, 23431, 23432, 23494, 23623, and 23624, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracking of the hydraulic pressure line aluminum support brackets in the engine strut, and possible fuel line penetration, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Service Bulletin 767-29-0032, dated January 15, 1987: Within the next 3,000 hours time-in-service after October 7, 1987 (which is the effective date of Amendment 39-5722), replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line, in accordance with that service bulletin. \n\n\tB.\tFor all other airplanes:Within the next 3,000 hours time-in-service after the effective date of this amendment, replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line in accordance with Boeing Service Bulletin 767-29-0032, Revision 1, dated June 16, 1988. \n\n\tC.\tAn alternate means 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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises Amendment 39-5722, AD 87-18-05, which became effective on October 7, 1987. \n\n\tThis amendment (39-6242, AD 87-18-05 R1) becomes effective on July 24, 1989.
2005-24-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, that requires an inspection of the thrust reverser cascades for correct installation; removing and reinstalling the cascade in the correct location, if necessary; and reworking the thrust reverser cascades to add locating spigots (metal protrusions) to each cascade; as applicable. This action is necessary to prevent asymmetric reverse thrust and consequent loss of control of the airplane during reverse thrust operation. This action is intended to address the identified unsafe condition.
98-21-19: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that currently requires deactivation of certain floormat heaters in the cabin area. In addition, that AD provides for optional terminating action for that deactivation. This amendment removes the optional terminating action of the existing AD and adds airplanes to the applicability of the existing AD. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent short circuiting between the flight attendant's floormat heater and the floor panel, which could cause overheating of the floormat heater and lead to smoke or fire in the airplane cabin.
50-40-01: 50-40-01 BOEING: Applies to all Model 377 Aircraft. A. Compliance required not later than December 15, 1950, unless already accomplished, and at the periodic inspections nearest a 700-hour interval thereafter if not reinforced as indicated below. Thoroughly inspect the nose gear spindle for circumferential cracks in the area adjacent to the weld between the nose gear spindle shaft, P/N 9-13735, and the spindle bearing, P/N 6- 25978. Since these cracks are extremely fine, a close magnaflux, dye penetrant or equivalent inspection is required. (Etching process is not recommended.) If cracks are found, either of the following steps should be taken: (1) Remove the cracks with 3/8-inch diameter grinding tool such that not more than 0.08 inch of the spindle shaft and not more than 0.10 inch of the weld is removed. (Boeing Service Letter No. 94 covers this subject.) If cracks extend beyond these limits the spindle should be reinforced per item (2) below: (2) Reinforcethe nose gear spindle by machining inside of spindle and inserting a 1/2-inch wall steel tube 25-inches long, P/N 5-39516-3. (Boeing Service Letter No. 138A covers this same subject.) B. (P/N 15-22594) Compliance required as indicated. 1. Thoroughly inspect the nose landing gear terminal P/N 15-22594, for cracks in the trapezoidal cutout as soon as practicable, but not later than November 1, 1952, unless already accomplished, and continuing at periodic intervals not to exceed 800 hours thereafter. This cutout is visible by removing the cover plate on the lower end of the strut and turning the nose gear segment. If cracks are found, the strut may be reworked in accordance with item 2 below, and provided cracks are removed, strut may be returned to service. 2. If not already accomplished, at the next landing gear overhaul, grind the sides of the trapezoidal cutout to a 0.50 inch radius at corners to conform to the sketch shown in Boeing's Service Letter 148A. The inspection of item 1 above must also be continued after rework until service experience shows that further cracking will not occur.
86-06-07: 86-06-07 SHORT BROTHERS, LTD.: Amendment 39-5262. Applies to Short Brothers, Ltd., Model SD3-60 airplanes, serial numbers SH 3601 through SH 3665 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD, unless previously accomplished. 1. To prevent control system interference, install extended and additional guards in accordance with Short Brothers, Ltd., Service Bulletin SD360-27-04, dated March 1985. 2. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtaincopies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective May 2, 1986.