Results
2022-07-12: The FAA is superseding Airworthiness Directive (AD) 2021-02- 20, which applied to certain H[eacute]licopt[egrave]res Guimbal (HG) Model Cabri G2 helicopters. AD 2021-02-20 required initial and repetitive inspections of certain rotating and non-rotating scissor fittings, and depending on the results, replacing the affected assembly. AD 2021-02-20 also prohibited installing certain main rotor hubs (MRHs) and swashplate guides unless the initial inspection was accomplished. This AD was prompted by a report of a crack in a rotating scissor fitting. This AD retains certain requirements of AD 2021-02-20, and requires installation of newly designed parts, provides a terminating action for the initial and repetitive inspections, and revises the applicability. This AD also extends the repetitive inspection interval and prohibits installing certain MRHs and swashplate guides. The FAA is issuing this AD to address the unsafe condition on these products.
91-02-01: 91-02-01 BOEING: Amendment 39-6855. Docket No. 90-NM-277-AD. \n\n\tApplicability: Model 757 series airplanes equipped with Pratt & Whitney engines, as listed in Boeing Alert Service Bulletin 757-29A0038, Revision 1, dated November 8, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the possibility of fuel leakage in the engine strut, accomplish the following: \n\tA.\tWithin 45 days after the effective date of this AD, accomplish the following in accordance with Boeing Alert Service Bulletin 757-29A0038, Revision 1, dated November 8, 1990: \n\n\t\t1.\tVisually inspect the retainer channel and fuel tubing within the engine strut for damage. If any damage is detected, repair prior to further flight. \n\n\t\t2.\tReplace the aluminum retainer channel at station 179 with an inconel retainer channel. \n\n\tB.\tWithin 30 days after accomplishing the inspection required by paragraph A. of this AD, submit a report of inspection findings from those inspections from which it was determined that the aluminum tube support retainer channel was damaged, to the Manager, Seattle Aircraft Certification Office, 1601 Lind Avenue S.W., Renton, Washington 98055-4056; rapid fax: (206) 227-1181. \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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6855, AD 91-02-01) becomes effective on January 22, 1991.
93-08-04: 93-08-04 BOEING: Amendment 39-8551. Docket 92-NM-168-AD. \n\n\tApplicability: Model 737-100, -200, and -200C series airplanes, as listed in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent degradation of the structural capability of the airplane, accomplish the following: \n\n\t(a)\tAccomplish the inspections specified in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, within the times specified in paragraph (b) of this AD, and thereafter at intervals not to exceed those specified in the Boeing Document for each inspection. \n\n\t(b)\tThe maximum initial inspection times for the inspections contained in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, shall be the later of the times specified in either paragraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tThe threshold for inspection time for the inspection specified in the Boeing Document, measured as a total (flight cycles, time-in-service, as appropriate) accumulated on the airplane; or \n\n\t\t(2)\tThe phase-in period for the inspection specified in the Boeing Document, measured from a date 15 months after the effective date of this AD. \n\n\tNOTE: The "phase-in period," for the purposes of this AD, is defined as the allowable period to accomplish the initial inspection when the required threshold specified in paragraph (b)(1) of this AD is imminent or has elapsed. \n\n\t(c)\tIf any of the discrepant conditions identified in the service bulletins are found as a result of the inspections required by this AD, thecorresponding corrective action specified in the service bulletins must be accomplished prior to further flight. \n\n\t(d)\tThe terminating action for each inspection required by paragraph (a) of this AD consists of the accomplishment of the modification specified in the corresponding service bulletin. \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 be obtained 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 inspections shall be done in accordance with Boeing Document No. D6- 38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, which contains the following list of effective pages: \n\n\nPage Number\nRev Sym\nShown on Page\nDate \nShown on Page \na\nF\nApril 23, 1992 \nc, d.4, d.5,\t\t\nd.6, e, 2.0.1, \n2.0.2, 3.0.1, \n3.1.3, 3.2.1, \n3.2.2, 3.2.3, \n3.2.4, 3.3.1, \n4.0.1, 4.1.1, \n4.1.2, 4.2.1, \n4.2.2, 5.1.1, \n5.1.2, 5.1.3, \n5.1.4, 5.1.5, \n5.1.6, B.1.1, \nB.1.2, B.2.1, \nB.3.1, B.4.1 \nF\n(These pages are not dated) \nb, d.3, 3.1.1,\t\t\nA.1.1, A.1.2, \nA.2.1, A.3.1, \nA.4.1 \nE\n(These pages are not dated) \nd.1, 3.1.2,\t\t\n3.2.5, 3.3.2, \n3.4.1 \nB\n(These pages are not dated) \nd.2, f, 3.4.2,\t\t \n3.5.1, 5.0.1 \nC\n(These pages are not dated)\n1.0.1, 1.0.2,\t\nblank\t\n(These pages are not dated) \n\t1.0.3 \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, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on May 27, 1993.
2009-01-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300, A310, and A300-600 series airplanes. That AD currently requires repetitive detailed visual inspections to detect cracks in the pylon thrust and sideload fitting of the wing, and replacement of any cracked pylon thrust and sideload fitting with a new fitting. This new AD reduces the threshold and repetitive intervals for the detailed inspection for certain airplanes and reduces the applicability of the existing AD. This AD results from issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. We are issuing this AD to detect and correct cracks in the pylon thrust and sideload fitting of the wing, which could result in reduced structural integrity of the airplane.
91-11-03: 91-11-03 MCDONNELL DOUGLAS: Amendment 39-6999. Docket No. 90-NM-287-AD. Supersedes AD 90-22-05. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent passenger service unit (PSU) oxygen doors from being jammed closed, accomplish the following: \n\n\tA.\tWithin 45 days after November 5, 1990 (the effective date of Amendment 39- 6780, AD 90-22-05), and thereafter at intervals not to exceed 45 days, inspect all PSU oxygen doors for proper closure, in accordance with McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. \n\n\tB.\tAny jammed PSU oxygen doors found during the inspection required by paragraph A. of this AD must be readjusted prior to further flight, in accordance with Phase I of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, datedAugust 24, 1990. \n\n\tC.\tWithin 12 months after the effective date of this AD install PSU oxygen door stops in accordance with Phase II of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. Such installation constitutes terminating action for the repetitive inspections required by 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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Previously granted approval for an alternative method of compliance to AD 90- 22-05 also constitutes approval for this AD. \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 McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment supersedes Amendment 39-6780, AD 90-22-05. \n\n\tThis amendment (39-6999, AD 91-11-03) becomes effective on June 24, 1991.
2022-07-01: The FAA is superseding Airworthiness Directive (AD) 2020-23- 07, which applied to certain Leonardo S.p.a. Model AB139 and AW139 helicopters. AD 2020-23-07 required removing certain life raft reservoirs (reservoirs) from service, inspecting the reservoirs and actuator cables, and depending on the inspection results, replacing the reservoir or adjusting the actuator cable. This AD was prompted by the inadvertent activation and deployment of an emergency life raft while the helicopter was in flight. This AD retains the requirements of AD 2020-23-07, and requires expanding the required actions to include additional serial-numbered reservoirs, and updates applicable service information. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-06: We are superseding an existing 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: The results of full scale fatigue tests being conducted by the manufacturer have shown the need for inspection of critical fastener holes in the stub wing upper front spar cap, near the wing strut attachment. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-10-03: This amendment supersedes an existing airworthiness directive (AD) 97-21-09, applicable to Allison Engine Company Model 250-C47B turboshaft engines, that currently requires replacing the engine main electrical harness assembly with an improved assembly, installing a new hydromechanical unit (HMU) and electronic control unit (ECU), removing the placard notifying the pilot that the overspeed protection system is disabled, and revising the Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC), Model 407 Rotorcraft Flight Manual (RFM). This amendment continues the requirements of the current AD, but adds the requirement to install ECUs with improved resistance to corrosion. This amendment is prompted by reports of ECUs with annunciated hard faults due to corrosion on internal connectors. The actions specified by this AD are intended to prevent uncommanded inflight engine shutdowns, which can result in autorotation, forced landing, and possible loss of the helicopter.
2022-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA330J helicopters. This AD was prompted by a review of Model EC225LP helicopter data that revealed potential tightening torque loss of the attachment screws of the upper deck fittings of the three main gearbox (MGB) suspension bars. Due to design similarities, the MGB right-hand (RH) rear fittings and MGB RH rear fitting attachment screws on Model SA330J helicopters could also be affected. Additional analysis confirmed that the service life limit (life limit) (SLL) for these affected MGB RH rear fittings needs to be reduced for helicopters on which these affected parts were operated concurrently with metallic main rotor blades installed. This AD requires determining the damage value and SLL of each affected MGB RH rear fitting, replacing each affected MGB RH rear fitting with a new part, and replacing the MGB RH rear fitting attachment screws, 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.
62-08-04: 62-08-04 BOEING: Amdt. 413 Part 507 Federal Register April 7, 1962. Applies to All Models 707 and 720 Series Aircraft Which Incorporate Magnesium Skin On the Horizontal Stabilizer Balance Panel Covers. \n\n\tCompliance required within 85 hours' time in service following the effective date of this AD unless already accomplished within the last 85 hours, and thereafter at periods not to exceed 170 hours' time in service from the last inspection. \n\n\tAs a result of cracking of the magnesium skin on the horizontal stabilizer balance panel covers the following shall be accomplished: \n\n\t(a) Conduct close visual inspection of all upper and lower horizontal stabilizer balance panel covers which incorporate magnesium skin, to detect any evidence of skin cracks. \n\n\t(b) Cracked covers must be repaired, replaced or modified in accordance with one of the following prior to further flight: \n\n\t\t(1) Repair in accordance with Structural Repair Manual Chapter 51-9-1, Chapter 51-9-2 (for fiberglass overlay panels) or later chapters, as appropriate to the airplane model involved. \n\n\t\t(2) Replace with a new standard cover incorporating magnesium skin;\n \n\t\t(3) Replace with a new standard cover incorporating aluminum alloy skin; \n\n\t\t(4) Replace with a cover incorporating honeycomb panel construction, Boeing P/N 65-28201, -28202, -28203, -28204, -28205, -28206, -28207, or -28208, as appropriate; or \n\n\t\t(5) Modify in accordance with FAA approved technical data. \n\n\t(c) When repairing any panel in accordance with (b)(1), or during inspection at major overhaul, visually inspect the bonding between the cover skin and its supporting structure for evidence of bond separation. If separation is found, repair either by tack riveting the separated parts together with 1/8 inch diameter 5056 aluminum alloy rivets at 0.60 + or - 1/32 inch spacing, or in accordance with the applicable Structural Repair Manual Set forth in (b)(1). \n\n\t(d) The repetitive inspections of any specific cover may be discontinued when the standard magnesium cover is replaced or modified in accordance with paragraphs (b)(3), (b)(4), or (b)(5). \n\n\t(e) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin No. 1594 pertains to this subject.) \n\n\tThis directive effective April 7, 1962. \n\n\tRevised November 30, 1966.
91-09-11: 91-09-11 BOEING: Amendment 39-6980. Docket No. 90-NM-240-AD. \n\n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 38A2077, dated August 30, 1990, certificated in any category. \n\n\tCompliance: Required within 12 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent a fire caused by ignition of foreign material in the drain mast internal space, accomplish the following: \n\n\tA.\tInstall shields to protect the drain mast heater elements in accordance with Boeing Alert Service Bulletin 747-38A2077, dated August 30, 1990. \n\n\tB.\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 tothe Manager, Seattle ACO. \n\n\tC.\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 (39-6980, AD 91-09-11) becomes effective on May 28, 1991.
2012-20-09: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. That AD currently requires a modification to trim the edge of the bumper plate, including performing an inspection for damage or cracks of the bumper plate and base fitting, and replacing any damaged or cracked part. That AD also currently requires, for certain airplanes, reidentifying the bumper plate. This new AD requires, for airplanes on which the reidentification is done, an operational check of the alternate extension system of the main landing gear (MLG), and repair if necessary. This AD was prompted by the determination that an operational check must be done after reidentifying the bumper plate to ensure the identified unsafe condition is addressed. We are issuing this AD to detect and correct failure of the MLG to extend and lock, which could adversely affect the safe landing of the airplane.
98-10-04: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Eurocopter) Model SA-365N1, AS-365N2, and SA-366G1 helicopters, that requires initial and repetitive inspections of the tail rotor blade Kevlar tie-bar (Kevlar tie-bar) for cracks or delaminations. This amendment is prompted by a report of delamination of a Kevlar tie-bar. The actions specified by this AD are intended to detect cracks that could lead to delamination of the Kevlar tie-bar, loss of tail rotor control, and subsequent loss of control of the helicopter.
2012-20-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing between the wire harness along the wing leading edge and the inboard end rib of the wing leading edge due to insufficient clearance. This AD requires inspecting the wire harness along the leading edge for chafing damage, and repair if necessary; and relocating and installing new anchor nuts. We are issuing this AD to detect and correct chafing damage to the wire harness along the wing leading edge, which if not corrected, could lead to the loss of the airframe de-icing system, and could become a possible ignition source causing fire.
91-09-05: 91-09-05 BOEING: Amendment 39-6969. Docket No. 90-NM-188-AD. \n\n\tApplicability: All Model 737-300 series airplanes, and 737-400 series, and 737-500 series airplanes, prior to line position 2000, certificated in any category. \n\n\tAlso applies to Model 707 series airplanes with the following serial numbers, certificated in any category: 20474, 20669, 20830, 20831, 20832, 20833, 20834, 20835, 21081, 21092, 21103, 21104, 21123, 21124, 21125, 21126, 21127, 21128, 21129, 21228, 21261, 21334, 21367, 21368, 21396, 21428, 21475, 21956. \n\n\tAlso applies to Model 727 series airplanes with the following serial numbers, certificated in any category: 21040, 21080, 21091, 21229, 21230, 21347, 21348, 21349, 21426, 21427, 21458, 21459, 21460, 21595, 21636, 21844, 21845, 21846, 21847, 21945, 21946, 21947, 21948, 22268, 22359, 22360, 22361, 22362, 22763, 22968. \n\n\tAlso applies to Model 737-200 series airplanes with the following serial numbers, certificated in any category: 21667, 21613, 21957, 22431, 22620, 22628, 22777, 22778, 22779. \n\n\tCompliance: Required within the next 180 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent damage to the circuits contained within the Flight Instrument Accessory Unit, Integrated Flight Systems Accessory Unit, or Inertial Navigation System Battery Monitor Module, and to surrounding equipment, accomplish the following: \n\n\tA.\tFor Model 707 series airplanes: Install a modification to add a 2-ampere thermal circuit breaker electrically located between the crew call horn drive circuitry, located on printed circuit card assembly (part number 69-66423-11) contained within the Flight Instrument Accessory Unit or contained in the Inertial Navigation System Battery Monitor Module (part number 65-38292-192), as applicable, and the crew call horn. The modification must be approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tB.\tFor Model 727 series airplanes: Install a modification to add a 2-ampere thermal circuit breaker electrically located between the crew call horn drive circuitry and the crew call horn in accordance with Boeing Service Bulletin 727-23-0052, dated January 31, 1991. \n\n\tC.\tFor Model 737 series airplanes: Install a modification to add a 2-ampere thermal circuit breaker electrically located between the crew call horn drive circuitry and the crew call horn in accordance with Boeing Service Bulletin 737-23-1059, dated January 31, 1991. \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 (PMI), 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 (39-6969, AD 91-09-05) becomes effective on May 28, 1991.
2012-20-02: We are adopting a new airworthiness directive (AD) for Alpha Aviation Concept Limited Model R2160 Airplanes. 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 possible installation of non-conforming air filter elements that are not fitted with metallic mesh and could internally collapse resulting in disruption of the powerplant operation. We are issuing this AD to require actions to address the unsafe condition on these products.
98-09-15: This amendment adopts a new airworthiness directive (AD), applicable to General Electric Company (GE) Model GE90-76B turbofan engines, that requires reduced life limits for certain rotating components. This amendment is prompted by the results of a refined life analysis performed by the manufacturer which revealed minimum calculated low cycle fatigue lives lower than the published low cycle fatigue retirement lives for certain rotating components. The actions specified by this AD are intended to prevent a low cycle fatigue failure of a rotating component and possibly an uncontained engine failure.
77-18-01: 77-18-01 MOONEY: Amendment 39-3026. Applies to Models M20E (Serial Numbers 101 through 466, 470 through 1217, 1219, 1221, 1223 through 1308, 670001 through 670062, 690001 through 690073, 700001 through 700039, 700041 through 700043, 700045 through 700052, 700055, 700056, 700060, 700061, 21-0001 through 21-1180); M20F (Serial Numbers 670001 through 670363, 670365 through 670385, 670387 through 670482, 670484 through 670539, 680001 through 680206, 690001 through 690090, 690092, 700001 through 700061, 700063, 700066 through 700070, 700072, 22-0001 through 22-1437); M20J (Serial Numbers 24-0001 through 24-0237, 24-0241, 24-0242, 24-0245, 24-0248 through 24-0255) airplanes with a Stewart-Warner model 8432F1 oil cooler. \n\n\tCompliance: Required before further flight, unless already accomplished. \n\n\tTo prevent overheating of engine oil, accomplish the following: \n\n\t1.\tRemove the top cowl on Mooney Model M20J airplanes, the left side cowl on Mooney Model M20E or F airplanes; visually check the engine oil cooler to determine if there is a "V" notch between the center welds and the row of smaller edge notches, as shown in the attached picture, Figure I. \n\n\t\ta.\tIf a "V" notch is found on the fourth (4th) and/or fifth (5th) plate on the side having the oil ports, as displayed in Figure I, and no such "V" notch is found on the opposite side, make an entry in the aircraft maintenance records indicating that this AD has been accomplished, and the airplane may be returned to service. \n\n\t\tb.\tIf no "V" notch is found as depicted in Figure I, or if there are any other similar notches in any other location, replace the oil cooler with an airworthy Stewart-Warner model 8432F1 oil cooler before further flight. \n\n\tA pilot may perform the visual checks outlined in paragraph 1.a. \n\n\tNote: The pilot must make an entry in the maintenance record in accordance with FAR Section 43.9 to indicate compliance with this AD. \n\n\tNote: Mooney Special Notice Letter 7/22/77 pertainsto this same subject. \n\n\t2.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. \n\n\tThis amendment becomes effective August 31, 1977, and was effective upon receipt of the airmail letter dated August 2, 1977, for all recipients of the airmail letter.
2012-19-10: We are adopting a new airworthiness directive (AD) for certain of The Boeing Company Model 777 airplanes. This AD was prompted by heat damage and cracks at the pivot joint location of the main landing gear (MLG) inner cylinder/truck beam. This AD requires repetitive lubrication of the MLG pivot joints; repetitive detailed inspections of the outer diameter chrome on the center axles of the MLG for chicken- wire cracks, corrosion, and chrome plate distress; repetitive magnetic particle inspections of the outer diameter chrome on the center axles of the MLG for cracks; and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct cracking in the MLG center axle and shock strut inner cylinder lugs (pivot joint), which could result in fracture of the MLG pivot joint components and consequent collapse of the MLG.
91-09-03: 91-09-03 BOEING: Amendment 39-6968. Docket No. 90-NM-22-AD. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent separation of an inboard trailing edge flap due to cracking, accomplish the following: \n\n\tA.\tExcept as provided in paragraph D. of this AD, perform a detailed visual inspection for cracks in the exposed areas of the inboard trailing edge flap inboard track at the main landing gear door forward hinge fitting attachment holes within the time specified in subparagraph 1., or 2., below, as applicable.\n\n\t\t1.\tPrior to the accumulation of 7,000 flight cycles since manufacture or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t\t2.\tFor flap tracks that were inspected and modified in accordance with Boeing Service Bulletin 727-32-340, Revision 1, dated December 10, 1987, Figure 1, prior to the accumulationof 9,000 flight cycles since modification, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\tRepeat the inspections required by paragraphs A.1. and A.2. at intervals not to exceed 3,000 flight cycles. \n\n\tNOTE: The hinge fitting bolts do not have to be removed to accomplish this inspection. \n\n\tB.\tIf cracked flap tracks are detected that do not exceed the limits specified in Figure 1 of Boeing Service Bulletin 727-32-0340, Revision 3, dated May 24, 1990, (hereafter referred to as "the service bulletin"), prior to further flight, repair in accordance with the service bulletin or replace the flap track. After repair, continue the repetitive inspections in accordance with paragraph A. of this AD. \n\n\tC.\tIf cracked flap tracks are detected that exceed the limits specified in Figure 1 of the service bulletin, prior to further flight, replace the track. \n\n\tD.\tFlap tracks repaired in accordance with Boeing Drawing 65-68420 must be replacedwithin the time interval specified in subparagraph 1. or 2., below, whichever occurs later. \n\n\t\t1.\tWithin 2,000 flight cycles or 1 year since repair, whichever occurs first; or \n\n\t\t2.\tWithin 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\tE.\tInspection and modification in accordance with Figure 1 of Boeing Service Bulletin 727-32-340, Revision 2, dated September 7, 1989, or Revision 3, dated May 24, 1990, and replacement of cracked forward hinge fittings, constitutes terminating action for the inspections required by paragraph A. of this AD. There must be no flight cycles accumulated between the accomplishment of the inspection, replacement of cracked forward hinge fittings, and modification. \n\n\tF.\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\tG.\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 (39-6968, AD 91-09-03) becomes effective on May 28, 1991.
2012-19-03: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model DC-10-10, DC-10-10F, DC-10-15, DC- 10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, and MD-10-30F airplanes. That AD currently requires installing or replacing with improved parts, as applicable, the bonding straps between the metallic frame of the fillet and the wing leading edge ribs, on both the left and right sides of the airplane; and for certain airplanes, repositioning or replacing two bonding straps, doing a bonding-resistance check and an inspection to determine correct installation of certain bonding straps, and applicable corrective actions. This new AD adds airplanes to the applicability and, depending on the airplane configuration, requires installing new braided bonding straps, inspecting to determine if a certain strap is installed and replacing with or installing a braided bonding strap if necessary, measuring the electrical resistance of the bonding straps, verifying that brackets have an acceptable fillet seal, and doing corrective actions if necessary. This AD \n\n((Page 59729)) \n\nwas prompted by fuel system reviews conducted by the manufacturer, and our determination that additional actions are necessary to address the identified unsafe condition. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks in the event of a severe lightning strike, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
98-09-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires removal and reconfiguration of the battery grounds of the auxiliary power unit (APU). This amendment is prompted by reports of smoke or fire coming from the APU due to battery grounds that were not installed or maintained properly. The actions specified by this AD are intended to prevent overheating and heat damage of the APU battery grounds due to improper installation of the APU battery ground, which could result in heat damage and consequent smoke or fire on the airplane.
92-24-05: 92-24-05 BOEING: Amendment 39-8410. Docket No. 92-NM-57-AD. Supersedes AD 91-20- 03, Amendment 39-8037. \n\n\tApplicability: Model 737-300 series airplanes; as listed in Boeing Alert Service Bulletin 737-71A1208, Revision 2, dated March 23, 1989; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent fuel leakage, which can create a potential fire hazard and lead to subsequent engine shutdown, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Alert Service Bulletin 737-71A1208, dated December 10, 1987: Within the next 30 days after May 27, 1988 (the effective date of AD 88- 11-01, Amendment 39-5918), inspect the variable stator vane (VSV) fuel manifold for chafing and leaks, and check orientation of the fifth/ninth stage pneumatic duct coupling clamps, in accordance with that service bulletin. Prior to further flight, repair or replace chafed components and relocate components, as necessary, in accordance with the service bulletin. \n\n\t(b)\tFor Groups 1 and 2 airplanes listed in Boeing Alert Service Bulletin 737- 71A1208, Revision 2, dated March 23, 1989, that are not subject to paragraph (a) of this AD: Within the next 60 days after October 7, 1991 (the effective date of AD 91-20-03, Amendment 39-8037), inspect the VSV fuel manifold for chafing and leaks, and check the orientation of the fifth/ninth stage pneumatic duct coupling clamps, in accordance with that service bulletin. Prior to further flight, repair or replace chafed components and relocate components, as necessary, in accordance with the service bulletin. \n\n\t(c)\tFor Groups 1 and 2 airplanes listed in Boeing Alert Service Bulletin 737- 71A1208, Revision 2, dated March 23, 1989: Within the next 60 days after the effective date of this AD, and thereafter at each engine change, inspect the VSV fuel manifold for chafing and leaks, and check orientation of the fifth/ninth stage pneumatic duct coupling clamps, in accordance with that service bulletin. Prior to further flight, repair or replace chafed components and relocate components, as necessary, in accordance with the service bulletin. \n\n\t(d)\tFor Group 3 airplanes listed in Boeing Alert Service Bulletin 737-71A1208, Revision 2, dated March 23, 1989: At each engine change after the effective date of this AD, inspect the VSV fuel manifold for chafing and leaks, and check orientation of the fifth/ninth stage pneumatic duct coupling clamps, in accordance with that service bulletin. Prior to further flight, repair or replace chafed components and relocate components, as necessary, in accordance with the service bulletin. \n\n\t(e)\tFor all airplanes listed in Boeing Alert Service Bulletin 737-71A1208, Revision 2, dated March 23, 1989: Within 60 days after the effective date of this AD, inspect the fuel supply line for interference of the left fan cowl hold open rod with a fuel supply tube and/or lower clamp; in accordance with that service bulletin. Prior to further flight, repair or replace chafed components and relocate components, as necessary, in accordance with the service bulletin. \n\n\t(f)\tInstallation of index keyed pneumatic ducts, in accordance with Boeing Alert Service Bulletin 737-71A1208, Revision 2, dated March 23, 1989, constitutes terminating action for the repetitive inspections required by paragraphs (c) and (d) of this AD. \n\n\t(g)\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 be obtained from the Seattle ACO. \n\n\t(h)\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(i)\tThe inspections and repairs shall be done in accordance with Boeing Alert Service Bulletins 737-71A1208, dated December 10, 1987; and Revision 2, dated March 23, 1989. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of October 7, 1991 (56 FR 47671, September 20, 1991). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n \n\tThis amendment 39-8410, AD 92-24-05, supersedes AD 91-20-03, Amendment 39-8037 which superseded AD 88-11-01, Amendment 39-5918. \n\n\t(j)This amendment becomes effective on December 11, 1992.
70-19-01: 70-19-01 MCDONNELL DOUGLAS: Amdt. 39-1079 as amended by Amendment 39-1107. Applies to all McDonnell Douglas Model DC-8 airplanes equipped with the high pressure air auxiliary engine starting system. Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, deactivate the high pressure air storage system in the auxiliary engine starting system in accordance with McDonnell Douglas All Operators Telegraphic Maintenance Campaign No. C1-SVC-DC8-COM-21, dated August 13, 1970, and/or Supplement C1-SVC-DC8-COM-22, dated August 14, 1970, or an equivalent procedure approved by the Chief, Aircraft Engineering Division. \n\n\tTo reactivate the auxiliary engine starting system high pressure air storage system, accomplish the following as applicable: \n\n\t(a)\tFor all aircraft which have complied with McDonnell Douglas DC-8 Service Bulletin 80-15, dated August 28, 1970, remove the protective coating which was installed within the air chambers perSection 2.E(1)(a) and 2.E(1)(c) of Option I and/or Section 2.G of Option II of the Service Bulletin. \n\n\t(b)\tVisually and ultrasonically inspect the MLG strut air storage chambers in accordance with McDonnell Douglas DC-8 Service Bulletin 80-15, Paragraph 2.D and Paragraph 2.E(3), dated August 28, 1970, or later FAA approved revision or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tIf no cracks or corrosion are found in either MLG strut air storage chamber, the air storage system may be reactivated. If cracks or corrosion are found in either air chamber, the reactivation of the air storage system must be held in abeyance until the strut is overhauled in accordance with the McDonnell Douglas DC-8 Overhaul Manual or other FAA approved procedures. \n\n\t(c)\tFor all DC-8-62, -62F, -63, and -63F airplanes with the auxiliary spherical air reservoir, P/N 7755213-1, prior to reactivation, visually inspect the reservoir per McDonnell Douglas All Operators Letter AOL 8-476 (C1-7-92/TS/JED), dated September 22, 1970, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. If corrosion is found in the reservoir, it must be replaced prior to reactivation of the system. \n\n\t(d)\tFollowing reactivation of the air start system, the chemical air dryer cartridge must be replaced with a new cartridge at intervals not to exceed 25 hours of compressor operation and whenever the water separator malfunctions. To determine compressor operation time, the compressor must be controlled manually and a record of time of operation must be maintained. A placard shall be installed adjacent to the air compressor control and water separator circuit breaker on the electrical power center panel (28V DC Buss #4) which requires the flight crew to record the compressor operation time in the aircraft log. \n\n\tAs an alternate procedure to manual compressor regulation and operating time recording, the air start compressor system may be returned to normal automatic operation, provided the chemical air dryer cartridge is replaced at intervals not to exceed 250 flight hours. \n\n\t(e)\tWater separator operation, for those airplanes so equipped, must be checked at intervals not to exceed 250 flight hours. A minimum of three overboard water discharge cycles at five to eight minute intervals indicates satisfactory water separator functioning. Unsatisfactory water separator operation must be rectified prior to further operation of the aircraft with the pressurized air start system activated. The air start system may be temporarily deactivated by opening and securing the air compressor control and water separator circuit breaker on the electrical power center panel (28V DC Buss #4), or any equivalent FAA approved procedure. To preserve the integrity of the air start system, the aircraft must not be operated for more than 50 flight hours with both unsatisfactory waterseparator operation and a temporarily deactivated air start system. \n\n\tNOTE: Paragraphs (d) and (e) apply to only those aircraft utilizing the onboard air start compressor system. \n\n\t(f)\tAt intervals not to exceed 1200 flight hours, visually inspect the interior of each air chamber for the presence of water. If water is found, repeat Section (b), above. \n\n\t(g)\tWhen a ground source is used for recharging the air storage system or for direct engine start on the air combustion system, use dry air having a dew point of -65 degrees F or lower. For airplanes with the Hi-low starting system, use of dry nitrogen as an alternate to dry air is satisfactory. \n\n\tAmendment 39-1079 effective September 15, 1970, and was effective upon receipt for all recipients of the telegram dated August 21, 1970, which contained this amendment. \n\n\tThis Amendment 39-1107 becomes effective November 13, 1970.
2022-07-04: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-12/47E airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as inward vent valves installed during production without chromate conversion coating on the bonding surface. This AD requires modifying the inward vent valves and prohibits installing unmodified inward vent valves. The FAA is issuing this AD to address the unsafe condition on these products.