Results
95-18-08: 95-18-08 AIRBUS INDUSTRIE: Amendment 39-9355. Docket 95-NM-03-AD. Applicability: All Model A300-600 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (b) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wing, accomplish the following: (a) Prior to the accumulation of 24,000 total flight cycles since date of manufacture of the airplane, or within 750 flight cycles after the effective date of the AD, whichever occurs later, perform a detailed visual inspection to detect cracks in the bottom skin of the wing in the area of the cut out for the pylon rear attachment fitting, in accordance with Airbus Service Bulletin A300-57-6028, Revision 3, dated September 13, 1994. Repeat the inspection thereafter at intervals not to exceed 9,000 flight cycles. If any crack is detected, prior to further flight, repair the wing bottom skin in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) An alternative method of complianceor adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection shall be done in accordance with Airbus Service Bulletin A300- 57-6028, Revision 3, dated September 13, 1994, which contains the specified effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-6 3 September 13, 1994 7-9 2 February 22, 1994 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (e) This amendment becomes effective on October 16, 1995.
88-26-03: 88-26-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6058. Applies to Model 206L helicopters, S/N's 45001 through 45153 and S/N's 46601 through 46617, and to Bell Model 206L-1 helicopters, S/N's 45154 through 45840, certificated in any category, with fuel system flow switches, P/N's 206-063-635-001, 206-064-601-001, -003, -101, or -103 installed. (Airworthiness Docket No. 88-ASW-2) Compliance is required as indicated, unless already accomplished. To prevent a possible fuel system failure due to the malfunction of the fuel system flow switches which could result in an engine flameout and subsequent loss of the helicopter accomplish the following: (a) Within the next 250 hours' time in service after the effective date of this AD, remove and replace the fuel system flow switches, P/N's 206-063-635-001, 206-064-601-001, - 003, -101, or -103, whichever is installed, with fuel system flow switch retrofit kit, P/N 206-703- 004-101 and relocate the in-line fuelfilters, P/N 206-063-693-001, in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 206L-88-52, dated June 10, 1988. (b) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. The procedure shall be done in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 206L-88-52, dated June 10, 1988. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1) and 1 CFR Part 51. Copies may be obtained from Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101, Attention: Customer Support. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment (39-6058, AD 88-26-03) becomes effective January 18, 1989.
82-07-03: 82-07-03 JANITROL AERO DIVISION (MIDLAND-ROSS CORPORATION): Amendment 39-4354. Applies to Models B1500, B2030, B3040, and B4050 combustion heaters marked as meeting the standards of FAA TSO-C20, installed in aircraft certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To detect and prevent the failure of affected combustion heater tube assemblies, accomplish the following: a) For installed affected heaters with 450 or more heater-hours time-in-service, since last overhauled or installed new, on the effective date of this AD, comply with paragraph e) within the next fifty (50) heater-hours time-in-service or twelve (12) months from effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. b) For installed affected heaters with less than 450 heater-hours time-in-service, since last overhauled or installed new, on the effective date of this AD, comply with paragraph e) before the accumulation of 500 heater-hours time-in-service since last overhauled or installed new, or twelve (12) months from effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. c) For uninstalled out-of-service/overhauled heaters without a new combustion tube assembly that are installed in aircraft subsequent to the effective date of this AD, comply with paragraph e) before the accumulation of 250 heater-hours time-in-service or twelve (12) months, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. d) For uninstalled affected new or overhauled heaters with a new combustion tube assembly that are installed in aircraft subsequent to the effective date of this AD, comply with paragraph e) beforethe accumulation of 500 heater-hours time-in-service or twenty-four (24) months, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. e) Conduct 100 hour inspection of affected heaters in accordance with Janitrol's Maintenance and Overhaul Manual, Instruction P/N 24E25-1, dated October 1981. Prior to further flight, overhaul any heater that does not pass the combustion pressure decay test required by this inspection. For all affected Janitrol Aircraft Heaters installed in Cessna or Piper Aircraft, conduct the required overhaul in accordance with the appropriate Cessna or Piper Aircraft Heater Overhaul Manual or Janitrol Overhaul Manual, P/N 24E25-1, dated October 1981. f) A HEATER HOURMETER may be used to establish heater operating time. If a HEATER HOURMETER is not used, count one (1) heater hour for each two (2) flight hours for normal aircraft flight operation. g) Upon request of an operator, the Chief, Chicago Aircraft Certification Office, FAA, Central Region, may adjust the compliance time specified in paragraphs a), b), c), and d) of this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. h) An equivalent method of compliance with this AD may be used when approved by the Chief, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018; telephone (312) 694-7357. This AD supersedes AD 80-09-10. This amendment becomes effective May 6, 1982.
95-08-08: 95-08-08 BOEING : Amendment 39-9197. Docket 95-NM-46-AD.\n\n Applicability: Model 737-200 and -200C airplanes equipped with dB Partners Hush Kit installed in accordance with Supplemental Type Certificate (STC) SA5730NM, certificated in any category.\n\n NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n Compliance: Required as indicated, unless accomplished previously. \n To prevent separation of the nose cowl from the engine following turbine blade failure, accomplish the following:\n (a) Within 30 days after the effective date of this AD, install fail-safe straps onto the existing attach ring, in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995.\n (b) As of the effective date of this AD, fail-safe straps must be installed onto the existing attach ring of the nose cowl, in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995, prior to installation of STC SA5730NM on any airplane.\n (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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 NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n (e) The installation shall be done in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from The Nordam Group, 624 East 4th Street, Tulsa, Oklahoma 74120. 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 (f) This amendment becomes effective on May 2, 1995.
98-13-38: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires installation of a warning placard for the fire extinguisher exhaust port located in the rear baggage bay. 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 blockage of the fire extinguisher exhaust port, which could result in reduced fire protection in the rear baggage bay and consequent injury to the passengers and crewmembers.
98-13-34: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-145 series airplanes. This action requires repetitive emergency extension (free-fall) functional tests of the nose landing gear (NLG), and lubrication of all NLG hinge points, to ensure that the NLG extends and locks down properly; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the NLG to extend and lock down properly, which could result in damage to the airplane structure, and consequent reduced controllability of the airplane upon landing.
93-20-02: 93-20-02 MCDONNELL DOUGLAS: Amendment 39-8709. Docket 92-NM-220-AD. Supersedes AD 92-02-05, Amendment 39-8141. \n\n\tApplicability: Model DC-8-61, -62, -63, and -73 series airplanes equipped with a cargo conversion modification installed in accordance with Supplemental Type Certificate (STC) SA1802SO; and Model DC-8-21, -32, -33, and -51 series airplanes equipped with a cargo conversion modification installed in accordance with STC SA421NW; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of the cargo door, damage to flight control surfaces, and reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tWithin 7 days after the effective date of this AD, revise the Limitations Section of the appropriate FAA-approved Airplane Flight Manual Supplement (AFMS) by replacing item 5 in the AFMS for SA1802SO, and item 6 in the AFMS for SA421NW, with the following. (This may be accomplished by inserting a copy of this AD into the AFMS.) \n\n\t"Prior to initiating the cargo door closing sequence, a flight crew member must verify that the cargo door warning light is illuminated. After the door closing sequence is complete, and visual verification has been made that the latches are closed and the lockpins are properly engaged, a flight crew member must verify that the cargo door warning light is extinguished, and then conduct a PRESS-TO-TEST of the warning light to ensure that the light is operational. Pull the cargo door circuit breakers labeled "pump" and "valve" prior to takeoff. Methods for documentation of compliance with the preceding procedures must be approved by the FAA Principal Maintenance Inspector (PMI)." \n\n\t(b)\tWithin 7 days after January 21, 1992 (the effective date of AD 92-02-05, Amendment 39-8141), and thereafter at intervals not to exceed 100 hours time-in-service, perform the following inspections: \n\n\t\t(1)\tInspect the cargo door wire bundle between the exitpoint of the cargo liner and the attachment point on the cargo door to detect crimped, frayed, or chafed wires; and inspect for damaged, loose, or missing hardware mounting components. Prior to further flight, repair any damaged wiring or hardware mounting components in accordance with FAA-approved maintenance procedures. \n\n\t\t(2)\tInspect the cargo door latch rollers in the lower sill of the cargo door opening of the airplane to ensure that all twelve rollers can be freely rotated by hand. Prior to further flight, replace any discrepant roller components found, and repair any rollers that cannot be rotated freely by hand, in accordance with FAA-approved maintenance procedures. \n\n\t(c)\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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Small 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, Atlanta ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. \n\n\t(d)\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(e)\tThis amendment becomes effective on November 17, 1993.
88-19-03 R1: 88-19-03 R1 BOEING: Amendment 39-6001 as revised by Amendment 39-6532. Docket No. 89-NM-156-AD.\n \n\tApplicability: Model 767 series airplanes, line numbers 001 through 175, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a condition that could lead to depressurization of the airplane, accomplish the following: \n\n\tA.\tPrior to the accumulation of 6,000 flight cycles or within the next 1,000 flight cycles after September 26, 1988, (effective date of Amendment 39-6001), whichever occurs later, unless accomplished within the last 5,000 flight cycles, and thereafter at intervals not to exceed 6,000 flight cycles, perform a detailed visual inspection of the aft side of the entire body station 1582 pressure bulkhead for damage (as defined in the Structural Repair Manual) and cracking, in accordance with Boeing Service Bulletin 767-53-0026, dated November 19, 1987, or Revision 1, dated March 16, 1989. \n\n\tB.\tPriorto the accumulation of 25,000 flight cycles, and thereafter at intervals not to exceed 6,000 flight cycles, perform an eddy current inspection of the body station 1582 pressure bulkhead, in accordance with paragraph C. of the Accomplishment Instructions of Boeing Service Bulletin 767-53-0026, Revision 1, dated March 16, 1989. \n\n\tC.\tRepair all damage and cracking prior to further flight in accordance with NOTE 4 in the Accomplishment Instructions of Boeing Service Bulletin 767-53-0026, Revision 1, dated March 16, 1989. \n\n\tD.\tFor the purpose of complying with this AD, the number of flight cycles may be determined to equal the number of pressurization cycles where the cabin pressure differential was equal to or greater than 2.0 PSI. \n\n\tE.\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\tF.\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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises AD 88-19-03, Amendment 39-6001. \n\tThis amendment (39-6532, AD 88-19-03 R1) becomes effective on April 13, 1990.
2019-21-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report of cracked external lugs of the aluminum cargo door latch fittings in the lower part of the forward and aft cargo doors. This AD requires repetitive detailed inspections of the external lugs of the aluminum cargo door latch fittings for cracks, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Accomplishing the installation of new aluminum cargo door latch fittings constitutes terminating action for the repetitive detailed inspections. The FAA is issuing this AD to address the unsafe condition on these products.
82-27-02 R1: 82-27-02 R1 McCAULEY ACCESSORY DIVISION: Amendment 39-4521 as amended by Amendment 39-4564. Applies to the following McCauley Accessory Division C200, C300, and C400 series constant speed propellers with blade serial numbers as identified below that are installed on, but not limited to, the aircraft listed below: AIRCRAFT PROPELLER MODEL/BLADE MODEL Cessna R172K 2A34C203/90DCA-10 or 90DCA-14 Cessna 172RG B2D34C220/80VHA-3.5 Cessna 177RG B2D34C207/78TCA-0 Cessna 180G-J 2A34C201/90DA-8 Cessna 180G-J 2A34C203/90DCA-2 or 90DCA-8 Cessna 180K C2A34C204/90DCB-8 Cessna 182M-P 2A34C201/90DA-8 Cessna 182M-P 2A34C203/90DCA-8 Cessna 182Q C2A34C204/90DCB-8 Cessna R182 (pre-1980) B2D34C214/90DHB-8 Cessna R182 (1980-on) B2D34C218/90DHB-8 Cessna TR182 (pre-1980) B2D34C217/90DHB-8 Cessna TR182 (1980-on) B2D34C219/90DHB-8 Cessna T182 B2D34C219/90DHB-8 Cessna A185F D3A34C403/80VA-0 Cessna T188C D3A34C402/90DFA-10 Cessna TU206G D3A34C402/90DFA-10 Cessna U206G D3A34C404/80VA-0 Cessna 207A D3A34C404/80VA-0 Cessna T207A D3A34C401/90DFA-10 Cessna P210N:T210M,N D3A34C402/90DFA-10 Cessna 210N D3A34C404/80VA-0 Cessna T337G,H:P337H D2AF34C308/90DEA-12 Cessna 337G,H D2AF34C310/90DEA-12 Mooney M20J (201) B2D34C214/90DHB-16E Mooney M20K (231) 2A34C216/90DHB-16E Reims FR172K 2A34C203/90DCA-14 Reims F177RG B2D34C207/78TCA-0 Reims F182P 2A34C201/90DA-8 Reims F182P 2A34C203/90DCA-8 Reims F182Q C2A34C204/90DCB-8 Reims FR182 (pre-1980) B2D34C214/90DHB-8 Reims FR182 (1980-on) B2D34C218/90DHB-8 Reims F337G D2AF34C310/90DEA-12 Reims FT337GP D2AF34C308/90DEA-12 APPLICABLE BLADE SERIAL NUMBERS SERIAL NUMBER BLADE TYPE B117210 thru B117249 90DEA-12 and 90DA-8 B117290 thru B117329 90DCB-8 B117410 thru B117529 90DHB-16E and 78TCA-0 B117610 thru B117649 90DCB-8 B117730 thru B117769 90DHB-8 and 78TCA-0 B117890 thru B117969 90DCB-8 B118090 thru B118169 90DHB-8 B118254 thru B118369 90DHB-8 B119170 thru B119249 90DHB-16E and 90DHB-8 B119290 thru B119449 90DCA-2, 90DCA-8, 90DCA-10, and 90DCA- 14 B119450 thru B119489 90DA-8 B119490 thru B119529 90DEA-12 B120345 thru B120364 90DCA-14 B120485 thru B120524 90DEA-12 B120667 thru B120686 90DCA-10 B120687 thru B120929 90DHB-16E B121063 thru B121262 90DCB-8 and 90DHB-16E B121450 thru B121489 90DCB-8 B121690 thru B121969 90DHB-8 B121970 thru B122049 90DCA-14 B122050 thru B122089 90DCA-8 B122090 thru B122129 90DHB-16E B126956 thru B126979 90DFA-10 BC 551 thru BC638 80VA-0 BC 719 thru BC750 80VA-0 BC752 thru BC790 80VA-0 BC815 thru BC839 80VA-0 BC893 thru BC908 80VA-0 BC910 thru BC919 80VA-0 BC951 thru BC974 80VA-0 BC991 thru BC1030 80VA-0 BK321 thru BK362 80VA-0 BK371 thru BK400 80VA-0 BK441 thru BK460 80VA-0 BK481 thru BK560 80VA-0 BI001 thru BI200 80VHA-3.5 BJ081 thru BJ160 80VA-0 BJ181 thru BJ200 80VA-0 BJ253 thru BJ260 80VA-0 BJ262 thru BJ280 80VA-0 BJ282 thru BJ320 80VA-0 NOTE: McCauley Accessory Division Service Bulletin 146 provides additional background information for identifying propeller applicability. Compliance required, within the next 10 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible propeller blade shank failure, accomplish the following: (a) Dye penetrant inspect the blade shank area for cracks or forging "folds" in accordance with McCauley Accessory Division Service Bulletin SB146 dated December 3, 1982, or FAA approved equivalent. Extreme caution must be exercised when removing paint and blade anodize to prevent corrosive liquids from entering the propeller hub. If evidence of cracks or forging "folds" is found replace the blade with a serviceable blade before further flight. (b) A special flight permit may be issued in accordance with Federal Aviation Regulations (FARs) 21.197 and 21.199 to operate the aircraft to a base where this AD can be accomplished. (c) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 39-4521 became effective December 30, 1982. This Amendment 39-4564 becomes effective February 22, 1983.
88-24-09: 88-24-09 FOKKER: Amendment 39-6064. Applies to Model F-27 series airplanes Serial Numbers 10102 to 10692, inclusive, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent jamming of the main landing gear, accomplish the following: A. Within 90 days after the effective date of this AD, perform a one-time inspection of the main landing gear torque links, and repair, if necessary, in accordance with Fokker Service Bulletin F27/32-157, dated December 18, 1987. NOTE: Fokker Service Bulletin F27/32-157, dated December 18, 1987, references Dowty-Rotol Service Bulletins 32-49SW, 32-82S, and 32-161B for procedures for the inspection and repair. B. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded throughan FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. C. 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 the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Fokker Aircraft, USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. 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, 39-6064, becomes effective December 21, 1988.
90-25-05: 90-25-05 BOEING: Amendment 39-6790. Docket No. 89-NM-271-AD. \n\n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: This AD references Boeing Document Number D6-36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989, for inspection procedures, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tTo control corrosion, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, revise the FAA-approved maintenance program to include the corrosion control program specified in Boeing Document Number D6-36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989, (hereinafter referred to as "the Document"). \n\n\tNOTE: All structure found corroded or cracked as a result of an inspection conducted in accordance with this paragraph must be addressed in accordance with FAR Part 43. \n\n\tNOTE: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4.1 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR 43.13. \n\n\tNOTE: Procedures identified in the Document as "optional" are not required to be accomplished by this AD. \n\n\tB.\t1.\tIf, as a result of any inspection conducted in accordance with the program required by paragraph A., above, Level 3 corrosion is determined to exist in any area, accomplish one of the following within 7 days after such determination: \n\n\t\t\ta.\tSubmit a report of any findings of Level 3 corrosion to the Manager of the Seattle Aircraft Certification Office (ACO) and inspect the affected area on all Model 747 aircraft in the operator's fleet; or \n\n\t\t\tb.\tSubmit for approval to the Manager of the Seattle ACO one of the following: \n\n\t\t\t\t(1)\tProposed adjustments to the schedule for performing the tasks in that area on remaining airplanes in the operator's fleet, which are adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for those adjustments; or \n\n\t\t\t\t(2)\tData substantiating that the Level 3 corrosion found is an isolated occurrence and that no such adjustments are necessary.\n \n\tNOTE: Notwithstanding the provision of Section 1.1. of the Document that would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\tNOTE: As used throughout this AD, where documents are to be submitted to the Manager of the Seattle ACO, the document 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. The Seattle ACO will not respond to the operator without the PI's comments or concurrence. \n\n\t\t2.\tThe FAA may impose adjustments other than those proposed, upon a finding that such adjustments are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t3.\tPrior to the compliance time specified for the first task required in the adjusted schedule approved under paragraph B.1. or B.2. of this AD, revise the FAA-approved maintenance program to include those adjustments. \n\n\tNOTE: The reporting requirements of this paragraph and of paragraph D., below, do not relieve operators from reportingcorrosion as required by FAR Section 121.703. \n\n\tC.\tTo accommodate unanticipated scheduling requirements, it is acceptable for a repeat inspection interval to be increased by up to 10% but not to exceed 6 months. The cognizant FAA Principal Inspector (PI) must be informed, in writing, of any extension.\n \n\tNOTE: Except as provided in this paragraph, notwithstanding Section 3.1., paragraph 4, of the Document, all extensions to any compliance time must be approved by the Manager of the Seattle ACO. \n\n\tD.\tReport forms for Level 2 corrosion and a follow-up report for Level 3 corrosion must be submitted at least quarterly in accordance with Section 5.0 of the Document. \n\n\tE.\tIf the repeat inspection or task intervals of an operator's existing corrosion inspection program are shorter than the corresponding intervals in Section 4.3 of the Document, they may not be increased without specific approval of the Manager of the Seattle ACO. \n\n\tF.\tBefore any airplane that is subject to this AD can be added to an air carrier's operations specifications, a program for the accomplishment of tasks required by this AD must be established in accordance with the following: \n\n\t\t1.\tFor airplanes that have previously been operated under an FAA- approved maintenance program, the initial task on each area to be accomplished by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t2.\tFor airplanes that have not previously been operated under an FAA- approved maintenance program, each initial task required by this AD must be accomplished either prior to the airplane's being added to the air carrier's operations specifications, or in accordance with a schedule approved by the Manager, Seattle ACO. \n\n\tG.\tIfcorrosion is found to exceed Level 1 on any inspection after the initial inspection, the corrosion control program for the affected area must be reviewed and means implemented to reduce corrosion to Level 1 or better.\n \n\t\t1.\tWithin 60 days after such a finding, if corrective action is necessary to reduce future findings of corrosion to Level 1 or better, such proposed corrective action must be submitted for approval to the Manager, Seattle ACO.\n \n\t\t2.\tWithin 30 days after the corrective action is approved, revise the FAA- approved maintenance program to include the approved corrective action. \n\n\tH.\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\tI.\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\tThe requirements shall be done in accordance with Boeing Document Number D6- 36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 1601 Lind Avenue S.W., 5th Floor, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6790, AD 90-25-05) becomes effective December 31, 1990.
97-14-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect cracks and loose rivets in the forward brackets for the main landing gear (MLG) uplock beam assembly, and replacement of the brackets, if necessary. This amendment requires installation of redesigned brackets that preclude the potential for cracking and loose rivets; when accomplished, this installation constitutes terminating action for the currently required inspections. This amendment is prompted by the development of an installation that will positively address the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the bracket for the MLG uplock beam assembly due to cracking and loose rivets; such failure could result in the inability to retract the MLG.
2019-21-11: The FAA is superseding Airworthiness Directive (AD) 2019-19-11 for certain Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G-3, PW1524G-3, PW1525G-3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G-A model turbofan engines. AD 2019-19-11 required initial and repetitive inspections of the low-pressure compressor (LPC) inlet guide vane (IGV) and the LPC rotor 1 (R1) and, depending on the results of the inspections, possible replacement of the LPC. This AD requires the same inspection of the LPC R1 for cracks or damage, removes the inspection of the LPC IGV for proper alignment, and expands the applicability to certain additional PW turbofan engines. This AD also reduces the compliance time for these inspections for certain PW turbofan engines. This AD was prompted by recent findings of cracks in the LPC R1 and an additional in-flight failure of the LPC R1. The FAA is issuing this AD to address the unsafe condition on these products.
82-15-07: 82-15-07 ROBINSON HELICOPTER COMPANY: Amendment 39-4419. Applies to Model R-22 series helicopters certificated in all categories, serial numbers 0002 through 0282. Compliance is required as indicated, unless already accomplished. To prevent loss of power to the tail rotor, accomplish the following: Within 100 hours' additional time in service after the effective date of this AD, remove from further service the following tail rotor drive shaft components in accordance with Robinson Helicopter Company Service Bulletin No. 21 dated June 1, 1982, or FAA approved equivalent: T/R Driveshaft Assembly A197-* thru Rev. P, Damper Assembly A041-1 thru Rev. H, Plate, Flex Coupling A193-3, Spacer A559-1 thru Rev. F, Spacer A559-2. Replace with: T/R Driveshaft Assembly A197-* Rev. Q and subsequent, Damper Assembly A041-1 Rev. I and subsequent, Plate, Flex Coupling A947-3, Spacer A559-1 Rev. G and subsequent. *The dash number of the replacementA197 shaft must be the same as the one removed to obtain the correct length. Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations to operate rotorcraft to a base for the accomplishment of modification required by this AD. Alternate inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region. This amendment becomes effective July 26, 1982.
2007-12-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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 describes the unsafe condition as: * * * discovery of interferences between the power wire supplying the galley's coffee-maker and the surrounding structure. These interferences might, by chafing and degrading the wire insulation, generate short circuits between the wire and the aircraft ground through the composite cabinet structure, without activation of the Circuit Breaker (C/B). Several hot spots may then be created and generate a large amount of thick smokes just behind the cockpit. We are issuing this AD to require actions to correct the unsafe condition on these products.
84-08-01: 84-08-01 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4846. Applies to all Sikorsky Model S-76A helicopters, certificated in all categories, that are equipped with Part Number (P/N) 76000-05100-043, or -045 tail rotor pitch control shaft assemblies. Compliance is required within 25 hours time in service after the effective date of this AD unless already accomplished within the last 75 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To prevent possible failure of the tail rotor pitch control shaft bearing assembly and subsequent partial loss of directional control of the helicopter, accomplish the following: (a) Inspect the tail rotor pitch control shaft bearing assembly for axial movement in accordance with Paragraph E of Sikorsky Alert Service Bulletin (ASB) No. 76-66-18, as revised by ASB No. 76-66-18A, or with an equivalent procedure approved under paragraph (c) of this AD. (b) If the control shaft assembly axial movement exceeds 0.010 inch, replace with a serviceable assembly in accordance with Paragraph E of Sikorsky ASB No. 76-66-18, as revised by ASB No. 76-66-18A, or with an equivalent procedure approved under paragraph (c) of this AD. (c) Upon submission of substantiating data and upon request by an owner or operator through an FAA maintenance inspector, the repetitive inspection interval of this AD may be adjusted and an equivalent method of compliance with this AD may be approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone number (617) 273-7329. (Sikorsky S-76 Maintenance Manual SA 4047-76-2-1, 5-20-00, Item No. 22, page 30A, March 12, 1984, pertains to the repetitive inspection.) This amendment becomes effective April 24, 1984.
88-22-07: 88-22-07 CESSNA: Amendment 39-6050. Applies to all TP206, TU206, T207, T210 and P210 Series airplanes (all serial numbers) certificated in any category. Compliance: Required within the next 75 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent power loss or fire due to failure of certain Aeroquip 601 hose assemblies, accomplish the following: (a) Visually inspect all of the exterior metal braided flex hose assemblies, including firesleeve hose assemblies, in the engine compartment. If the Aeroquip Part Number AE701 appears on the hose identification tag, no further action is required per this AD. (b) If the hose identification tag displays the model/part number suffix 601, accomplish the following: (1) Determine if the hose is identified with a cure date 1Q84 through 3Q87. NOTE: The cure date refers to the quarter and year of manufacture, for example, 1Q84 refers to a hose manufactured in the firstquarter of 1984. (2) Review the airplane/engine log books or records to determine if any engine compartment Model 601 hose was replaced between April, 1984 and May, 1988. (3) If the hose identification tag indicates that the hose was not manufactured with a cure date of 1Q84 through 3Q87 and the above review of the log books indicates that no Model 601 hoses were replaced between April, 1984 and May, 1988, no further action is required per this AD. (4) If any engine compartment Model 601 hose displays a manufactured code date of 1Q84 through 3Q87, if there is no manufacturing code tag, or the engine/airplane logs/records indicate that a Model 601 hose was installed between April 1984, and May, 1988, replace the suspect hoses as follows: (i) Prior to further flight replace the waste gate supply hose assembly, Aeroquip P/N 601000-4-0310 or the hose identified as Cessna S1236-4-0310 supplied by sources other than Cessna, or as identified above with an AeroquipP/N AE3663162E0310 hose or equivalent in accordance with Cessna Service Bulletin SEB 88-5, dated June 24, 1988, or with an Aeroquip 601000-4-0310 hose assembly displaying a manufacturing cure date of 4Q87 or subsequent. (ii) Within the next 12 calendar months, replace all other suspect Aeroquip 601 type hose assemblies in the engine compartment with a serviceable hose displaying a manufacturing cure date of 4Q87 or subsequent. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used, if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this AD may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company, Piston Aircraft Marketing Division, P.O. Box 1521, Wichita, Kansas67201. These documents may also be examined at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-6050, becomes effective on November 24, 1988.
2019-20-09: The FAA is superseding Airworthiness Directive (AD) 2011-18- 15, which applied to certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. AD 2011-18-15 required initial and repetitive torque checks of the bolt preload; detailed inspection of the barrel nuts and cradle for cracking, pitting, and corrosion if the bolt preload is correct; and replacement of certain hardware if necessary. This AD continues to require those actions. This AD also requires new inspections and replacement of certain hardware, which would terminate the repetitive torque checks and inspections; and removes airplanes from the applicability. This AD was prompted by in- service reports of cracked barrel nuts found at the front spar locations of the wing-to-fuselage attachment joints, and a loose washer in the barrel nut assembly. The FAA is issuing this AD to address the unsafe condition on these products.
2019-20-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-243, -243F, -341, -342, and -343 airplanes. This AD was prompted by a determination that cracks can develop on the ripple damper weld of the hydraulic pressure tube assembly and reports of failure of the ripple damper of the hydraulic pressure tube assembly. This AD requires replacement of the affected hydraulic pressure tube assembly or modification of both engines, 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.
99-01-15: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A340-211, -212, -213, -311, -312, and -313 series airplanes. This action requires repetitive operational tests to ensure proper operation of the actuator of the secondary locks of the thrust reversers; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent the inadvertent opening of a thrust reverser door in the event of failure of the primary and secondary locks of the thrust reverser. Such inadvertent opening could result in reduced controllability of the airplane.
85-19-03 R2: 85-19-03 R2 MCDONNELL DOUGLAS: Amendment 39-5137 as amended by Amendment 39-5200 is further amended by Amendment 39-5844. Applies to McDonnell Douglas Model DC-9, DC-9-80, and C-9 (Military) series airplanes, fuselage numbers 1 through 1371, certificated in any category, with more than 30,000 landings.\n\n\tCompliance required as indicated, unless previously accomplished.\n\n\tA.\tWithin the next 1,600 landings after the effective date of this AD, inspect the skin and doublers around the upper anticollision light cutout for cracks in accordance with McDonnell Douglas Service Bulletin 53-186, dated April 17, 1985 (hereinafter referred to as SB 53-186), Figure 2, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tB.\tIf no cracks are found under Condition I, Phase I, as referenced in SB 53-186, perform repetitive eddy current inspections at intervals not to exceed 3,500 landings in accordance with Figure 2 of SB 53-186, until such time as stress coining of plate nut clearance holes, as outlined under Condition 1, Phase II of SB 53-186, or SB 09530186 (originally identified as McDonnell Douglas DC-9 Service Sketch 3626C), is accomplished.\n\n\tC.\tIf cracks are found, before further flight:\n\n\t\t1.\tFor cracks less than 1.00 inch long, repair cracked area in accordance with Conditions II or III of the Accomplishment Instructions in SB 53-186, or SB 09530186.\n\n\t\t2.\tFor cracks 1.00 to 1.25 inches long, repair cracked area in accordance with Condition III of the Accomplishment Instructions in SB 53-186, or SB 09530186.\n\n\t\t3.\tFor cracks greater than 1.25 inches, repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tD.\tTerminating Action. Completion of the Accomplishment Instructions of SB 53-186, or SB 09530186, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for this AD.\n\n\tE.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tF.\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain 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 that operator.\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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.\n\n\tAmendment 39-5137 (AD 85-19-03) became effective October 14, 1985.\n\n\tAmendment 39-5200 (AD 85-19-03 R1) became effective January 19, 1986.\n\n\tThis amendment, 39-5844, becomes effective March 21, 1988.
2019-19-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC225LP helicopters. This AD requires determining the total hours time-in-service (TIS) of the free wheel shafts of certain main rotor gearboxes (MGBs), replacing the MGB or right-hand side (RH) free wheel shaft, installing placard(s), and revising the Rotorcraft Flight Manual (RFM) for your helicopter. This AD was prompted by a report of wear of the ramps of the RH free wheel shaft. The actions of this AD are intended to address an unsafe condition on these products.
76-23-03 R1: 76-23-03 R1 BELLANCA: Amendment 39-2772, as amended by Amendment 39-5454. Applies to BellancaMN Models 17-30, serials 30-139 thru 30-262, 17-30A, serials 30-263 and up, 17-31, serials 32-1 thru 32-14, and 17-31A, serials 32-15 and up, airplanes certificated in all categories. For airplanes with 200 or more hours time in service on the effective date of this AD, compliance is required within the next 10 hours time in service and thereafter at intervals not to exceed 100 hours time in service or the next annual inspection, whichever occurs first. For airplanes with less than 200 hours time in service on the effective date of this AD compliance is required before the accumulation of 210 hours time in service and thereafter at intervals not to exceed 100 hours time in service or the next annual inspection, whichever occurs first. To prevent exhaust system failures which could result in cabin air contamination and heat damage to components in the nacelle accomplish the following: (A) Visually inspect the muffler and tailpipe assemblies for cracks paying particular attention to the ball joint welds, the outlets of the muffler and resonator, and the support for the tailpipe assembly. (B) Inspect the exhaust system for freedom of movement at the ball joints by removing the tailpipe support bolts. When the bolts are removed: (1) The left tailpipe assembly must drop from its supported position unassisted. (2) The right tailpipe assembly must move from its supported position when a two pound force is applied one inch below the resonator can 90 degrees to the axis of the resonator, i.e., the assembly must move when a two pound pull is applied one inch below the resonator can forward and down. (3) If a greater forces than the above are required: (a) Disassemble the ball joint and inspect for surface abnormalities such as galling or wear marks. (b) Rework the ball joints as required to correct noted discrepancies.(c) Reassemble the ball joint. Do not overtighten the clamp as this may distort ball surfaces. (4) Repeat (B)(1) thru (B)(3) as required until compliance with (B)(1) and (B)(2) is demonstrated. Amendment 39-2772 became effective November 23, 1976. This amendment, 39-5454, becomes effective November 7, 1986.
99-13-12: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to Bell Helicopter Textron Canada (BHTC) Model 206L, 206L-1, 206L-3, and 206L-4 helicopters, that currently requires visual inspections and visual checks at specified time intervals, and a fluorescent-penetrant inspection (FPI) for any cracks in the tailboom skins around the horizontal stabilizer openings. Inserting a copy of the priority letter AD into the Rotorcraft Flight Manual (RFM) is also required. This amendment revises the inspection procedures and specified time intervals mandated by the priority letter AD. This amendment is prompted by crack growth analysis that indicates the need to detect cracks before they propagate from underneath the horizontal stabilizer supports. The actions specified by this AD are intended to detect a crack in the tailboom skin that could result in separation of the tailboom from the helicopter and subsequent loss of control of the helicopter.