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88-20-04: 88-20-04 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-6030. Applies to Model G-IV airplanes, serial numbers 1000 through 1059, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of engine power while flying in icing conditions, accomplish the following: A. Within 48 hours after the effective date of this AD, insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) and alert flight crews. This may be accomplished by inserting a copy of this AD in the AFM: "Flight into known or forecast icing conditions not approved." B. Within 48 hours after the effective date of this AD, install placards in front of each pilot's station and in clear view, stating: "FLIGHT INTO KNOWN OR FORECAST ICING CONDITIONS NOT APPROVED" NOTE: The placards may be fabricated of suitable material, with 1/8" minimum height lettering. C. Prior to flight into known or forecast icing conditions, modify the crew alerting system and the anti-ice system, in accordance with Gulfstream Aircraft Service Change ASC-51A, dated May 12, 1988. When this is accomplished, the AFM limitation and placards required by paragraph A., above, may be removed. D. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request for alternate means of compliance should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Maintenance Inspector (PMI), as appropriate, who may add any comments and then send it to the Manager, Atlanta Aircraft Certification Office. E. Special 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. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This Amendment, 39-6030, becomes effective October 13, 1988.
2019-06-06: We are adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500 turbofan engine models. This AD requires initial and repetitive borescope inspections (BSIs) of the diffuser case M-flange and, if it fails the inspection, replacement of the diffuser case with a part eligible for installation. This AD was prompted by a crack found at the diffuser case M-flange during overhaul inspection. We are issuing this AD to address the unsafe condition on these products.
63-13-05: 63-13-05 VERTOL: Amdt 578 Part 507 Federal Register June 22, 1963. Applies to All Model 107-II Helicopters, Serial Numbers 2 and Up. Compliance required as indicated. As a result of fatigue cracks which have occurred in service on the aft rotor vertical drive shaft and a fatigue failure of the mixing gearbox collector gear during bench testing, accomplish the following: (a) Replace before further flight, all forward rotor transmission shafts and carrier assemblies P/N's 107D1259-1, -3 or -5 and the aft rotor drive shafts extensions P/N's 107D3147-1 or -3 which have accumulated 150 or more hours' time in service as of the effective date of this AD. Thereafter, all shafts shall be retired from service prior to the accumulation of 150 hours' time in service, except that those modified by the manufacturer to the later designs may have the service life as designated for the particular design in paragraphs (c)(1) or (c)(2) as applicable. (These components are subunits ofthe P/N's 107D1210 and 107D3011 shaft assemblies respectively.) (b) At not more than 150 hours total time in service or 8 hours of gearbox cumulative single engine time, whichever occurs first, retire from service collector gear P/N 107D2066-4 (shot peened). If replacement gear is same part number, same retirement time applies. If improved design gear P/N 107D2066-10 is installed, the above retirement time does not apply. If P/N 107D2066-10 gear is installed change mixing gearbox to P/N 107D2003-10. Recording of accumulated single engine time is to be continued. (c) (1) Replace before further flight, all forward transmission rotor shaft and carrier assemblies P/N's 107D1259-6 and 107D1259-8 which have accumulated 2,500 or more hours' time in service as of the effective date of this AD. Thereafter, all such shafts are to be retired from service prior to the accumulation of 2,500 hours' time in service. (These components are subunits of planetary assemblies P/N's 107D1210-5 and -6 respectively.) (2) Replace before further flight, all aft rotor drive shaft extensions P/N's 107D3147-4 and 107D3147-6 which have accumulated 1,500 hours' time in service as of the effective date of this AD. Thereafter all such shafts are to be retired from service prior to the accumulation of 1,500 hours' time in service. (These components are subunits of aft shaft assemblies P/N's 107D3011-4 and -5 respectively.) NOTE: Although P/N's 107D1259-6, -8 and 107D3147-4, -6, were not covered by AD 62-17-07 as amended, they are FAA engineering approved shafts equivalent to 107D1259-1, -3, - 5 and 107D3147-1, -3 respectively and originally had the same service life limits as those shafts. (Vertol Service Bulletins Nos. 107-3 (R-3) and 107-2 cover these subjects.) This supersedes AD 62-17-07. This directive effective July 3, 1963.
88-23-04: 88-23-04 CESSNA: Amendment 39-6133. Final copy of Priority Letter AD which was effective November 16, 1988. Applicability: Model 650 series airplanes; Serial Numbers 650-0094, 650-0096, 650- 0100 through 650-0103, 650-0105 through 650-0107, 650-0117, 650-0120, 650-0123, 650-0125 through 650-0129, 650-0131 through 650-0159, 650-0161, and 650-0162; certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent elevator flutter, accomplish the following: A. Prior to further flight, incorporate the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD, or the Temporary AFM Change included as part of the Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988, into the AFM: "Enroute Operations Limits: 45,000 ft. Maximum Calibrated Operating Altitude." B. Within the next 100 flight hours time-in-service or 60 daysafter the effective date of this AD, whichever occurs sooner, remove both elevators from the airplane and check for proper balance, in accordance with Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988. Elevators not meeting proper balance specifications must be rebalanced, prior to further flight, in accordance with the Accomplishment Instructions of the service bulletin. C. Accomplishment of the requirements of paragraph B., above, constitutes terminating action for the requirements of paragraph A., above, and the AFM revision may be removed. D. 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, Wichita Aircraft Certification Office, FAA, Central Region. E. Special 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. All persons affected by this directive may obtain copies of the applicable service information from Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. This material may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Wichita Aircraft Certification Office, FAA, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This AD was effective earlier to all recipients of Priority Letter AD 88-23-04 issued November 16, 1988. This amendment (39-6133, AD 88-23-04) becomes effective February 21, 1989.
2019-03-22: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service findings that a cotter pin at the main fitting joint of the nose landing gear (NLG) retraction actuator to the NLG strut showed evidence of shearing after an NLG retraction-extension cycling. This AD requires revision of the existing maintenance or inspection program, as applicable, a general visual inspection for damage of a certain cotter pin present on certain configurations of the NLG strut assembly and for the [[Page 8592]] modification number shown on the identification plate for the NLG strut, and modification of the NLG retraction actuator hardware on any damaged NLG strut assembly. We are issuing this AD to address the unsafe condition on these products.
64-02-05: 64-02-05 LOCKHEED: Amdt. 669 Part 507 Federal Register January 10, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G, 1049H and 1649A Series Aircraft That Do Not Incorporate the Overhead Crew Hatch Provided for in Flying Tiger Line Supplemental Type Certificate SA4-948 or FAA Approved Equivalent. Compliance required as indicated. (a)(1) To eliminate the possibility of jamming the crew door, accomplish the following within 325 hours' time in service after the effective date of this AD, unless previously accomplished. (2) Permanently deactivate the openable window in the crew door by bolting the window shut or by deactivating the window operating mechanism, or modify the window operating mechanism by incorporating the modification provided for in Gamco Precision Supplemental Type Certificate SA546WE or a modification approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region, such that the open window will not interfere with the opening of the crew door. Supplemental Type Certificate SA546WE is not applicable to crew door windows previously modified for smoke evacuation purposes. NOTE: - Gamco Precision, 10021 LaTuna Canyon, Sun Valley, California, the holder of STC SA546WE, may be contacted for information regarding the kit for this modification. (b) A number of crew door windows on aircraft that do not incorporate the overhead hatch provided for in STC SA4-948 or FAA approved equivalent have been modified for use in evacuating smoke from the flight station. When these windows are deactivated in compliance with this AD, delete section 3-31.1 of the FAA approved Airplane Flight Manual (Lockheed Report 11020) and reinsert section 3-31 which is applicable to the affected aircraft. This directive effective January 10, 1964.
81-14-07 R1: 81-14-07 R1 BRITISH AEROSPACE, AIRCRAFT GROUP: Amendment 39-4153 as amended by Amendment 39-4738. Applies to Model BAC 1-11 200 and 400 Series airplanes, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible failures of flap track attachment brackets, accomplish the following: (a) Inspect flap track attachment brackets (hereinafter referred to as brackets) for cracks at flap track location 4 (LH) which do not have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which do not have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafterat intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 8,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (b) Inspect brackets for cracks at flap track location 4 (LH) which have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the brackets were modified after the original manufacture (i.e., Modification 57-PM4948 Part (a) or (b)), within the next 300 landings after the effective date of this AD, or before the accumulation of 5,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM4948 Part (c) or (d)), within the next 300 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (c) Inspect brackets for cracks at flap track location 2 (LH and RH) which do not have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (RH and LH) which do not have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes,within the next 50 landings after the effective date of this AD, or before the accumulation of 15,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 12,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (d) Inspect brackets for cracks at flap track location 2 (LH and RH) which have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (LH and RH) which have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the bracketswere modified after the original manufacture (i.e., Modification 57-PM3065 Part (a) or (c)), within the next 600 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM3065 Part (b) or (d)), within the next 600 landings after the effective date of this AD, or before the accumulation of 20,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (e) Inspect the flap track attachment brackets for cracks in accordance with paragraphs 2.1.1 (flap track location 4, pre-Modification 57-PM4948); 2.2.3 (flap track location 4, post Modification 57-PM4948); 2.3.1 (flap track location 3, both pre and post Modification 57- PM3065); and 2.5.1 (flap track location 2, both pre and post Modification 57-PM3065) of British Aerospace, Aircraft Group, Model BAC 1-11 Alert Service Bulletin 57-A-PM4948, Issue 5, dated January 28, 1981 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (f) If cracks are found during any of the inspections required by this AD which do not exceed the allowable lengths specified in Table 1, Column (1) and "Qualifying Remarks" (for the appropriate flap track location), of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 200 landings from initial crack detection. (g) If cracks are found during any of the inspections required by this AD which exceed the allowable limits of Table 1, Column (1), and "Qualifying Remarks," but do not exceed the allowable limits of Table 1, Column (2), and "Qualifying Remarks for Increased Crack Lengths Special Cases" (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 25 landings from the initial crack detection. (h) Cracked brackets may be repaired in accordance with the limitations specified in Table 2 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent. Inspect repaired brackets in accordance with paragraph (e) of this AD at intervals not to exceed 850 landings from the time of repair. (i) If cracks are found during any of the inspections required by this AD which exceed the allowable limits specified in Table 1 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repairs can be performed, replace the bracket with a new bracket to post Modification 57-PM4948 or 57- PM3065 standard, as appropriate. Thereafter, continue to inspect the bracket in accordance with the inspection requirements of this AD. (j) When both brackets of a pair at the same flap track location are required to be inspected at different intervals, inspect both brackets using the inspection interval specified for the bracket of the pair which has the shorter intervals between inspections. (k) When both brackets of a pair at the same flap track location are to post Modification 57-PM4948 or 57-PM3065 standard, as appropriate, the threshold for initial inspection of the later installed bracket must be based on the installation date of the earlier installed bracket. (l) For the purpose of complying with this AD, where the number of landings for the affected part havenot been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total number of airplane flight hours in service since installation of the part by the operator's BAC 1-11 fleet average time from takeoff to landing. (m) Upon request of an operator and submission of substantiating data, the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the inspection intervals. (n) Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon requestto British Aerospace, Aircraft Group, 13850 McLearen Road, Herndon, Virginia 22070. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment supersedes Amendment 39-1348 (36 FR 22365), AD 71-25-01. Amendment 39-4153 became effective July 13, 1981. This Amendment 39-4738 becomes effective November 3, 1983.
2019-03-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a report indicating the passenger service units (PSUs) became separated from their attachments during several survivable accident sequences. This AD requires installing lanyard assemblies on the PSU and, for certain airplanes, on the life vest panel. We are issuing this AD to address the unsafe condition on these products.
86-10-12: 86-10-12 WYTWORNIA SPRZETU KOMUNIKACYJNEGO "PZL-RZESZOW": Amendment 39- 5852. Applies to Wytwornia Sprzetu Komunikacyjnego "PZL-RZESZOW" PZL-3S piston engines. NOTE: This AD does not apply to those PZL-3S piston engine models which are designated as the PZL- 3S 2nd Series. Compliance is required as indicated, unless already accomplished. To prevent separation of the propeller from the aircraft, accomplish the following: (a) For engines with 275 hours or more since new, since overhaul, or since compliance with AD 83-21- 01, Amendment 39-4743 (48 FR 48222), on the effective date of this AD, perform the following within 25 hours after the effective date of this AD: (1) Disassemble and visually inspect for distress of the rear crankshaft, rear counterweight, and rear counterweight pins. (2) If any distress is found in the rear crankshaft, rear counterweight, or rear counterweight pins, replace distressed parts with new parts and replace the propeller attachment bolts and dowel pins with new parts. (b) For engines with less than 275 hours since new, since overhaul, or since compliance with AD 83-21- 01 on the effective date of this AD, perform a(1) and a(2) above prior to reaching 300 hours since new, since overhaul, or since compliance with AD 83-21-01. (c) Thereafter, perform a(1) and a(2) above at intervals not to exceed 300 hours since last accomplishment. NOTE: Distress which has been observed during previous engine inspections includes wear, galling, pitting, scoring, and discoloration (blue color) of the counterweight pins. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. This amendment becomes effective on March 2, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 86-10-12, issued May 21, 1986, which contained this amendment.
80-08-10 R1: 80-08-10 R1 BOEING: Amendment 39-3752 as amended by Amendment 39-3830. Applies to all 707/720 series and 727 series airplanes with main deck cargo doors, certificated in all categories. Compliance required as indicated. \n\n\tTo detect cracks in the main deck cargo door cam fittings, accomplish the following: \n\n\tA.\tWithin the initial compliance times specified below, eddy current inspect all eight (8) main cargo door cam support fittings for cracks in accordance with Boeing Alert Service Bulletin Numbers 707-A3387 and 727-52-A124, as applicable, or later FAA approved revisions, or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Compliance required for aircraft which have accumulated on the effective date of this AD: \n\n\t\t1.\t30,000 or more landings - within 250 landings after the effective date unless accomplished within the last 750 landings; \n\n\t\t2.\t20,000 or more landings, but less than 30,000 landings - within 500 landings unless accomplished within the last 500 landings; \n\n\t\t3.\tLess than 20,000 landings - prior to the accumulation of 20,500 landings. \n\n\tB.\tRepeat the inspection in accordance with Paragraph A of this AD at intervals not to exceed 1,000 landings.\n\n \tC.\tCracked fittings must be replaced prior to further flight or repaired in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repaired fittings must be inspected in accordance with Paragraph B of this AD. Replacement fittings must be inspected as follows: \n\n\t\t1.\tUnmodified fittings (Boeing part numbers 69-23588-1 or -2) must be inspected in accordance with paragraph A of this AD prior to the accumulation of 20,000 landings and thereafter at intervals not to exceed 1,000 landings.\n \n\t\t2.\tFittings modified in accordance with Boeing Service Bulletin Numbers 707/720-A3387, Revision 1, dated June 3, 1980, or 727-52A124, Revision 1, dated June 3, 1980, or later FAA approved revisions, must be inspected in accordance with paragraph A of this AD prior to the accumulation of 30,000 landings after rework and thereafter at intervals not to exceed 1,000 landings. \n\n\tD.\tAircraft with less than five (5) cracked fitting(s) may be ferried unpressurized to a maintenance base for replacement in accordance with FAR 21.197. \n\n\tE.\tFor the purpose of complying with this AD, pressurization cycles may be substituted for landings, if an operator has complete records of pressurization cycles.\n \n\tF.\tTerminating action for this AD consists of replacement of existing main deck cargo door cam support fittings with improved design fittings (Boeing part numbers 69-23588-5 or -6) in accordance with paragraph III of Boeing Service Bulletins 707/720-A3387, Revision 1, dated June 3, 1980, or 727-52A124, Revision 1, dated June 3, 1980, or later FAA approved revisions or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3752 became effective April 20, 1980. \n\n\tThis Amendment 39-3830 becomes effective July 15, 1980.
2019-01-05: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200, -200F, and -300 series airplanes. This AD was prompted by a revision of the airworthiness limitations section (ALS), which provides new and more restrictive maintenance requirements and airworthiness limitations for airplane structures and systems. This AD requires revising the existing maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2018-19-30: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD was prompted by a report of an improperly installed spacer around the electrical pins in the cartridge connector for the fire bottle extinguisher cartridge. This AD requires repetitive inspections for excessive or missing spacers, and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.
63-23-01: 63-23-01 DOUGLAS: Amdt. 638 as amended by Amendment 39-973. Applies to all DC-3 series aircraft including military type C-41, C-41A, C-47, C-47A, C-47B, C-48, C-48A, C-49, C-49A, C-49B, C-49C, C-49D, C-49J, C-49K, C-50, C-50A, C-50B, C-50C, C-50D, C-51, C-52, C-52A, C-52B, C-52C, C-53, C-53B, C-53C, C-53D, C-68, C-117A and R4D series except R4D-8 aircraft, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\t(a) Unless already accomplished within the last 400 hours' time in service after the next 50 hours' time in service after the effective date of this AD, inspect the wing upper attach angles on both the outer wing and center section between the front and rear spars for cracks. Use at least a 4-power magnifying glass. Reinspect at periods not to exceed 450 hours' time in service from the last inspection. Replace cracked attach angles before further flight. \n\n\t(b) At the next wing removal, inspect all wings in the manner specified in (c), and reinspectat intervals not to exceed 8,000 hours thereafter. \n\n\t(c) At the time specified in (b), the removed wings shall be thoroughly cleaned and inspected as follows: \n\n\t\t(1) Inspect the center and outer wing upper attach angle doubler for cracks along the radius of the bent-up flange at the wing attachment point. Conduct the inspection with a 6-power magnifying glass or dye penetrant. \n\n\t\t(2) Inspect the center and outer wing upper attach angles including the areas between the attaching bolt holes for evidence of cracks. Remove all paint to permit inspection with a 6-power magnifying glass or by dye penetrant. \n\n\t(d) Replace, before further flight, any cracked parts found during the inspection set forth in paragraph (c) with new parts per Douglas Service Bulletin DC-3 No. 262, Reissue No. 1 June 14, 1963, or later FAA-approved revisions. \n\n\t(e) The proper installation alignment of the attach angles and doublers described in (d) shall be maintained. This shall be accomplished by the use of satisfactory jigs or by FAA approved equivalent means. Douglas jig fixtures P/N's A652-5110506-1-1F2 and A652-5110506-1F2 or P/N's C652-5110500-101-1-1F1 and C652-5110500-101-1F1 or those that meet the criteria of Advisory Circular AC 39-1, are considered to be satisfactory for alignment purposes. \n\n\t(f) The parts replaced in accordance with paragraph (d) shall be inspected in accordance with the requirements of paragraphs (b) and (c). All uncracked parts which are not replaced shall continue to be inspected per the inspection procedure of (c) with adherence to the previously established inspection schedules for these parts. \n\n\t(g) Whenever wings are being replaced after modification per (d); whenever spar butt plates on the center and outer wing, the compression angles on the center wing or the waffle plates on the outer wing are being reworked or replaced; or whenever one outer wing is substituted for another, the following tolerances shall be maintained:(1) Compression angles attached to the corrugations and stringers and the spar cap butt plates of the center wing must be held in plane with the wrap around doublers on the attach angle to within plus 0.004 inch/minus 0.000 inch. \n\n\t\t(2) Waffle plates attached to the stringers and the spar cap butt plates of the outer wing must be held in plane with the wrap around doublers on the attach angle to within plus 0.006 inch/minus 0.000 inch. \n\n\tNOTE-The tolerances ranges set forth in (g)(1) and (g)(2) will allow a flush to 0.010 interference between the compression angles and plates when the wing is installed. This interference fit assures the most effective distribution of loads across the joint and the maximum service life. \n\n\t(Douglas Service Bulletin No. 262, Reissue No. 1, June 14, 1963, or later FAA-approved revisions, covers this same subject.) \n\n\tAmendment 638 effective December 6, 1963. \n\n\tThis Amendment (39-973) becomes effective April 16, 1970.
2014-05-06 R2: We are removing Airworthiness Directive (AD) 2014-05-06 R1, which applied to Airbus Helicopters Deutschland GmbH (type certificate previously held by Eurocopter Deutschland GmbH) Model EC135 and MBB-BK 117 C-2 helicopters. AD 2014-05-06 R1 required installing bushings and washers on the flight controls. This action is prompted by an error in the issuance of 2014-05-06 R1. Accordingly, AD 2014-05-06 R1 is removed.
81-01-06: 81-01-06 BENDIX AVIONICS: Amendment 39-4008. Applies to M-4 (A, B, C, D) Autopilot Primary Servo Models 3013E, 3013F, 3013G, 3013H, 3013J and 3013K and YD-4 Yaw Damper Primary Servos Models 3013J and 3013K having magnetic clutch, P/N 717503-0001, Serial Numbers 16750 through 18396, installed, repaired or overhauled after January 1, 1979, that do not contain Modification Number 4, as defined in Bendix Service Bulletin M-4D-060. PRIMARY SERVO PRIMARY SERVO PRIMARY SERVO MODEL NUMBER PART NUMBER SERIAL NUMBER *3013E 1U014-01 *3013F 1U014-02 *3013G 1U014-03 Any primary servo that has had magnetic clutches installed after January 1, 1979. 3013H 4000523-8501 9530 through 9925 and any primary servo that has been repaired or overhauled after January 1, 1979 3013J 4009506-8501 1775 through 1792 and any primary servo that has been repaired or overhauled after January 1, 1979. 3013K 4009506-8502 2067 through 2110 and any primary servo that has been repaired or overhauled after January 1, 1979. *Older model primary servos which may contain magnetic clutches manufactured by Bendix. Compliance is required as indicated below unless already accomplished. To prevent the possible failure of the primary servo due to seizure of the magnetic clutches (P/N 717503-0001, Serial Numbers 16750 through 18396), accomplish the following: Within the next 50 hours time in service after the effective date of this AD, inspect and modify the affected primary servos in accordance with Bendix Service Bulletin M-4D-060, dated November 1980 or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment is effective January 12, 1981.
2018-25-08: We are superseding Airworthiness Directive (AD) 2017-22-07, which applied to certain Airbus SAS Model A319 series airplanes; Model A320-211,-212, -214, -231, -232, and -233 airplanes; and Model A321- 111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2017- 22-07 required repetitive inspections of the frame forks, and corrective actions if necessary. AD 2017-22-07 also included optional modifications that constituted terminating action. This AD requires modifying certain forward and aft cargo compartment doors, and related investigative and corrective actions. This AD was prompted by an evaluation done by the design approval holder indicating that certain areas of certain cargo compartment doors are subject to widespread fatigue damage, and a determination was made that a modification of the frame forks must be done. We are issuing this AD to address the unsafe condition on these products.
87-05-03: 87-05-03 AVIONS MARCEL DASSAULT - BREGUET AVIATION (AMD-BA): Amendment 39-5563. Applies to Model Mystere Falcon 200 series airplanes, certificated in any category. Compliance is required within 60 days after the effective date of this AD, unless previously accomplished. To prevent malfunction of the fuel system crossfeed valve actuator, accomplish the following: A. Install a fuel system booster crossfeed valve actuator, AVIAC P/N 2778-1 (ZENITH P/N D97C00-215), in accordance with AMD-BA Service Bulletin No. AMD-BA F200- 64, dated March 3, 1986. B. Install a placard on the fuel distributor block in accordance with AMD-BA Service Bulletin No. AMD-BA F200-64, dated March 3, 1986. C. 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. D. Special flight permits may be issued in accordance with FAR21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification 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 Avions Marcel Dassault-Breguet Aviation, 40 JFC, Teherboro Airport, Teterboro, New Jersey 07608. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 25, 1987.
2018-25-18: We are adopting a new airworthiness directive (AD) for all ATR-GIE Avions de Transport R[eacute]gional Model ATR42 and ATR72 airplanes. This AD was prompted by reports of cracking in main landing gear (MLG) universal joints (U-joints). This AD requires repetitive detailed inspections of the affected U-joints for cracks, and replacement if necessary. This AD also provides an optional terminating action for the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
79-14-01: 79-14-01 De HAVILLAND: Amendment 39-3509. Applies to DeHavilland Aircraft of Canada, Limited, Model DHC-6 Series Twin Otter Aircraft, certificated in all categories, S/N 331 through 563 inclusive, 565 through 587 inclusive, 589 through 598 inclusive, 600, 601, 603 and 604. Compliance is required as indicated. To preclude loss of elevator control and ensure proper operation of the elevator control system: (a) Within the next 100 hours in service after the effective date of this airworthiness directive, unless previously accomplished, inspect the four bolts on the aft elevator cable control quadrant for correct torque and alter, as necessary, in accordance with the INSPECTION and RECTIFICATION paragraphs of ACCOMPLISHMENT INSTRUCTIONS in DeHavilland S/B No. 6/379 dated December 11, 1978, or an approved equivalent. (b) Within 600 hours in service after the effective date of this airworthiness directive, unless already accomplished, alter in accordance with Modification No. 6/1679, noted in S/B No. 6/379, or an approved equivalent. (c) Equivalent inspections, alterations and replacement parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Upon submission of substantiating data by an owner, or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time specified in this AD. This amendment is effective July 6, 1979.
2018-25-01: We are superseding airworthiness directive (AD) 2018-13-07 for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan engine models. AD 2018-13-07 required initial inspections of the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD requires initial inspections and adds repetitive inspections of the IPC stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by the manufacturer determining the need for repetitive inspections of the IPC stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts. We are issuing this AD to address the unsafe condition on these products.
88-14-01: 88-14-01 TEXTRON LYCOMING (FORMERLY AVCO LYCOMING TEXTRON): Amendment 39- 5952. Applies to Textron Lycoming LTS101 series turboshaft engines. Compliance is required as indicated, unless already accomplished. To prevent an uncontained failure of the power turbine (PT) disk, which could result from failure of the Number 3 or Number 4 bearings, accomplish the following: (a) Visually inspect all chip detectors, rate the amount and type of debris, and determine the category and type of chip light event, prior to further flight, in accordance with TEXTRON Lycoming Service Bulletin (SB) LT 101-77-30-0104, Revision 1, dated March 18, 1988, and accomplish the requirements of the Accomplishment Instructions, paragraph II.E., and II.F. of the SB, whenever the debris monitor cockpit indicator light that is wired to the rear bearing support housing (RBSH) and/or the airframe mounted full flow scavenge debris monitor is illuminated. (b) Check, each day of operation, the continuity of the RBSH scavenge debris monitor, if so configured, and the full flow scavenge debris monitor cockpit indication light system(s) by removing the monitor(s), shorting the magnetic contacts, and ensuring that the cockpit indication light(s) illuminates. If the light does not illuminate, correct the condition prior to further flight. NOTES: (1) Refer to the appropriate aircraft maintenance manual for corrective action. (2) FAA approved RBSH and full flow scavenge debris monitor indication light systems which permit the continuity to be checked from the aircraft cockpit, coupled with other appropriate checks, may be approved as an equivalent means of compliance to this paragraph by the Manager, Engine Certification Office, Federal Aviation Administration, New England Region. (c) Check the engine oil pump output pressure as follows within 50 hours in service after receipt of priority letter AD 87-10-10, issued May 15, 1987, or priority letter AD 86-22-08, issued October 30, 1986,otherwise within 50 hours in service after December 23, 1987, and immediately following an oil pump change and whenever oil pressure adjustment is required. If an engine oil pump output pressure check has been accomplished in accordance with the requirements of priority letter AD 87-10-10 R1, issued June 16, 1987, or priority letter AD 86-22-08, and documentation does not exist verifying that the pump output pressure was set at a value within the revised range given in the table of paragraph (c)(3) below, accomplish this check, as set forth below, within 50 hours in service after December 23, 1987. (c) (1) Install a tee fitting in the line connecting the oil pressure transmitter to the engine oil pump, and install a direct reading wet pressure gauge (any gauge ranging from 0 - 125 up to 200 psig, calibrated to plus/minus 2.0 percent at 100 psig) and an orifice of 0.025 inches in the line between the tee fitting and the wet pressure gauge. CAUTION: Ensure that the orifice is installed in the line between the tee fitting and the wet pressure gauge and not in the oil pressure supply line to the engine. (c) (2) Start the engine and warm the oil to 150 degrees Fahrenheit minimum. Increase the gas producer speed (Ng) to 95 percent. Stabilize at this Ng for at least one minute. (c) (3) Adjust the engine oil pressure, in accordance with the table given below, by removing the lockwire from the slotted oil pressure adjustment slug on the right side of the oil pump and filter housing assembly, and turning the slug clockwise to increase pressure or counterclockwise to decrease pressure (one turn equals approximately 15 (psig). If, prior to the above adjustment, the engine oil pump pressure indicated 70 psig or less for the LTS101-750 series engines, or 58 psig or less for the LTS101-600 and -650 series engines, prior to further flight, disassemble the RBSH assembly and inspect the Number 2 and Number 3 bearings and associated components. ENGINE MODEL SPECIFIED RANGE LTS101-600A-2/-650B-1/-650B-1A/-650C-2/-650C-3/-650C-3A/-750B-1/-750C-1 80-100 psig LTS101-600A-3/-750B-2 90-100 psig NOTE: Refer to the appropriate engine maintenance manual instructions. (c) (4) Verify that the aircraft oil pressure indicator indicates in the green arc when the oil pump is properly adjusted. If, upon completion of the check, the aircraft pressure gauge does not indicate in the green arc, the aircraft indicating system must be checked and corrected. NOTE: Refer to the appropriate aircraft maintenance manual instructions. (c) (5) Remove the wet gauge, orifice, and tee fitting, and reconnect the oil pressure transmitter. (c) (6) Ensure that the slotted oil pressure adjustment slug is lockwired after proper adjustment. NOTE: Accomplishment of the oil pump output pressure check at new production engine acceptance testing or at installation of new production engines by the engine or aircraft manufacturer, respectively, is considered an equivalent means of compliance with the requirement of the above paragraph for the initial check within 50 hours in service. (d) Conduct an oil acidity check in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 71-00-00, as follows: (d) (1) Check the oil acidity within 25 hours in service after receipt of priority letter AD 87-10-10 or priority letter AD 86-22-08, otherwise within 25 hours in service after December 23, 1987, or within 50 hours in service since the last oil change, whichever occurs later, and repeat at intervals not to exceed 25 hours in service until the oil pump filter and engine oil are changed. (d) (2) Thereafter, perform an initial oil acidity check within 50 hours in service after the oil pump filter and engine oil are changed, and repeat at intervals not to exceed 25 hours in service until the oil pump filter and engine oil are changed. (d) (3) If the oil acidity check limit, as specified in the appropriate engine maintenance manual, Chapter 71-00-00, is exceeded, prior to further flight, flush the engine lubrication system (including airframe- supplied oil cooler, tank, lines, etc.) and change the oil pump filter and engine oil. NOTES: (1) Refer to the appropriate engine maintenance manual instructions. (2) Information regarding the availability of approved acidity test kits may be obtained by contacting TEXTRON Lycoming, LT101 Product Support. (e) Visually inspect the Number 4 power pinion gear roller bearing for cage cracks or metal release within 25 hours in service after receipt of priority letter AD 87-12-11, issued June 16, 1987, otherwise within 25 hours in service after December 23, 1987, by removing the Np indicator cover from the front of the gearbox. (e) (1) If the cage is cracked or any metal is evident in the bearing area, prior to further flight, disassemble the gearbox to correct the condition. (e) (2) If no cracking or metal release is noted, reinstallthe Np indicator cover. NOTES: (1) Removal and installation of the Np indicator cover should be accomplished in accordance with the appropriate engine maintenance manual and Avco Lycoming TEXTRON Maintenance Alert Notice, MA-LTS-101-72-00-0015, Revision 1, dated September 5, 1986. (2) Inspection of the Number 4 bearing at new production engine assembly by the engine manufacturer is considered an equivalent means of compliance with the above requirement for engines with no time in service upon receipt of priority letter AD 87-12-11, otherwise as of December 23, 1987. (f) Visually inspect the RBSH scavenge debris monitor, if so configured, otherwise inspect the full flow scavenge debris monitor, within 50 hours in service after December 23, 1987, and thereafter, at intervals not to exceed 50 hours in service since last inspection, for metal contamination. If metal debris of sufficient quantity to illuminate the debris monitor cockpit indication light is evident on the respective debris monitor, prior to further flight, accomplish the requirements of paragraph (a) above pertaining to debris monitor light illumination. NOTE: Individual chips, flakes, slivers, granules, splinters, or fuzz accumulation of sufficient dimension to bridge the magnetic contacts and illuminate the debris monitor cockpit indication light, though it has not done so prior to this repetitive inspection, are also cause for rejection. Metal of insufficient quantity to illuminate the debris monitor cockpit indication light is acceptable and may be cleaned from the debris monitor upon completion of this repetitive inspection. (g) Following assembly of an engine in which the PT module was built-up with a used RBSH and/or a used oil feed ring, conduct a post-build engine run-up and inspect the RBSH assembly in accordance with step 1.7 of Avco Lycoming TEXTRON Commercial Service Letter (CSL) 047, dated October 10, 1986, prior to return to service. If a clogging inspection value of 2.5 psig is exceeded, clean and inspect the RBSH and oil feed ring in accordance with steps 1.1 through 1.7 of Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, or in accordance with SB LT 101-72-40-0103, dated January 15, 1988. NOTES: (1) Compliance with the requirements of TEXTRON Lycoming SB LT 101-72-40-0103, dated January 15, 1988, is considered an equivalent means of compliance to the post-build engine run-up and inspection requirements of this paragraph. (2) Accomplishment of a clogging inspection of the Number 2 and Number 3 bearing oil jets, prior to RBSH disassembly, may be advantageous under certain conditions. Refer to the appropriate engine maintenance manual instructions. (h) If the type of oil is changed, conduct a clogging inspection of the Number 2 and Number 3 bearing oil jets in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 79-30- 00 for LTS101-600A-2/ 600A-3/-750A-1 engines and Chapter 72-00-00 for the remaining LTS101 engine models, not less than 5 hours and not to exceed 10 hours in service after the oil change. If the clogging inspection limit of 5.0 psig is exceeded, accomplish paragraph (j) below. (i) If at any time, excluding initial engine oil pump installation, the pump output pressure is or was adjusted downward, prior to further flight, conduct a clogging inspection of the Number 2 and Number 3 bearing oil jets in accordance with the procedure given in the appropriate engine maintenance manual, Chapter 79-30-00 for LTS101-600A-2/-600A-3/-750A-1 engines and Chapter 72-00-00 for the remaining LTS101 engine models. If the clogging inspection limit of 5.0 psig is exceeded, accomplish paragraph (j) below. (j) If the limit for the clogging inspection of the Number 2 and Number 3 bearing oil jets of 5.0 psig is exceeded during accomplishment of paragraph (h) or (i) above, or during accomplishment of the applicable TEXTRON Lycoming engine maintenance manual periodic clogging inspection requirement, prior to further flight, accomplish the following: (j) (1) Disassemble the RBSH assembly to correct the cause of clogging, and inspect the Number 2 and Number 3 bearings and associated components. NOTE: Refer to the appropriate engine maintenance manual instructions. (j) (2) Clean and inspect the RBSH and oil feed ring in accordance with Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, or in accordance with the requirements of TEXTRON Lycoming SB LT 101- 72-40-0103, dated January 15, 1988. NOTE: Any time the clogging inspection results of the Number 2 and Number 3 bearing oil jets are recorded to document compliance with paragraph (g), (h), (i), or (j) of this AD, it is recommended that the actual gauge Number 2 value be recorded in the engine logbook. (k) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (l) Upon request, an equivalent means of compliance with therequirements of this AD may be approved by the Manager, Engine Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (m) Upon submission of substantiating data by an owner or operator, through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance schedule specified in this AD. TEXTRON Lycoming SB LT 101-77-30-0104, Revision 1, dated March 18, 1988, TEXTRON Lycoming SB LT 101-72-40-0103, dated January 15, 1988, and Avco Lycoming TEXTRON CSL 047, dated October 10, 1986, identified and described in this document are incorporated herein and made a part hereof, pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to TEXTRON Lycoming, Williamsport Division, LT101 Product Support, 654 Oliver Street, Williamsport, Pennsylvania 17701. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-39, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5952, supersedes Amendment 39-5787 (52 FR 48187; December 21, 1987), AD 87-26-10. This amendment, 39-5952, becomes effective on July 6, 1988.
87-13-05 R1: 87-13-05 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5651 as amended by Amendment 39-5927. Applies to Aerospatiale Model AS 355 series helicopters, certificated in any category which are equipped with main gearbox suspension bars with Part Numbers 355A-38-0040-02, -03, -04, -05. \n\n\tCompliance is required as indicated (unless already accomplished). \n\n\tTo detect possible unbonding of main gearbox suspension bar end fittings and to prevent failure of the bars, accomplish the following: \n\n\t(a)\tWithin the next 10 hours time in service after the effective date of this AD: \n\n\t\t(1)\tVisually inspect the ends of each suspension bar for displacement of the spherical bearings relative to the tube and for cracking or protrusion of the PR compound as shown in figure No. 1. If this inspection is conducted without disassembly, use a light and inspection mirror as needed to inspect both ends of each bar. \n\n\t\t(2)\tIf no bearing displacement or PR compound discrepancies are found, affix an adhesive tape such as POLYPENCO A 2007 around each end of each bar. Locate the edge of the tape nearest the end of the bar so that it is in line with (and tangent to) the surface of the anchoring lug as shown in figure No. 2. This will provide an aid for use in repetitive checks. \n\n\t(b)\tAfter the initial inspection of paragraph (a)(1) and modification of paragraph (a)(2), conduct a visual check of the marking tapes on the suspension bars thereafter at intervals not to exceed 10 hours time in service: \n\n\t\t(1)\tCheck that the edge of the tape is in line with the anchoring lug surface as shown in Figure No. 2. This check may be conducted by the pilot. The person performing this check shall make appropriate entries of the results of the check in the aircraft records. \n\n\t\t(2)\tIf the tape edge is no longer in line with the anchoring lug surface, remove the bar for a closer inspection for bearing displacement or PR compound protrusion as shown in figure No. 1.(c)\tReplace all bars found to be faulty with serviceable parts. \n\n\t(d)\tAn alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Department of Transportation, Federal Aviation Administration, Fort Worth, Texas 76193-5100, or by the Manager, Brussels Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. \n\n\t(e)\tIn accordance with FAR 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. \n\n\t(f)\tAerospatiale Service Bulletin No. 05.16 pertains to the inspections and checks of this AD. \n\n\tThis amendment, 39-5927, amends Amendment 39-5651 (52 FR 24142; June 29, 1987), AD 87-13-05. \n\tThis amendment, 39-5927, becomes effective June 8, 1988. \n\n\n\nAD 87-13-05 R1 \n\n\n\t\tFIGURE NO. 1 BASIC CHECK FOR END FITTING DISPLACEMENT \n\n\n\nAD 87-13-05 R1 \n\n\n\n\n\nUNSATISFACTORY \n(Tape displaced relative to lug fitting) \n\nFIGURE NO. 2 TAPE LOCATION CHECK FOR END FITTING DISPLACEMENT
81-26-04: 81-26-04 SWEARINGEN: Amendment 39-4284. Applies to Swearingen Model SA226-T, S/N T201 through T290; SA226-AT, S/N AT001 through AT066; SA226-TC, S/N TC201 through TC255 airplanes certified in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD but not later than January 15, 1982. Accomplishment of Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, satisfies the requirements of this AD (Airworthiness Docket No. 81-ASW-65). To prevent disengagement of the control cables from the control pulleys, install cable guards and retainers in each control column in accordance with Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, or an equivalent means approved by the Chief, Aircraft Certification Division, FAA, Southwest Region. A special flight permit may be issued in accordance with FAR 21.197 to allow flight of the aircraft to a location where this AD can be accomplished.This amendment becomes effective December 31, 1981.
2018-23-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by a report that flightcrew oxygen masks did not function as designed during flight testing. This AD requires an inspection to determine if certain oxygen masks/regulators are installed, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2018-24-04: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes. This AD was prompted by a revision of a certain airworthiness limitations item (ALI) document, which specifies new or more restrictive maintenance instructions and airworthiness limitations, and a determination that those maintenance instructions and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance instructions and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.