Results
64-11-01: 64-11-01\tBOEING: Amendment 39-763. Applies to models 707 and 720 Series Aircraft. \n\tCompliance required as indicated. \n\n\tCracks have been discovered in the front and rear upper and lower wing spar chords on the 707/720 Series aircraft. Accordingly, in the interest of safety accomplish the following or an equivalent approved by Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tParagraph (a) Superseded by AD 77-02-01. \n\n\t(b)\tOn all 707 and 720 Series aircraft delivered prior to October 1962, accomplish the following: \n\n\t\t(1)\tOn 707 and 720 Series aircraft which have been inspected in accordance with AD 64-03-02, paragraph (b), visually reinspect thereafter at intervals not to exceed 6,000 hours' time in service for spanwise cracks in the wing upper and lower front spar chords between front spar Station 727 and the production break fittings. \n\n\t\t(2)\tIf a crack is detected, repair the cracked spar chord in accordance with Boeing front spar repair drawing 65-40144 oran Aircraft Engineering Division, FAA Western Region, approved equivalent before further flight. The repetitive inspections required by subparagraph (1) may be discontinued on any chord repaired in accordance with this subparagraph. \n\n\t(c)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tNOTE. - This AD supplements but does not cancel AD 64-03-02. \n\n\t(Boeing Service Bulletins No. 1964 (R-3) and No. 1964(R-3)A cover this same subject.) \n\n\tThis directive effective May 21, 1964. \n\n\tRevised August 22, 1964. \n\n\tRevised March 5, 1965. \n\n\tRevised May 1, 1965. \n\n\tRevised August 20, 1968. \n\n\tRevised October 29, 1968. \n\n\tRevised March 22, 1969.Revised May 9, 1969.
64-23-01: 64-23-01\tBOEING: Amdt. 819 Part 507 Federal Register October 14, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required within the next 65 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t(a)\tWith the rudder full right, inspect the installation of the rudder control link arm assembly P/N 65-12703 to ensure: \n\n\t\t(1)\tthat clearance exists between the rudder control link arm assembly and the lower pivot clevis for that arm assembly; \n\n\t\t(2)\tthat clearance exists between the arm assembly and the rudder spar web; and \n\n\t\t(3)\tthat there is no evidence of previous interference. \n\n\t(b)\tIf clearance does not exist, rework the existing parts in accordance with Boeing Alert Service Bulletins 2052 and 2052A, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, or install new parts which provide clearance. \n\n\t(c)\tIf there is evidence of previous interference, replace the lower arm assembly pivot bolt. \n\n\t(Boeing Alert Service Bulletins 2052 and 2052A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated September 25, 1964.
2009-12-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The manufacturer has advised of receiving a report from a G 120A operator of an electrical fire caused by a chafed/scorched cable loom. It has been found that the RH main power distribution cable chafed on the instrument panel combing. It is likely that vibrations made the wiring to chafe. The chafing caused eventually electrical arcing and subsequently an in-flight fire that damaged partially the instrument panel cover. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-12-05: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires modifying the control power wiring of the normal supply fan and the low flow sensor for the equipment cooling system of the electronic flight instrument system (EFIS). This AD results from a report of loss of both the normal EFIS cooling supply and the indication of EFIS cooling loss due to a single failure of the battery bus, causing eventual power-down of the EFIS displays; the standby attitude indication is also powered by this battery bus. We are issuing this AD to prevent loss of all attitude indications from both the standby indicator and EFIS displays, which could decrease the ability of the flightcrew to maintain the safe flight and landing of the airplane.
89-06-04: 89-06-04 McDONNELL DOUGLAS: Amendment 39-6152. \n\n\tApplicability: Model DC-9-10 through -30 series and C-9 (Military) series airplanes, equipped with a non-ventral aft pressure bulkhead, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracks which could result in structural failure of the non-ventral aft pressure bulkhead, accomplish the following: \n\n\tA.\tPrior to the accumulation of 25,000 landings or within 500 landings after the effective date of this AD, whichever occurs later, inspect the aft pressure bulkhead attach tee section, in accordance with the following procedures. \n\n\t\t1.\tRemove any sealant from inspection area of the tee section that might hinder optically aided and high frequency eddy current inspections. Clean dirt, grease, and all foreign materials from inspection area using lint-free wipers and 1,1,1 trichloroethane solvent or equivalent; \n\n\t\t2.\tUsing optically aided visual inspection technique, inspect the 5910163-89, -93, -94, and -95 attach tees from the aft side of the bulkhead, in accordance with McDonnell Douglas Alert Service Bulletin A53-231, dated February 24, 1989 (hereinafter referred to as ASB53-231). Repeat this inspection thereafter at intervals not to exceed 1,500 landings; and \n\n\t\t3.\tUsing a high frequency eddy current inspection technique, in accordance with ASB53-231, inspect the 5910163-91 and -92 attach tees from the aft side of the bulkhead. Repeat this inspection thereafter at intervals not to exceed 500 landings. \n\n\tB.\tIf cracks are found prior to further flight, replace the cracked tee cap or repair by splicing in a section of tee cap with a new like or improved part, in accordance with McDonnell Douglas Service Rework Drawings SRO9530001, Revision C, dated August 18, 1987, and SRO9530001, Revision "Advance D", dated October 29, 1987. Prior to the accumulation of 25,000 landings after the repair or replacement, resume the repetitive inspections in accordance with paragraph A., above. \n\n\tC.\tCompliance with the requirements of this AD constitutes terminating action for the requirements of AD 88-13-09, Amendment 39-5954, relating to airplanes equipped with non-ventral aft pressure bulkheads. \n\n\tNOTE: The requirements of AD 88-13-09 relating to airplanes with ventral aft pressure bulkheads are not affected by this AD. \n\n\tD.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6152, AD 89-06-04) becomes effective March 24, 1989.
89-13-02: 89-13-02 TEXTRON LYCOMING: Amendment 39-6378. Final Rule of Priority Letter AD. Applicability: Textron Lycoming Model HIO-360-D1A engines, certificated in any category, equipped with Bendix Model RSA-7AA Servo Fuel Injectors, P/N 2524347, with the following serial numbers: 70001101 through 70001110 70001401 through 70001404 70001602 through 70001604 70001701 through 70001710 70007001 through 70007110 (except 70007107, 70007108) 70010104 through 70010110 (except 70010107) 70013701 through 70013710 (except 70013706) 70013802 through 70013810 (except 70013803, 70013809) 70013903 through 70013910 (except 70013909) 70014001 through 70014009 (except 70014002, 70014005, 70014007, 70014008) 70014101 through 70014104 (except 70014102, 70014103) Serial numbers followed by the letter "P" are in compliance with this AD. These fuel injectors are installed on, but not necessarily limited to, Schweizer Aircraft Corp. Helicopter Model 269C. Compliance: Required within 5 hours time in service after the effective date of this AD, unless already accomplished. To prevent loss of engine power or engine stoppage, accomplish the following: (a) Remove the fuel injector unit from the engine and replace with an unaffected unit or one that has been repaired in accordance with the accomplishment instructions in Appendix I to this AD. NOTE: Injector units may be returned to Precision Airmotive Corp. or an authorized facility listed in Appendix II to this AD. (b) Install unaffected fuel servo unit or a unit repaired in accordance with Appendix I to this AD, as follows: (1) Disconnect fuel injection lines from fuel injection nozzles. (2) Carefully remove inserts from nozzles and identify to allow the inserts to be reinstalled in the proper location. (3) Use CLEAN shop air to blow out all fuel injection lines, inserts, and nozzle bodies (still installed in cylinder). (4) Visually inspect inserts for cleanliness.(5) Reinstall fuel injector and reconnect fuel lines to fuel injector but do not reconnect to nozzles. (6) Purge fuel injector system by flowing fuel through the lines for 10 seconds with boost pump on, injector in full rich and full throttle. (7) Reinstall inserts in original nozzle locations and torque fuel injector line nuts to 40-50 in.-lbs. (8) Make appropriate mixture and idle adjustments per aircraft manufacturer's applicable Maintenance Manual and/or appropriate service publications. NOTE: Precision Airmotive Service Bulletin (SB) PRS-92, dated May 26, 1989; Precision Airmotive Service Information Letter #31, Revision 1, dated May 26, 1989; Schweizer Aircraft Corp. Special Advisory, dated May 25, 1989; Schweizer Aircraft Corp. Service Notice N-202, dated February 23, 1989; and Textron Lycoming SB No. 485, dated June 1, 1989, contain related information. (c) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. This amendment (39-6378, AD 89-13-02) becomes effective on November 30, 1989, as to all persons except those persons to whom it was made immediately effective by priority letter AD No. 89-13-02, issued on June 22, 1989, which contained this amendment. APPENDIX I NOTE: Precision Airmotive Corporation Service Information Letter #31, Rev. 1, dated May 25, 1989, pertains to this inspection. APPENDIX II NOTE: List of Precision Airmotive Corporation Product Support Centers, pertains to this AD.
80-09-09: 80-09-09 CESSNA: Amendment 39-3768. Applies to the following airplanes, equipped with Cessna installed dual flight director indicators, unless modified to provide independent power sources, distribution and bus systems for the dual flight director installation or by relocating the copilot's second attitude indicator to the top center position of the copilot panel instrument "T". Serial Numbers 500-0066 500-0303 500-0178 500-0304 500-0184 500-0342 500-0275 500-0343 500-0276 500-0344 500-0278 500-0346 500-0279 500-0359 500-0292 500-0364 500-0293 500-0371 500-0294 500-0370 500-0299 500-0373 500-0300 500-0379 Model 500 Serial Numbers 501-0016 501-0063 501-0024 501-0066 501-0027 501-0067 501-0034 501-0112 501-0052 501-0121 Model 501 Serial Numbers 550-0005 550-0079 550-0010 550-0091 550-0012 550-0095 550-0025 550-0098 550-0032 550-0100 550-0034 550-0106 550-0038 550-0110 550-0044 550-0114 550-0046 550-0116 550-0047 550-0121 550-0056 550-0124 550-0062 550-0126 550-0063 550-0130 550-0064 550-0134 550-0066 550-0136 550-0067 550-0138 550-0069 550-0141 550-0073 550-0152 550-0076 Model 550 Serial Numbers 551-0016 551-0024 Model 551 551-0061 COMPLIANCE: Required as indicated, unless previously accomplished. To preclude the loss of attitude information to the crew, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: A) Insert the following information in the applicable FAA Approved Airplane Flight Manual, Section II, Operating Limitations, under the heading Dual Flight Director Installation and operate the airplane in accordance with this insertion: "The copilot's second attitude indicating system must be installed, operational, and remain operating throughout theflight for those airplanes equipped with the Dual Flight Director Installation." B) Relocate the copilot's second attitude indicator from the center instrument panel or right side instrument panel if applicable to one of the following positions on the copilot instrument panel. 1) Two instrument positions below the copilot airspeed indicator, or 2) One instrument position below the copilot's altimeter, or 3) Two instrument positions below the copilot's altimeter. C) Use Paragraph A of this AD or a duplicate thereof, as an amendment to the FAA Approved Airplane Flight Manual until replaced by the following applicable FAA Approved Cessna revision: Model Revision No. FAA Approved Date 500 43 April 15, 1980 501 13 April 18, 1980 550 13 April 15, 1980 551 10 April 18, 1980 D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective May 12, 1980.
2009-12-03: We are adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200CB, and -300 series airplanes. This AD requires a detailed inspection for damage of the wire bundle of the right recirculation fan, and repair if necessary. This AD also requires re-routing the wire bundle of the right recirculation fan. This AD results from a report indicating that, during landing of a Model 757 airplane, an overheat warning and smoke occurred in the main cabin, and the right recirculation fan stopped operating. We are issuing this AD to prevent damage of the wiring bundle of the right recirculation fan. Such damage could result in a short circuit and possible fire in the mix bay or smoke in the main cabin.
2009-12-08: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires inspecting for cracks in the left- and right-side Stringer 11 longeron adjacent to the horizontal stabilizer pivot bulkhead, and related investigative and corrective actions if necessary. This AD results from a report of a crack found in the right-side Stringer 11 longeron horizontal flange, adjacent to the horizontal stabilizer pivot bulkhead, during a routine maintenance inspection. We are issuing this AD to detect and correct fatigue cracking of the longeron, which can propagate and cause damage to the adjacent horizontal stabilizer pivot bulkhead. This damage could result in loss of structural integrity and consequent inability of the bulkhead to carry flight loads, which could adversely affect controllability of the airplane.
61-21-05: 61-21-05 LOCKHEED: Amdt. 342 Part 507 Federal Register October 3, 1961. Applies to All Model 188 Aircraft. Compliance required as indicated. Several instances of inadvertent tripping of compass circuit breakers have occurred due to bumping the ganging bar by the occupant of the observers seat. Due to the effect of the loss of heading information upon operational safety, accomplishment of the following is required: Within the next 100 hours' time in service after the effective date of this AD, inspect the pilot's and copilot's compass circuit breakers, and if the circuit breakers are ganged together, either remove the ganging bars, or install a protective guard which precludes inadvertent operation of the ganging bar. (These circuit breakers are located in the lowest circuit breaker panel beside the observers seat on the left side of the flight deck.) This directive effective November 2, 1961.
88-23-01: 88-23-01 MITSUBISHI HEAVY INDUSTRIES, LTD. (MHI Amendment 39-6056. Applies to Models MU-2B, MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 airplanes (all serial numbers with or without the SA suffix) certificated in any category. Compliance: As indicated in the AD, unless already accomplished. To preclude flap control failure, accomplish the following: (a) On airplanes with more than 4,000 hours Time-in-Service (TIS), within the next 100 hours TIS, and on airplanes with less than 4,000 hours TIS, before reaching 4,100 hours TIS: (1) Inspect torque tube joint Part Number (P/N) 010A-61254, of torque tube assembly P/N 010A-61250 for cracks, and replace a cracked joint with a serviceable unit. If no crack is found, repeat the inspection at intervals not to exceed 100 hours TIS, as follows: (i) For airplanes type certificated in accordance with U. S. Type Certificate (TC) A2PC (those without the serial number suffix SA) as described in MHI MU-2B Service Bulletin (S/B) No. 189B, dated May 27, 1988. (ii) For airplanes type certificated in accordance with U.S. TC A10SW (those airplanes with the serial number suffix SA) as described in MHI MU-2B S/B No. 067/27-008, dated November 16, 1987. (2) Inspect all other torque tube joints listed as "existing joints" in Figure 1 of the applicable S/B for cracks, and replace a cracked joint with a serviceable unit. If no crack is found, repeat the inspection thereafter at intervals not to exceed 500 hours TIS, as follows: (i) For TC A2PC airplanes as described in MHI S/B 189B. (ii) For TC A10SW airplanes as described in MHI S/B No. 067/27-008. (b) Accomplish the inspections and replacement requirements of paragraph (a) of this AD, as applicable, prior to 4,100 hours TIS on each replacement joint listed as an "existing joint," as follows: (1) For TC A2PC airplanes (without S/N suffix SA) in Figure 1 of MHI S/B No. 189B. (2) For TC A10SW airplanes (with S/N suffix SA) in Figure 1of MHI S/B No. 067/27-008. (c) Repetitive inspections of a torque tube joint are terminated upon installation of a joint listed as an "improved joint," as follows: (1) For TC A2PC airplanes (without S/N suffix S/A) in Figure 1 of MHI S/B No. 189B. (2) For TC A10SW airplanes (with S/N suffix SA) in Figure 1 of MHI S/B No. 067/27-008. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD may be used on the A2PC airplanes, if approved by the Manager, Los Angeles Aircraft Certification Office, ANM-120L, FAA, 3229 East Spring Street, Long Beach, California 90806-2425, Telephone (213) 988-5200, and on the A10SW airplanes, if approved by the Manager, Wichita Aircraft Certification Office, ACE-115W, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documentsreferred to herein upon request to the Beech Aircraft Corporation (Licensee to Mitsubishi), P. O. Box 85, Wichita, Kansas 67201; Telephone (316) 681-9111; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-6056, becomes effective on December 4, 1988.
2009-11-11: We are adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires installing fuses and wire protection in certain wing and fuel tank spars. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent possible damage to the fuel level float or pressure switch wires. Such damage could become a potential ignition source inside the fuel tank, and, when combined with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
79-17-06: 79-17-06 BEECH: Amendment 39-3532. Applies to Model 76 (Serial Numbers ME-1 through ME-228) Airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To prevent possible collapse of the main landing gear, accomplish the following: A) Within the next twenty-five (25) hours time-in-service after the effective date of this AD, install a new part number MS20392-2C67 clevis pin, common to the main landing gear fork and the fork pin, in the left and right main landing gear in accordance with procedures in Beechcraft Service Instructions Number 1073. NOTE: Installation of the new larger clevis pins requires a 3/16 (.1875) inch diameter carbide tip drill bit, drill press and a suitable drill press vise or "V" blocks and clamps to hold the fork pin while enlarging the clevis pin hole. B) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. C)Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective August 27, 1979.
79-07-03: 79-07-03 BOEING: Amendment 39-3443. Applies to all Model 737 series airplanes, except airplanes with the engine pressure ratio (EPR) activated takeoff warning system. Compliance required as indicated. \n\n\tWithin 2,000 hours time in service or one year after the effective date of this AD, whichever comes first, unless already accomplished, set the thrust lever operated switches, S283 and S133, to provide actuation down to and including -65 degrees F in accordance with the applicable part of Boeing Service Bulletin 737-31-1026, or later FAA approved revisions, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \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). All 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\tThis amendment becomes effective May 4, 1979.
60-10-04: 60-10-04 LOCKHEED: Amdt. 138 Part 507 Federal Register May 3, 1960. Applies to All Models 049, 149, 649, 749, 1049, and 1649 Series Aircraft. Compliance required as indicated. A crack was found in the segment ring of the fuselage aft pressure bulkhead. The crack, approximately 37 inches long, was in the top left section of the ring, extending from a point right of center. As a result of investigation of the failure, the following must be accomplished on all aircraft with more than 30,000 hours' time in service. (a) Within the next 180 hours' time in service, unless already accomplished within the last 4,500 hours' time in service, and every 4,500 hours' time in service thereafter, inspect the entire peripheral ring of the aft pressure bulkhead at the bend radius adjacent to the skin using one of the following methods or equivalent: (1) Radiographic inspection. (2) Pressurize the cabin to a minimum of 2 p.s.i. Apply soap solution to the rear face of thering and examine for leakage. This will require removal of the sealing compound. (b) If cracks are found, they must be repaired in accordance with FAA approved manufacturer's instructions. Pressurized flight is prohibited until cracks are repaired. (c) When any part of the aft pressure bulkhead peripheral ring is replaced by a new part, inspection of the new part per (a) is not required until the new part has accumulated 30,000 hours' time in service. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Service Letter FS/240954 covers this subject.) Revised July 11, 1961. Revised March 9, 1962.
2009-11-10: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 helicopters. This AD results from a report of abnormal main rotor blade vibrations on a Eurocopter Model EC135 helicopter. This AD also results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states that an operator reported unusual vibrations during the start phase of the main rotor blade on one helicopter. The vibrations stopped after the application of torque. Subsequent maintenance personnel found that six of the eight attachment screws of the lower hub-shaft bearing support were loose. This condition was discovered in two additional helicopters. Loose screws in the bearing support, if not detected and corrected, could result in abnormal main rotor blade vibrations and subsequent damage to the main transmission.
2009-11-07: 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: Resulting from the assessment of fuel tank wiring installations required by SFAR 88 (Special Federal Aviation Regulation) and equivalent JAA/EASA (Joint Aviation Authorities/European Aviation Safety Agency) policy, BAE Systems (Operations) Limited has revised the HS.748 Aircraft Maintenance Manual (AMM), now at Revision 19, to introduce Chapter 05-10-00 ``Critical Design Configuration Control Limitations (CDCCL)--Fuel System''. The CDCCLs provide instructions to retain critical ignition source prevention features during configuration changes that may be caused by modification, repair or maintenance actions. The CDCCLs have been identified as requirements for continued airworthiness to address the risk of fuel vapour ignition sources remaining undetected. This condition, if not corrected, could result in a fuel tank explosion and consequent loss of the aircraft. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
61-18-01: 61-18-01 BOEING: Amdt. 326 Part 507 Federal Register August 24, 1961 as amended by amendment 39-1002. Applies to Boeing 707 Series Aircraft Serial Nos. 17586-17652, 17658- 17690, 17692-17712, 17718-17724, 17903-17906, 17918-17919, 17925-17930, 18012 and 18054 and Boeing 720 Series Aircraft Serial Nos. 17907-17917, 18013-18020, 18023, and 18041 as indicated. \n\n\tDue to failure in a main landing gear trunnion support, the following inspections, contained in paragraphs (a), (b), and (c), are required on all specified 707 Series aircraft until paragraph (d) has been accomplished. Paragraph (e) is required on all specified 707 Series aircraft after paragraph (d) is accomplished and on all specified 720 Series aircraft. \n\n\t(a) Within the next 200 hours' time in service, unless already accomplished within the last 150 hours' time in service, and thereafter at every 350 hours' time in service: \n\n\t\t(1) Clean the web, upper and lower chord areas and aft flanges on the inboard and outboard side of 220,000 p.s.i. heat treat steel main landing gear trunnion support rib and conduct a visual inspection of the cleaned areas for evidence of cracks.\n \n\t\t(2) Clean and visually, or radiographically, inspect the forward trunnion support fitting for evidence of cracks on the forward and aft side in the region of the bearing collar. \n\n\t\t(3) If evidence of cracks is found in (a)(1) or (a)(2) above, conduct more detail inspections using fluorescent dye penetrant at temperatures of 50 degrees F. or above, X-ray, or equivalent. \n\n\t(b) Within the next 35 hours' time in service, unless already accomplished within the last 30 hours' time in service and thereafter at every 125 hours' time in service, clean the main landing gear aft trunnion bearing support, paying particular attention to the areas listed below, and conduct a fluorescent dye penetrant inspection or equivalent for cracks; \n\n\t\t(1) Area around the barrel nut hole, both forward and aft sides. \n\n\t\t(2) A strip 1/2-inch wide around upper bearing support, from the upper barrel nut to lower 1.31 diameter inboard (tension) bolt hole, on aft side. \n\n\t\t(3) A strip 1/2-inch wide around upper bearing, from upper barrel nut to trunnion support rib, on forward side. \n\n\t(c) If cracks exceeding allowable lengths specified in the latest revision of Boeing Service Bulletin No. 859 (R-2 or later) are found during inspections (a) and (b), the affected components must be replaced or repaired in accordance with FAA approved Boeing procedures prior to further flight. When cracks less than the maximum allowable lengths specified in S.B. 859 (R-2 or later), are found, the following shall be accomplished: \n\n\t\t(1) Stop drill in accordance with S.B. 859 (R-2 or later) instructions and inspect for crack progression at each 350 hours' time in service after stop drilling. If cracks progress beyond the stop drilled hole, contact Boeing for FAA approved Boeing repair procedures to be incorporated prior to further flight. \n\n\t\t(2) If cracks are not accessible for stop drilling prior to further flight FAA approved Boeing instructions must be obtained for the required inspection intervals and procedures for the specific crack location and length. \n\n\t(d) Unless already accomplished at the factory or by the operator within the next 3,500 hours' time in service conduct the following detail inspections and rework as indicated: \n\n\t\t(1) Remove the main landing gear and trunnion in accordance with BAC Maintenance Manual Procedure. \n\n\t\t(2) Remove all nuts and washers along the periphery of the trunnion support rib. \n\n\t\t(3) Rework the main landing gear trunnion support fittings per the latest revision of FAA approved S.B. No. 874 (August 9, 1960, or later). \n\n\t\t(4) Following the rework, clean the aft and forward trunnion support fittings and perform a thorough magnetic particle and visual inspection for cracks. \n\n\t\t(5) Conduct a thorough visual inspection for evidence of cracks in the main landing gear trunnion support rib and flanges using a low power (2- or 3- power) wide-field (at least 2 1/2-in diameter field of view) magnifying glass or FAA approved equivalent, and covering every square inch of exposed area (both sides) with special emphasis around each and every bolt hole on all flanges and boundaries. Any suspected discrepancy should be confirmed with dye penetrant or equivalent after paint removal. \n\n\t\t(6) If cracks are found during inspections (d)(1) through (d)(5), the affected components must be replaced or repaired in accordance with FAA approved Boeing procedures prior to further flights. \n\n\t\t(7) After reinstalling nuts and washers in accordance with Part I, Subparagraph (e), S.B. 859 (R-2 or later), measure the gap between the upper and lower flanges and skin at several points along the forward 8 inches of each flange using a thickness gage. See latest revision of FAA approved S.B. 859 (R-2 or later) Part I, Subparagraph (f) for instructions if any gap exceeds 0.02 inch. \n\n\t(e) The following repetitive inspections are required on all specified 707 Series aircraft upon completion of inspections and rework outlined in (d) and on all specified 720 Series aircraft. These provisions of paragraph (e), (1) and (2) may be deleted from the 720 aircraft inspection intervals, provided that no cracks have been found in the steel main landing gear trunnion support rib. If cracks are found or have been found in the rib assembly and repaired per Service Bulletin No. 859 (R-2) the repetitive inspections of paragraph (e), (1) and (2) shall apply. \n\n\t\t(1) Every 420 hours' time in service, visually inspect the forward and aft trunnion support fittings for cracks. \n\n\t\t(2) Every 840 hours' time in service visually inspect the web and flanges on the inboard and outboard sides of the trunnion support rib for cracks. \n\n\t\t(3) Every 5,000 hours' time in service clean all areas of the main landing gear trunnion support assembly ofdirt and grease using Naphtha TT-N-95 or BNS 3-2. After cleaning, together with mirror and lighting as required, and using a low powered (2- or 3-power) wide-field (at least 2 1/2-inch diameter field of view) magnifying glass, or FAA approved equivalent, conduct the following inspections as indicated: \n\n\t\t\t(i) Visually inspect the web and flanges on the inboard and outboard sides of the trunnion support rib for evidence of cracks. \n\n\t\t\t(ii) Visually inspect the forward trunnion support fitting for evidence of cracks of the forward and aft sides in the region of the bearing collar. \n\n\t\t\t(iii) Visual inspect the aft trunnion support fitting for evidence of cracks. \n\n\t\t\t(iv) Crack indications found in (i), (ii), and (iii) should be confirmed by dye penetrant inspection. Allowable crack limits and FAA approved rework information for (i) is shown in FAA approved Service Bulletin No. 859 (R-2 or later) (Figure 2). \n\n\t\t(4) If cracks are found in the inspections of (e), the affected components must be replaced or repaired in accordance with FAA approved Boeing procedures prior to further flight. \n\n\t\t(5) Upon request of the operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin Number 859 (R-2) pertains to this subject.) \n\n\tThis supersedes AD 60-08-01. \n\n\tAmendment 326 effective September 23, 1961. \n\n\tRevised January 26, 1962. \n\n\tRevised October 26, 1963. \n\n\tThis amendment (39-1002) becomes effective June 6, 1970.
81-09-01: 81-09-01 BEECH: Amendment 39-4090. Models C90 (Serial Numbers LJ-642 through LJ-935, LJ-937, and LJ-939 through LJ-941), E90 (Serial Numbers LW-118 through LW-344) and H90 (Military T-44A) (Serial Numbers LL-1 through LL-40 and LL-42 through LL-61) airplanes certificated in any category. Compliance is required as indicated unless already accomplished. To prevent malfunction of the landing gear retraction system caused by improper alignment of bearings, accomplish the following: A) Within the next 100 landings after the effective date of this AD, use procedures specified by Beechcraft Service Instructions (SIs) T-44A-0051 for Model H90 (Military T-44A) or SIs 1160 for Models C90 and E90 to accomplish the following basic actions: 1. Determine whether alignment of bearings in the landing gear retract system is proper as follows: (a) At each end of the Beech Part Number (P/N) 50-810240 torque shaft, disconnect the bearing inner race from the torque shaft.(b) Using only finger force, attempt to slide each race part way out of the bearing along the torque shaft. (c) Disregard paragraphs A)1.(d) through A)2.(f) below if the above attempt is successful. (d) Remove the AN3-31A bolt which attaches the aft end of the gear box to the airframe. (e) Move the aft end of the gearbox upward or downward until action per paragraph A)1.(b) above is successful. (f) Find if the previously removed AN3-31A (or a new AN3-32A per paragraph A)2., below) bolt can be installed without deforming holes in the airframe and without moving the gearbox from the position that results in successful action per paragraph A)1.(b), above. (g) Disregard paragraphs A)2.(a) through A)2.(f) below if action per paragraphs A)1.(b) or A)1.(f) above is successful. 2. Correct any improper alignment of bearings in the landing gear retract system as follows: (a) If action, in accordance with the applicable SIs, shows this to be necessary, make and install P/N 50-820201-31, -33 and/or -35 shims under bearing supports. (b) Determine the amount of misalignment between holes for the AN3-31A bolt while the gearbox is positioned per paragraph A)1.(e), above. (c) Determine or accurately estimate the number of landings during which the P/N 50-810240 torque shaft has been used. Disregard paragraph A)2.(d) below, if one of the following combinations exists: Hole Misalignment Number of Landings 1/2 hole or less less than 5,000 1/2 to 3/4 hole 600 or less 3/4 to 1 hole 200 or less NOTE: This AD takes precedence over applicable SIs, in that inspection of the torque shaft is required when the combination of 1/2-hole or less misalignment and more than 5,000 landings exists. (d) Remove the P/N 50-810240 torque shaft from the gearbox and inspect the shaft for a crack, using a dye penetrant method as specified in FAA Advisory Circular AC 43.13-1A. Pay particular attention to circumferential areas on each side of the bearing race that is brazed to the shaft. If the shaft is found to be cracked, replace it with a serviceable P/N 50-810240 torque shaft. (e) Elongate holes in the airframe as necessary to permit installation of a new AN3-32A bolt in place of the previously removed AN3-31A bolt. Make and install a P/N 50-820201-67 washer plate assembly and a P/N 50-820201-37 plate with the new AN3-32A bolt, as shown in SIs 1160 and T-44A-0051. (f) Repeat action that is specified by paragraphs A)1.(b) through A)1.(g). (g) Restore the airplane to an airworthy configuration. B) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4285. C) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determinedby dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective April 23, 1981.
2009-11-06: We are adopting a new airworthiness directive (AD) to supersede AD 2008-12-16, which applies to certain M7 Aerospace LP SA226 and SA227 series airplanes. AD 2008-12-16 currently requires you to inspect wires and tube assemblies for chafing, arcing, or insufficient clearance between components. If chafing, arcing, or insufficient clearance between components is found, AD 2008-12-16 requires you to clear, repair, and/or replace all chafed wires, components, and tube assemblies. AD 2008-12-16 also requires you to cover the four-gauge wires leaving the battery box with firesleeving and secure them with a clamp. Since we issued AD 2008-12-16, M7 Aerospace LP has notified us that Model SA227-BC (C-26A) was inadvertently left out of the Applicability section of the AD, and they updated some of the service information due to parts availability. Operators have also identified issues with model applicability that needed clarification. Consequently, this AD retains the actions of AD 2008-12-16, adds Model SA227-BC (C-26A) to the Applicability section, and regroups the models for clarification. We are issuing this AD to detect and correct chafing of electrical wires, components, and tube assemblies. This condition could result in arcing of exposed wires with consequent burning of a hole in a hydraulic line or the bleed air line. This failure could lead to a hydraulic fluid leak and a possible fire in the engine nacelle compartment. DATES: This AD becomes effective on July 2, 2009. On July 2, 2009, the Director of the Federal Register approved the incorporation by reference of certain publications listed in Table 2 of this AD. As of July 23, 2008 (73 FR 34615, June 18, 2008), the Director of the Federal Register approved the incorporation by reference of certain publications listed in Table 3 of this AD.
2009-11-05: We are adopting a new airworthiness directive (AD) to supersede AD 2008-10-12, which applies to certain Air Tractor, Inc. AT- 400, AT-500, AT-600, and AT-800 series airplanes. AD 2008-10-12 currently requires repetitively inspecting the engine mounts for cracks, repairing any crack damage found, and installing gussets as a terminating action for the repetitive inspections. This AD results from a report of a Model AT-602 airplane with a crack completely through the gusset that was installed as required in AD 2008-10-12. Consequently, this AD would require you to continue repetitively inspecting the engine mounts for cracks for all previously affected Air Tractor, Inc. AT-400, AT-500, AT-600, and AT-800 series airplanes with or without gussets installed, and repairing any crack damage found. We are issuing this AD to detect and correct cracks in the engine mount, which could result in failure of the engine mount. This failure could lead to separation of the engine from the airplane.
2009-11-03: We are adopting a new airworthiness directive (AD) for all Lockheed Model 382, 382B, 382E, 382F, and 382G series airplanes. This AD requires an inspection to identify discrepant barrel nuts in the upper wing joint, engine truss, and rear beam pylon support; and replacement of any discrepant barrel nut with a new barrel nut, if necessary. This AD results from a report of severe cracking of multiple barrel nuts in the wing station (WS) 220 upper wing joint found during scheduled maintenance. We are issuing this AD to prevent cracking of the barrel nuts in the upper wing joint, engine truss, and rear beam pylon support, which could result in reduced structural integrity of the affected part and consequent detachment of the wing or engine from the airplane.
2009-10-11: 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: Based on some recent in-service findings for fluid ingress and/ or inner skin disbond damage on rudders which could result in reduced structural integrity of the rudder, AIRBUS decided to introduce some further structural inspections to specific rudder areas[.] * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-10-13: 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: Field experiences have revealed cracks in the frames and closing angle on the forward engine cowl door * * *. In case of a damaged frame and/or closing angle, the forward engine cowl door can loosen during flight and depart from the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-04-06: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747 series airplanes. That AD currently requires repetitive detailed inspections of the aft pressure bulkhead for indications of "oil cans'' and previous oil can repairs, and corrective actions if necessary. An oil can is an area on a pressure dome web that moves when pushed from the forward side. This new AD requires a reduced compliance time for the initial detailed inspection and revises the applicability. This AD results from a report that cracks in oil-canned areas were found during an inspection of the aft pressure bulkhead. We are issuing this AD to detect and correct the propagation of fatigue cracks in the vicinity of oil cans on the web of the aft pressure bulkhead, which could result in rapid decompression of the airplane and overpressurization of the tail section, and consequent loss of control of the airplane.