Results
92-22-13: 92-22-13 SAAB-SCANIA: Amendment 39-8400. Docket No. 92-NM-122-AD. Applicability: Models SAAB SF340A and SAAB 340B series airplanes; as listed in SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the reduction of strength of the wing upper panel and possible fuel leakage, accomplish the following: (a) Within 6 months after the effective date of this AD, perform a visual inspection for corrosion on the wing upper panel in the fuel tank access door area, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992. (1) If corrosion is detected, prior to further flight, blend or grind it out, and measure the thickness of the blended or ground part, in accordance with the service bulletin. (i) If the thickness of the blended or ground part is within the tolerances specified in the service bulletin, apply surface treatments in accordance with the service bulletin. (ii) If the blended or ground part is outside the tolerances specified in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If corrosion is not found, apply surface treatments in accordance with the service bulletin. (b) Within 6 months after accomplishing paragraph (a) of this AD, perform a second visual inspection to detect corrosion on the wing upper panel in the fuel tank access door area, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992. (1) If corrosion is detected, prior to further flight, blend or grind it out, and measure the thickness of the blended or ground part, in accordance with the service bulletin. (i) If the thickness of the blended or ground part is within the tolerances specified in the service bulletin, apply surface treatments in accordance with the service bulletin. (ii) If the blended or ground part is outside the tolerances specified in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If corrosion is not found, apply surface treatments in accordance with the service bulletin. (3) Following the visual inspection and repairs required by paragraph (b) of this AD, prior to further flight, install protection plates on all fuel tank access hole doublers, and apply surface treatments, in accordance with the service bulletin. (c) Installation of protection plates on all fuel tank access hole doublers and application of surface treatments, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992, that is accomplished prior to further flight following the visual inspection required by paragraph (a) of this AD, constitutes terminating action for the visual inspection required by paragraph (b) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections, corrective actions, and the surface treatments shall be done in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-5, 8-18 Original (Not Dated) 6-7, 19-20 1 April 3, 1992 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from SAAB-SCANIA AB, SAAB Aircraft Product Support, S-581 88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on December 3, 1992.
47-21-12: 47-21-12 REPUBLIC: (Was Mandatory Note 2 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 66 to 239, Inclusive. Compliance required prior to July 1, 1947. To correct a production error, place "No Smoking" decalcomania in a conspicuous location in the airplane. (Republic Seabee Service Bulletin No. 3 dated December 31, 1946, covers this same subject.)
73-19-11: 73-19-11 GENERAL DYNAMICS: Amdt. 39-1720 as amended by Amendment 39- 1736. Applies to Models 340/440 and C-131E airplanes certificated in all categories, including those converted to Turbo-propeller power. Compliance required as indicated. To detect cracks originating at the shearbolt bore in the drag strut, and prevent possible failure of the landing gear, accomplish the following: (a) Non-Modified Struts (See Note, below). (1) Within 1200 landings after the effective date of this A.D., unless already accomplished within the last 4800 landings prior to this A.D., perform a disassembly inspection of the nose landing gear, left hand, upper drag strut for crack development in the area of the clutch plate to strut shear bolt attach hole per General Dynamics Service Bulletin 640(340) S.B. No. 32-8, dated August 10, 1973, or later FAA-approved revisions, and modify the strut per Part III of the Bulletin. (2) If no cracks are found, repeat the inspection on or before 20,000 landings following modification per (a)(1) and at intervals not to exceed 6000 landings thereafter, until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are located, replace the drag strut with new or serviceable parts of the same type design. The various configurations and the reinspection requirements are as shown below: (A) If new or previously modified struts are used for replacement, which do not have the modifications of Part IV, Service Bulletin No. 32-8 incorporated, perform an initial inspection on or before 20,000 landings from time of replacement and at intervals not to exceed 6000 landings thereafter. (B) If previously modified parts are used for replacement that have a subsequent rework accomplished per Part IV of Service Bulletin No. 32-8, perform an initial inspection on or before 20,000 landings following each rework, and at intervals notto exceed 6000 landings thereafter. (C) Struts repaired per Part II of the Service Bulletin No. 32-8, or later FAA-approved revisions, will be inspected at intervals not to exceed 6000 landings following the repair. (b) Modified or New Struts (See Note, below). (1) After the effective date of this AD, as amended, perform on or before the accumulation of 26,000 landings on a new or modified part, or 6000 additional landings, whichever occurs later, a disassembly inspection of the nose landing gear, left hand upper drag strut in the area of the clutch plate to strut shear bolt attach hole as specified in General Dynamics Service Bulletin No. 32-8, or later FAA-approved revisions. (2) If no cracks are found, repeat the inspection in (b)(1), above, at intervals not to exceed 6000 landings until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are found, replacethe drag strut with new or serviceable part of the same type design. Re-inspection requirements for each type part are as specified in (a)(3)(A)(B) and (C), above. (c) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) For the purpose of complying with this A.D., subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operators fleet average time from takeoff to landing for the airplane type. (e) Upon request of the 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 that operator. Note: The following definitions apply. Non-Modified Struts - This is an original configuration strut, which has not been modified by previous Service Engineering Reports or by Service Bulletin No. 32-8. Modified Struts - This includes all struts modified by previous SER's No. 15-4-340- 38/440-38 and 15-4-340-44A/440-44A or by Part III of Service Bulletin No. 32-8 that have not been modified per Part IV of Service Bulletin No. 32-8. New Struts - Part Number 340-7310231-1 struts that have not been reworked per Part IV of Service Bulletin No. 32-8. Amendment 39-1720 becomes effective October 18, 1973. This Amendment 39-1736 becomes effective October 19, 1973.
86-16-04 R1: 86-16-04 R1 BRITISH AEROSPACE: Amendment 39-5383 as amended by 39-5416. Applies to Jetstream Model 3101 (all serial numbers) airplanes which have incorporated Arkansas Modification Center, Inc. (AMC) baggage pod Modification STC No. SA5900SW using baggage pod Serial Numbers 003 through 026, 028, 034, 035, 037, and 038. Compliance: Required within the next 50 landings after the effective date of this AD, unless already accomplished. NOTE: If landings are not recorded, one hour time-in-service (TIS) equals two landings. To prevent possible scoring and failure of the two flap torque tubes, and subsequent loss of control of the aircraft, accomplish the following: (a) Inspect the flap torque shaft in accordance with BAe Alert Service Bulletin (ASB) No. 27-JA850949 dated January 8, 1986, Section 2 B, "Inspection/Repair", Subparagraph (1) (1) If scored in excess of 0.030 inches in depth, before further flight replace torque shaft with a serviceable shaft.(2) If scoring does not exceed 0.030 inches in depth, (i) Before further flight repair in accordance with BAe ASB No. 27- JA850949 dated January 8, 1986, Section 2B, "Inspection/Repair", Subparagraph (3), and (ii) Inspect for cracks using a dye penetrant inspection to establish integrity of the shaft. If cracks are found, before further flight, replace torque shaft with a serviceable shaft. (b) Rework panels F21 and F22 in accordance with Arkansas Modification Center, Inc. (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, Section 2A, "ACCOMPLISHMENT INSTRUCTIONS". (c) Airplanes may be flown with the flap system rendered inoperative in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Southwest Region, Special Programs Branch, ASW-190, 4400 Blue Mound Road, Post Office Box 1689, Fort Worth, Texas 76101. Allpersons affected by this AD may obtain copies of Arkansas Modification Center, Inc., (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, referred to herein upon request to the Arkansas Modification Center, Inc., Post Office Box 3356, Adams Field, Little Rock, Arkansas 72203, and Alert Service Bulletin No. 27-JA85-0949 dated January 8, 1986, referred to herein upon request to the British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-5383 became effective on August 13, 1986. This amendment, 39-5416, becomes effective September 20, 1986.
2016-09-03: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 2000, FALCON 2000EX, MYSTERE-FALCON 900, and FALCON 900EX airplanes. This AD was prompted by reports of a co- pilot sliding aft on his seat during take-off at rotation. This AD requires replacement of certain springs installed on the pilot and co- pilot seats. We are issuing this AD to prevent fatigue wear, which, if not corrected, could cause the seat to slide and the pilot or co-pilot to lose contact with the controls, leading to an inadvertent input on the flight control commands during take-off or climb, possibly resulting in loss of control of the airplane.
2015-09-04 R1: We are revising Airworthiness Directive (AD) 2015-09-04 for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as engine shaft failure and consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires replacement of nuts on the clevis assemblies that support the auxiliary tracks of the inboard leading edge slats. This amendment is necessary to prevent loose or missing nuts on the clevis assemblies, which could cause the inboard leading edge slats to be loose or in an incorrect position and result in partial or total failure or loss of the slats. This action is intended to address the identified unsafe condition.
58-13-05: 58-13-05 WRIGHT: Applies to All TC18DA and TC18EA Series Engines Except as Noted. Compliance required as indicated. To improve engine reliability, the following items must be accomplished: 1. At first overhaul after August 1, 1958, but no later than March 1, 1959, install either (a) piston compression ring, Wright Aeronautical Division P/N 147414 or subsequently approved ring in the No. 2 ring groove (WAD Service Bulletins Nos. TC18-269B or TC18E-81B covers this same subject), or (b) install steel, chrome-plated compression ring, Wright Aeronautical Division P/N 139619 or subsequently approved ring in the No. 2 ring groove. In connection with this piston ring, the cylinder barrel finish, piston ring fit, and crankcase oil manifold diverter valve configuration must be in accordance with the instructions contained in WAD Service Bulletins Nos. TC18-363 and TC18E-182. 2. At first overhaul after July 1, 1958, and each succeeding overhaul, install only new, resin graphite coated pistons in the master rod cylinders (1 and 2). In other locations, continued time pistons may be used provided they are recoated with either resin or spray graphite and are otherwise satisfactory for reuse. In addition, prior to reuse, the top and second grooves of all these pistons must be inspected for ring groove step wear and contouring of the ring groove wall. If any of these conditions are found, the piston must be regrooved. WAD Repair Instruction Nos. 860468 and 72-5-12 cover this same subject. 3. Applies to TC18EA Series engines only. At the next overhaul and each succeeding overhaul, the fuel injection pump timing and fuel injection line configuration must be in accordance with either Wright Aeronautical Service Bulletins Nos. TC18E-118 or TC18E-199. 4. At next overhaul but not later than March 1, 1959, the spark advance relays used in the ignition distributors on the subject engines must be assembled with increased relay spring pressures. Detailed instructions for setting the required spring pressure are contained in Scintilla Division Service Bulletin No. 408A. 5. At first overhaul after July 1, 1958, but not later than March 1, 1959, the valve springs used in all TC18 engines must have the coil ends contoured per WAD Service Bulletins Nos. TC18-339 or TC18E-159. 6. Superseded by AD 60-08-05. 7. To insure proper retention of the power recovery turbine wheel, the shaft and shaft nut threads must be inspected for wear and distortion at every power recovery turbine overhaul. WAD Service Bulletins Nos. TC18-327 and TC18E-146 detail the techniques and limits for such inspections. In addition, at first overhaul after September 1, 1958, but not later than March 1, 1959, the power recovery turbine must be assembled with WAD P/N 147555 nut or subsequently approved turbine wheel retaining system. 8. Superseded by AD 60-03-10. 9. To insure proper retention of the power recovery turbine nozzle, WAD P/N 492D21, nozzle tonozzle support attaching screws should be removed at next PRT overhaul and replaced with either WAD P/N 6043D8 or 492D65 screws. Until this is accomplished, a daily check of the tightness of the nozzle must be made in accordance with the instructions contained in WAD letter to all operators dated June 10, 1958. 10. At first overhaul after August 1, 1958, but not later than March 1, 1959, the rocker box drain manifold and sumps must be removed in accordance with WAD Service Bulletins Nos. TC18-347 or TC18E-166.
2016-09-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracking of a certain chord of the pivot bulkhead. This AD requires repetitive inspections for cracking of the left side and right side forward outer chords of the pivot bulkhead, and related investigative and corrective actions if necessary. This AD also provides a modification of the pivot bulkhead, which would terminate the repetitive inspections. We are issuing this AD to detect and correct fatigue cracking of the outer flanges of the left and right side forward outer chords of the pivot bulkhead, which could result in a severed forward outer chord and consequent loss of horizontal stabilizer control.
2001-01-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-51, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 222, 222B, 222U, 230, and 430 helicopters by individual letters. This AD requires visually inspecting the main rotor hydraulic actuator support (support) to verify the presence of all dowel pins and sealant between the support and transmission and verifying the proper torque of each attaching nut (nut). This amendment is prompted by the failure of a support resulting in an accident of a BHTC Model 222U helicopter. All retaining studs and shear pins were found sheared or pulled out at the junction between the support and the transmission case. The actions specified by this AD are intended to prevent failure of the support and subsequent loss of control of the helicopter.
93-13-06: 93-13-06 SHORT BROTHERS, PLC: Amendment 39-8619. Docket 92-NM-176-AD. Applicability: Model SD3-60 series airplanes; equipped with main landing gear (MLG) actuator part number (P/N) 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the MLG actuator to unlock, which would prevent the extension of the MLG, accomplish the following: (a) Within 6 months after the effective date of this AD, replace the MLG actuator with a serviceable actuator that is marked "32-69SD" in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. (b) As of the effective date of this AD, no person shall install on any airplane a MLG actuator P/N 104796004, having serial number DRG/4729/86, DRG/4730/86, DRG/5057/86, DRG/5059/86, DRG/5060/86, or DRG/5061/86, that is not marked "32-69SD." (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The replacement shall be done in accordance with Dowty Aerospace Hydraulics - Cheltenham Service Bulletin 32-69SD, Revision 2, dated January 20, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Short Brothers, PLC, 2011 Crystal Drive, suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 18, 1993.
2016-08-14: We are superseding Airworthiness Directive (AD) 2014-03-14 for all Airbus Model A330-200 and -300 series airplanes, and Model A340- 200, -300, -500, and -600 series airplanes. AD 2014-03-14 required removing bulb-type maintenance lights; installing a drain mast on certain airplanes; and installing muffs on connecting bleed elements on certain airplanes. For certain Model A340-200 and -300 series airplanes, this new AD also requires replacing certain insulation sleeves with new insulation sleeves. This AD results from fuel system reviews conducted by the airplane manufacturer. We are issuing this AD to prevent ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
77-13-10: 77-13-10 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2935. Applies to Hawker Siddeley Aviation, Ltd., Model DH/BH-125 airplanes, all series, with manufacturer's serial numbers 256056 and below and serial number 256061, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect excessive boss thickness that may exist on certain aileron inner hinge brackets (R/H and L/H) which can result in insufficient engagement and prevent self locking of the cable guard in the thread insert, accomplish the following: (a) Within 100 hours time in service after the effective date of this AD, measure the thickness of the boss of the upper and lower flange of the aileron inner hinge bracket at the point where the cable guard, P/N 25CW593-1 or -3, is mounted, in accordance with paragraphs (A)(1) and (2) of the Section titled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. (b) If the boss thickness at the cable guard mounting, measured in accordance with paragraph (a) of this AD, is found to be more than .35 inches at the top flange or more than .31 inches at the bottom flange, inspect the cable guards before further flight for proper security and accomplish the following: (1) Replace cable guards found improperly secured, loose, or missing, before further flight, with new cable guards fabricated and installed in accordance with paragraph (A)(3)(b) of the Section entitled "Accomplished Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin SB 57-51, dated April 20, 1976, or an FAA-approved equivalent. New cable guards fabricated and installed in accordance with this paragraph must have an exposed thread length tolerance in the range of .31 to .32 inches to provide sufficient engagement of the thread insert locking device mounted in the boss. (2) Cable guards found to be secure must be replacedwith the new cable guard in accordance with paragraph (b)(1) of this paragraph within 300 hours time in service after the inspection required by this paragraph. (c) Prior to the installation of an aileron inner bracket assembly, or a cable guard that is part of an assembly held as a spare, measure the boss thickness in accordance with paragraph (a) of this AD and if the dimensions exceed the limits specified in the lead-in sentence of paragraph (b) of this AD, replace the cable guards with new cable guards in accordance with paragraph (b)(1) of this AD. This amendment becomes effective July 25, 1977.
2016-08-21: We are adopting a new airworthiness directive (AD) for Kaman Aerospace Corporation (Kaman) Model K-1200 helicopters. This AD requires revising the ``Flight Limitations--NO LOAD'' and ``Flight Limitations-- [[Page 24013]] LOAD'' sections of the rotorcraft flight manual (RFM). This AD was prompted by a report of certain flight maneuvers that may lead to main rotor (M/R) blade to opposing hub contact. These actions are intended to prevent damage to the M/R flight controls and subsequent loss of control of the helicopter.
2001-03-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 707 series airplanes, that requires modification of certain areas of the upper skin of the wing. This amendment is necessary to prevent cracking of the upper skin of the wing, which could result in reduced structural integrity of the wing. This action is intended to address the identified unsafe condition.
63-03-03: 63-03-03 LOCKHEED: Amdt. 531 Part 507 Federal Register February 2, 1963. Applies to All Model 18 and Learstar Aircraft, Which Incorporate Landing Gear Drag Strut Anchor Fitting, P/N 51101. Compliance required as indicated. There have been cases of malfunctioning, due to loose bolts and elongated bolt holes, of the anchor fitting which secures the main landing gear drag strut to the center section on Lockheed Model 18 and Learstar aircraft. As this condition is likely to exist on other such aircraft, accomplish the following: (a) Within the next 25 landings after the effective date of this AD and thereafter at intervals not to exceed 100 landings, conduct a close visual inspection of anchor fitting, P/N 51101,* which transmits main landing gear drag strut loads to the wing center section main beam and adjacent structure, in order to detect any evidence that the fitting has been moving during applications of load. (b) If evidence is found to indicate that the fitting has been moving under load, accomplish the following: (1) Gain access to the anchor fitting by drilling out the attachment rivets and removing the bolts which are used to fasten channels, P/N 51119* and P/N 51061,* in place. (2) Conduct another close visual inspection of the anchor fitting to determine whether the attachment bolts are loose or to confirm that the fitting has been moving during applications of load. (3) Any fitting inspected in accordance with (b)(2) and found to have loose bolts, or to have moved under load shall, prior to further flight, be reworked per (b)(4) or modified per (b)(5), as applicable, or replaced with a new anchor fitting, P/N 51101, of the original or modified design presently approved for use in the airplane. (4) Anchor fittings, P/N 51101, or the structure which mates with the holes in the anchor fitting, which have not been previously modified, as indicated in (b)(5), if found to have elongated or deformed holes, may be returned toservice if the holes are reamed to accommodate steel bushings having a nominal wall thickness of 0.032 inches. The bushing material shall be steel, 4130 or equivalent, heat treated to 125,000-145,000 p.s.i. The dimensions to be maintained are: Hole Diam. Bushing O.D. Bushing I.D. For 5/16 attachment bolts 0.3758 0.3750 0.3766 0.3761 0.318 0.312 For 3/8 attachment bolts 0.4383 0.4375 0.4391 0.4386 0.381 0.374 Only those holes found elongated or deformed are to be reamed oversize to accommodate the 0.032 inch bushing. (5) Anchor fittings, P/N 51101, and the structure which mates with the holes in the anchor fitting, which have been previously modified in conjunction with the "Learstar" modification or other gross weight increase programs, if found to have elongated or deformed holes, may be returned to service if modified in a manner approved by the Chief, Engineering and Manufacturing Branch, of the FAA region in which the gross weightmodification for the aircraft was approved. (6) When new or reworked fittings are installed, new bolts or bolts which have been checked and found to exhibit no evidence of wear shall be used and shall be tightened to the torque values shown in Table 6-1 of Civil Aeronautics Manual 18. (7) When channels P/N 51119 and P/N 51061 removed per (b)(1) are replaced, NAS 623 screws and appropriate steel washers and steel stop nuts may be substituted for the rivets. This will require reaming out the existing holes in P/N 5-119 channel and mating parts to a push fit for the screws. If rivets are selected, AN 430AD8 and AN 430AD5 type respectively shall be used. (c) 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 containssubstantiating data to justify the increase for such operator. This directive effective March 5, 1963. * The landing gear drag strut anchor fitting, P/N 51101, together with channels P/N 51119 and P/N 51061 are illustrated and listed on pages 56 and 57 of "Lockheed Handbook of Instructions for the Structural Repair" for Lockheed 18 Series aircraft.
2001-01-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-01-52, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 407 helicopters by individual letters. This AD requires, before further flight, reducing the maximum approved never exceed velocity (Vne); inserting a copy of this AD into the Rotorcraft Flight Manual (RFM); installing a temporary placard on the flight instrument panel to indicate the reduced Vne limit; and installing a new redline Vne limit on all airspeed indicators. This amendment is prompted by an accident resulting from a suspected tail rotor strike to the tailboom. The actions specified by this AD are intended to prevent tail rotor blades from striking the tailboom, separation of the aft section of the tailboom with the tail rotor gearbox and vertical fin, and subsequent loss of control of the helicopter.
2001-02-13: This amendment adopts a new airworthiness directive (AD) that applies to certain The Cessna Aircraft Company (Cessna) Model 525 (CitationJet 1) airplanes. This AD requires you to replace certain direct current (DC) power battery switches. This AD is the result of reports of the potential for a certain 8-pole battery switch to fail during flight. The actions specified by this AD are intended to prevent this battery switch from failing while the airplane is in-flight, which is a latent failure. This could result in the pilot's inability to select "EMER" power or the inability to disconnect an overheated main ship's battery. On a battery overheat indication, the Airplane Flight Manual (AFM) instructs the pilot to disconnect the battery and, if the problem cannot be fixed, the pilot should immediately land the airplane. The main ship's battery that remains powered in an overheated condition may become hot enough to damage adjacent components and structure and may interfere with continued flight and a safe landing.
72-16-07: 72-16-07 HAWKER SIDDELEY AVIATION LTD: Amendment 39-1492. Applies to de Havilland "Dove" Model DH-104 airplanes which have not been modified to incorporate Supplemental Type Certificate SA 1747WE. To prevent a possible failure of the wing fuselage attachment, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with one of the AD's specified in subparagraph (a)(4), comply with subparagraph (a)(1), (a)(2), and (a)(3), and thereafter comply with subparagraph (a)(2) at intervals not to exceed six years from the last inspection and comply with subparagraph (a)(3) at intervals not to exceed 4,500 hours' time in service from the last inspection. (1) Inspect the bore of the wing main spar lower pick-up fittings for chrome plating in accordance with de Havilland Service Technical News Sheet, Series: CT(104), No. 178, Issue 1, dated July 10, 1961, or an FAA-approved equivalent. If a bore is found to be chrome plated, before further flight, replace the affected fitting with a serviceable fitting that does not have a chrome plated bore. (2) Inspect the wing main spar lower pick up fittings, the fuselage center section spar boom lugs, and the main wing to fuselage lower attachment bolts for corrosion, surface roughness, and signs of fretting in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent. (3) Inspect the total length of the bore of the wing main spar lower pick-up fittings for cracks in accordance with Appendix 2 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA- approved equivalent. Eddy current equipment, of a manufacture not specified in the referenced service bulletin, may be used to comply with this subparagraph, if the equipment meets thesensitivity requirement contained in the referenced service bulletin, the equipment is suitable for inspection of ferrous materials, and the procedure used to operate the equipment complies with the equipment manufacturer's recommended operating instructions. (4) Previous AD's on this same subject which may be used in establishing compliance with the initial inspection specified in paragraph (a) are: AD 70-15-06, Amendment 39-1033 issued on July 8, 1970; AD 70-12-08, Amendment 39-1009 dated June 8, 1970; AD 67- 32-03, Amendment 39-513 issued November 9, 1967; AD 61-18-03, Amendment 329 to Part 507 issued August 25, 1961; and the telegraphic AD's dated May 28, 1970, and June 11, 1970. (b) Each time the wing to fuselage lower joint is reassembled after any inspection required by this AD or for any other reason, apply corrosion protection in accordance with Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheet, Series: CT(104), No. 108, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, and incorporate Modification 686 bolts and shims upon reassembly of the wing to fuselage lower joint on those airplanes having Modification 538 installed. (c) If during the inspections required by subparagraphs (a)(2) or (a)(3), corrosion, pitting, fretting, or corrosion discoloration is found which cannot be removed using the procedures in Appendix 1 of Hawker Siddeley Aviation Limited, Technical News Sheets, Series: CT(104), No. 168, Issue 4, dated July 12, 1971, or an FAA-approved equivalent, or if cracks are found in the wing main spar pick-up fitting bore, before further flight, replace the affected part with a serviceable part of the same part number. This amendment supersedes Amendment 39-1033 (35 F.R. 11385), AD 70-15-06. This amendment becomes effective July 31, 1972.
56-22-02: 56-22-02 HELIO: Applies to Model H-391B Aircraft, Serial Numbers 003 to 029 Inclusive. Compliance required within next 100 hours. Cases have been reported of finding cracked upper wing attachment thrust washers, P/N HS-15. These are special heat-treated washers installed beneath the head of the bolt attaching the top of the front wing spar to the carry-through structure. Accordingly, these washers must be replaced with new improved type procured from the airplane manufacturer. (Helio Field Service Bulletin No. 13 dated July 18, 1956, covers this same subject and specifies the bolt torque requirements.)
2022-24-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251N, A321-251NX, A321-252N, A321-252NX, A321- 253N, and A321-253NX airplanes. This AD was prompted by a stress analysis on the engine structure that indicated that the fail-safe lug may not be able to sustain, during one inspection interval as currently specified in an airworthiness limitations item, the loads deriving from the engagement of the secondary load path within that inspection interval for the aft engine mount system. This AD requires repetitive detailed inspections of the aft engine mount and secondary load path clearance fail-safe pin and replacement of the engine if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-07-30: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -200 Freighter, and -300 series airplanes, and all Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report of blockage of Angle of Attack (AOA) probes during climb, leading to activation of the Alpha Protection (Alpha Prot) while the Mach number increased. This activation could cause a continuous nose-down pitch rate that cannot be stopped with backward sidestick input, even in the full backward position. For certain airplanes, this AD requires replacing certain AOA sensors (probes) with [[Page 21723]] certain new AOA sensors. For certain other airplanes, this AD also requires inspections and functional heat testing of certain AOA sensors for discrepancies, and replacement if necessary. We are issuing this AD to prevent erroneous AOA information and Alpha Prot activation due to blocked AOA probes, which could result in a continuous nose-down commandand loss of control of the airplane.
2001-03-01: This amendment adopts a new airworthiness directive (AD) that is applicable to all Israel Aircraft Industries, Ltd., Model Galaxy airplanes. This action requires revising the Airplane Flight Manual to advise of the proper operation of the main entry door. This action is necessary to prevent the main entry door from jamming, which could impede the safe evacuation of passengers and crew during an emergency. This action is intended to address the identified unsafe condition.
2016-07-27: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model SA341G and SA342J helicopters. This AD requires repetitive inspections of a certain part-numbered main rotor hub torsion bar (torsion bar). This AD was prompted by several cases of corrosion in the metal strands of the torsion bar. The actions of this AD are intended to detect corrosion and prevent failure of the torsion bar, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2001-02-08: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60 SHERPA, SD3-SHERPA, SD3-30, and SD3-60 series airplanes, that requires replacement of the existing pneumatic de-icing boot pressure indicator switch with a newly designed switch. This amendment is prompted by an occurrence on a similar airplane model in which the pneumatic de-icing boot indication light may have provided the flightcrew with misleading information as to the proper functioning of the de-icing boots. The actions specified by this AD are intended to prevent ice accumulation on the airplane leading edges, which could reduce controllability of the airplane.