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91-05-16: 91-05-16 BOEING: Amendment 39-6913. Docket No. 90-NM-154-AD.\n\n\tApplicability: Model 737 series airplanes, listed in Boeing Alert Service Bulletin 737- 32A1224, Revision 1, dated April 12, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the structural integrity of the main landing gear (MLG) actuator beam arm and actuator beam attached bolts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 landings or 4 years of service, after new or overhauled main landing gear installation, whichever occurs first, or within the next 600 landings after the effective date of this AD, whichever occurs later, accomplish the following: \n\n\t\t1.\tPerform visual and ultrasonic inspections of the actuator beam arm clevis for evidence of cracking, in accordance with Boeing Alert Service Bulletin 737-32A1224, Revision 1, dated April 12, 1990. \n\n\t\t\ta.\tIf cracks are found, prior to further flight, remove andrework, or replace the actuator beam arm in accordance with the service bulletin. \n\n\t\t\tb.\tIf no cracks are found, repeat the ultrasonic inspections in accordance with the service bulletin, at intervals not to exceed 600 landings. \n\n\t\t2.\tRemove both of the actuator beam bolts and perform a one-time visual and dye penetrant inspection for evidence of plating degradation, corrosion, or cracking, in accordance with the service bulletin. If evidence of plating degradation, corrosion, or cracking is found, prior to further flight, rework or replace the bolts in accordance with the service bulletin. \n\n\tB.\tModification of the actuator beam arm, in accordance with Boeing Alert Service Bulletin 737-32A1224, Revision 1, dated April 12, 1990, constitutes terminating action for the inspections required by paragraph A.1. of this AD. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6913, AD 91-05-16) becomes effective on April 1, 1991.
2003-15-09: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc Trent 768-60, Trent 772-60, and Trent 772B-60 turbofan engines. This AD is prompted by several reports of low power surges. We are issuing this AD to prevent a possible dual-engine in-flight surge, which could result in loss of control of the airplane.
51-29-02: 51-29-02 CURTISS-WRIGHT: Applies to all Model C-46 Series aircraft. Compliance required by February 1, 1952, and each 500 hours thereafter. Inspect the main landing gear side brace attachment fittings, P/N 20-310-1033 L and R, for cracks particularly from the edge of the forging to the lower inboard attaching bolt hole. If defects are found, the parts should be replaced by undamaged parts. In view of unavailability of parts and controlled inspection procedures under which satisfactory operation has existed, it will be considered satisfactory to operate the aircraft with a cracked fitting under the following procedure until further notice. Inspect at periodic intervals not to exceed 150 hours with approximately an 8-power magnifying glass or dye penetrant or any equivalent method. If cracks extend beyond bolt hole, either through or around the hole, the fitting must be replaced.
2018-25-12: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a determination that certain holes for the vertical tail plane (VTP) tension bolts connection are not properly protected against corrosion. This AD requires modifying the VTP tension bolts connection by adding sealant and protective treatment to the head of the connection, at the barrel nut cavities, and in the surrounding area. We are issuing this AD to address the unsafe condition on these products.
82-20-05: 82-20-05 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4466. Applies to Model AS-350 and Model AS-355 series helicopters certificated in all categories. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo prevent possible failure or seizure of tail rotor drive shaft bearings (part numbers SKF 6007-2RS1MT47CA/AS704A33.651.010.) accomplish the following: \n\n\t(a)\tWithin the next 50 hours' time in service after the effective date of this AD, inspect the perpendicularity of each bearing relative to the tail rotor drive shaft in accordance with paragraph 1(C)(1)(a) and figure 1 of Societe Nationale Industrielle Aerospatiale Service Bulletin No. 05.08 for the Model AS-350 helicopter, and Service Bulletin No. 05.02 for the Model AS-355 helicopter, both dated May 27, 1982 (hereinafter referred to as the applicable service bulletin), or an FAA approved equivalent method. \n\n\tNOTE:\tExcept for helicopter model applicability, the provisions of Service Bulletin Nos. 05.08 and 05.02 are identical. \n\n\t\t(1)\tWhen perpendicularity of the bearing relative to the shaft is within a runout indication of less than 0.2 mm (.008 in.), inspect the bearing in accordance with paragraph 1(C)(2) of the applicable service bulletin. \n\n\t\t(2)\tWhen perpendicularity of the bearing relative to the shaft gives a runout indication of 0.2 mm (.008 in.) or more, and the bearing time in service does not exceed 300 hours, inspect the bearing in accordance with paragraph 1(C)(2) of the applicable service bulletin and replace the rubber sleeve with a serviceable sleeve. \n\n\t\t(3)\tWhen perpendicularity of the bearing relative to the shaft gives a runout indication of 0.2 mm (.008 in.) or more and the bearing has more than 300 hours' time in service, remove the bearing and rubber sleeve from service and install a serviceable sleeve and bearing. \n\n\t(b)\tAccomplish paragraph 1(C)(2) of the applicable service bulletin at intervals not to exceed 300 hours' time in service from the last inspection. \n\n\t(c)\tFor bearings with less than 1,100 hours' time in service on the effective date of this AD, remove the rubber sleeves and bearings from service and install serviceable sleeves and bearings, before or upon achieving 1,200 hours' time in service. \n\n\t(d)\tFor bearings with 1,100 hours' or more time in service on the effective date of this AD, remove the rubber sleeves and bearings from service and install serviceable sleeves and bearings within 100 hours' time in service after the effective date of this AD. \n\n\t(e)\tWhen the tail rotor drive shaft rear section is disassembled in accomplishing the requirements of this AD, install the drive shaft in accordance with paragraph 1(C)(3) of the applicable service bulletin. When a bearing is replaced, the bearing perpendicularity relative to the tail rotor drive shaft must provide an out-of-round indication of 0.15 mm (.006 in.) or less when examined in accordance with paragraph 1(C)(1)(a) of the applicable service bulletin. \n\n\t(f)\tEquivalent means of compliance must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium, or the Manager, Aircraft Certification Division, ASW-100, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. \n\n\tThis amendment becomes effective October 15, 1982.
58-01-01: 58-01-01 AERO COMMANDER: Applies to All Models 520, 560, 560A, 560E and 680 Aircraft With Serial Numbers 231 Through 580 except 315, 466, 471, 485, 492, 509, 523, 547, 568, 570, 572, 574, 576, 579. Compliance required as soon as possible but not later than July 1, 1958. A number of failures of the vent lines located above the nacelle upper fire shield have resulted in the release of fuel and/or fuel vapor in the engine compartment creating a dangerous fire hazard. These failures are a result of interference or chafing between wing structure and the carburetor return and the fuel tank vent lines. Also, failures have occurred at the carburetor vapor return elbow located in the upper fire shield. Replace the portions of the carburetor vapor vent and fuel tank vent lines located above the upper fire shield with flexible hose assemblies, P/N 6630086-237, 6630086-223, and 6630086-229, or equivalent. Securely fasten the hose assemblies to the wing structure with hose clamps to prevent interference or chafing. Replace the existing carburetor vapor return line elbows located at the upper fire shield with antirotation fittings, P/N 5630085-21 and 5630085-29, and install upper fire shield channels, P/N 5630086-25 and 5630086-23. (Additional details relative to this rework are included in Aero Design Service Bulletin No. 45 dated September 20, 1957.)
2018-23-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 Freighter, and A330-300 series airplanes. This AD was prompted by reports of dual flight management system (FMS) resets with the loss of flight plan (F-PLN) data. This AD requires revising the airplane flight manual (AFM) to prohibit required navigation performance-authorization required (RNP-AR) operations using flight management guidance envelope computer (FMGEC) standard P5H3. This AD would also require modifying the FMS software of airplanes equipped with FMGEC standard P5H3. We are issuing this AD to address the unsafe condition on these products.
2007-03-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as an excessive lateral play caused by a nonconforming washer that might lead to the deterioration of the elevator trim tab bearing fatigue resistance. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-03-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: This AD is prompted by several reported cases of rupture of the (hydro-mechanical metering unit (HMU)) constant delta pressure valve diaphragm on Arriel 2B1 engines, due to the wear of the delta P diaphragm fabric. Rupture can result in the loss of the automatic control mode of the helicopter, accompanied with a deterioration of the behavior of the auxiliary back-up mode (emergency mode). The loss of automatic control mode coupled with the deteriorated performance of the backup mode can lead to the inability to continue safe flight, forced autorotation landing, or an accident. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
69-25-04: 69-25-04 FAIRCHILD-HILLER: Amdt. 39-886. Applies to Fairchild Hiller F-27 and FH-227 type Airplanes, except FH-227D and FH-227E, certificated in all categories. To prevent the hazards associated with the flaps driving off the ends of the screw jacks due to a single failure of the drive system which actuates the normal flap control limit switches and the emergency power cutoff switches, accomplish the following: (a) Within the next 100 hours' in service after the effective date of this airworthiness directive, unless already accomplished within the last 25 hours in service, and thereafter at intervals not to exceed 125 hours' in service, until incorporation of the modification noted in (b). (1) Inspect the universal joint at each end of the wing flap connecting shaft assembly P/N 27-727994-11 located between the flap motor gearbox at wing station 141 left (installed in the wheel well of the left nacelle) and the gearbox at wing station 121 left, to assure some freedom of movement in all axes. (2) Inspect the universal joint of the actuator shaft P/N 27-727920-7, -9, or -13, as applicable, also located on the gearbox at wing station 121 left, noted in (a)(1) above, to assure some freedom of movement in all axes. (3) If freedom of movement is not determinable, remove and replace deficient universal joint pin or bolt before further flight. (4) Lubricate the three universal joints, noted in (a)(1) and (a)(2) above, in accordance with applicable maintenance manual instructions. (b) Within the next 1000 hours' in service after the effective date of this airworthiness directive, unless already accomplished, separate the existing flap "up and down" limit switches from the emergency flap power cutoff switches by complying with Fairchild Hiller Service Bulletin F-27-27-64, Revision 3, dated 1 October 1969, for F-27 type airplanes with pre-select flap control, and Fairchild Hiller Service Bulletin FH-227-27-22, Revision 1, dated 2April 1969 for FH-227 type airplanes, or later revisions thereto, or equivalent modification both approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiation data submitted through an FAA maintenance inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective December 6, 1969.