Results
2016-06-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by investigations that revealed that the cover seal of the brake dual distribution valve (BDDV) was damaged and did not ensure efficient sealing. This AD requires modifying the BDDVs having certain part numbers; modifying the drain hose of the BDDV; checking for the presence of water, ice, and hydraulic fluid; re-identifying the BDDV; and doing related investigative and corrective actions if necessary. We are issuing this AD to prevent damage to the BDDV, which could lead to water ingestion in the BDDV and freezing of the BDDV in flight, possibly resulting in loss of braking system function after landing.
2002-16-18: This amendment adopts a new airworthiness directive (AD), that is applicable to CFM International (CFMI) CFM56-5B and -7B series turbofan engines. This amendment requires retirement of stage 2 low pressure turbine (LPT) nozzle segments and stage 3 LPT nozzle segments, listed in Table 1 of this AD, from service before accumulating 25,000 cycles-since-new (CSN) or at the next LPT module shop visit when either stage 2 LPT nozzle segments or stage 3 LPT nozzle segments are exposed, whichever occurs first. This amendment also requires installation of new design (either new or reworked) nozzle segments, that will aid in containment of the LPT rotor in the event of LPT shaft failure. This amendment is prompted by a report of an LPT shaft failure caused by a hydromechanical unit (HMU) malfunction that induced a higher than anticipated LPT rotor overspeed. The actions specified by this AD are intended to aid in containment of the LPT rotor in the event of LPT shaft failure, which couldresult in uncontained engine failure and damage to the airplane.
76-16-06: 76-16-06 LOCKHEED-CALIFORNIA: Amendment 39-2693. Applies to Lockheed L- 1011-385 Series airplanes certificated in all categories. Compliance required as indicated. To prevent serious degradation of airplane flight performance due to possibility of missing Visco Jet Restrictors, P/N 19XVC112DN1 or P/N VXCA2501112D, in the A and B rudder control system, accomplish the following: (a) Within the next 10 additional hours time in service or 24 hours after receipt of this telegraphic AD, whichever occurs earlier, discontinue training flights, and do not dispatch any airplane with the C system main pump or C system air turbine motor pump inoperative, until (b) is accomplished. (b) Within the next 50 additional hours time in service after receipt of this telegraphic AD, perform the following inspection: (1) Turn on aircraft electric power, no hydraulic power. (2) Turn on B system AC motor driven hydraulic pump. (3) Note and record hydraulic system B pressure indicated on flight engineering panel. (4) Engage 8 degree mechanical rudder limiter stops with switches on overhead instrument panel. (5) Slowly push rudder pedals to move rudder against travel limiter, then continue to push pedal until stop is felt. (6) Note and record system B hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 3, Visco Jet Restrictor is missing. (7) Release pedal. (8) Turn on hydraulic system power transfer unit B to A. (9) Open circuit breaker K-12 on CB-2 panel 'Rudder Servo A.' (10) Switch off rudder Servo with guarded switch on overhead instrument panel. (11) Note and record system A hydraulic pressure on flight engineers panel. (If pressure fluctuates widely turn on/off servos as required to minimize fluctuations.) (12) Repeat item 5. (13) Note and record system A hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 11, Visco Jet Restrictor is missing. (14) Release pedal. (15) Turn off hydraulic and electric power. If the Visco Jet Restrictor(s) is not installed, install prior to further flight. Record compliance and method of compliance with this AD per FAR 91.173. (c) Equivalent inspections and installation may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Special flight permits may be issued per FAR 21.197 and 21.199 to operate the airplane to a base to perform the inspection or repair required by (b), provided that the C System main pump and C System air turbine motor pump are operative. This amendment is effective August 19, 1976 for all persons except those to whom it was made effective by telegram dated July 23, 1976, which contained this amendment.
2001-01-02: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes that are equipped with certain nose landing gear units. This AD requires you to inspect the steering jack assembly to assure proper clearance between the bush heads on the steering plates and the shim on the steering jack trunnions and to assure that there is adequate lubrication at both trunnions and the eye end fitting. This AD also requires you to adjust the clearance and provide adequate lubrication, as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent cracked steering jack piston rods caused by inadequate clearance or inadequate lubrication of the steering jack pivot points. The condition could result in failure of the nose wheel steering system with consequent loss of airplane control.
2000-04-25: This amendment adopts a new airworthiness directive (AD), applicable to BHTC Model 407 helicopters, that requires modifying the door latch assemblies on all four crew and passenger doors. This amendment is prompted by an incident that occurred during a manufacturer's flight test, in which a door latch assembly broke, preventing occupants in the helicopter from opening the door. The actions specified by this AD are intended to prevent a door latch rod assembly from disengaging from the door handle and preventing helicopter occupants from opening the door
2000-26-14: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that requires repetitive detailed visual inspections to detect cracks propagating from the fastener holes that attach the left- and right-hand pick-up angles at frame 40 to the wing lower skin and fuselage panel, and corrective actions, if necessary. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane due to fatigue damage and consequent cracking of the pick-up angles at frame 40. This action is intended to address the identified unsafe condition.
2000-26-07: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This amendment is prompted by issuance of a revision to the airworthiness limitations of the BAe/Avro 146 Aircraft Maintenance Manual, which specifies new inspections and compliance times for inspection and replacement actions. The actions specified by this AD are intended to ensure that fatigue cracking of certain structural elements is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
47-43-03: 47-43-03 CESSNA: (Was mandatory Note 14 of AD-768-5.) Applies Only to 120 and 140 Seaplanes Operated Without Spreader Struts Between Floats. Compliance required prior to January 1, 1948. Due to the independent suspension of the floats, racking loads imposed by rough water operation can cause extensive structural damage. As a result, the following inspections and modifications are necessary: 1. Replace all loose and sheared rivets at the joints between the instrument panel and door posts and between the instrument panel and the fuselage skin with AD-5 rivets. In case of damage to the instrument panel at the sheared rivets, an 0.040-inch 24ST alclad channel, 1-inch wide with 5/8-inch flanges, extending the full length of the rivet pattern should be installed with one flange against and riveted to the skin and with the web picking up the rivets through the door post and panel. 2. Inspect the formed brace channel fittings which attach the front and rear door posts to the rear edge of the fuselage carry through spars for cracks in the flanges. If cracks are found the fitting should be replaced or repaired by stop drilling the crack and installing a flat 0.051-inch 24ST alclad strip, cut to the width and contour of the flange, with two or three AD-4 rivets above and below the crack. 3. Inspect the front carry through spar for cracks, particularly below the inboard bolt hole in the attachment of the door post to the spar. If cracks are found the channel should be replaced. 4. Inspect fuselage fitting, Cessna P/N 0440109, to which rear outboard float brace attaches, for cracks in flange at bolt head and along weld bead. Replace with new fitting if cracked. 5. Inspect fitting at fuselage, Edo P/N 88-S-145, to which front outboard float brace attaches, for cracks in weld at bend in top plate and at inboard end of insert where weld is ground off. If cracked, replace with revised fitting having three welded inserts at bend. 6.Replace inboard float brace struts to which outboard struts attach directly, with struts modified to incorporate a universal joint at the attachment of the outboard struts. 7. Add spreader struts, Edo P/N 88-5-175, and diagonal wires, Edo P/N 92-S-200-4, between the floats. 8. Rivet 0.051-inch 24ST alclad doubler, Cessna P/N 0440113, to the fuselage skin below each door just aft of the main landing gear bulkhead. If the fuselage skin is buckled in this area sufficient 1/4-inch rivets should be added to the standard pattern to remove the buckles. (Cessna Service Letters No. 45 dated July 30, 1947, and No. 47 dated August 15, 1947; Edo Drawing 88-03-00A, change 1, dated May 15, 1947; and Edo Service Bulletin No. 3 dated August 30, 1947, cover this same subject.)
76-26-05: 76-26-05 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-2794. Applies to all Model BO-105A and BO-105C helicopters, certificated in all categories, incorporating main rotor brake system, MBB P/N 105-10501. Compliance is required as indicated, unless already accomplished. To prevent possible rotor failure with consequent engine damage, accomplish the following: (a) Before further flight, except that the helicopter may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, accomplish the following: (1) Install an operating limitation placard on the instrument panel in full view of the pilot, setting forth the following limitation: "DO NOT OPERATE ROTOR BRAKE." (2) Inspect the main rotor brake saddle Goodrich P/N 2-1188, for loose or detached brake blocks, Goodrich P/N 27-516. (b) If, during the inspection required by paragraph (a)(2) of this AD a loose brake block is found, before further flight, remove the main rotor brake saddle in accordance with the procedures contained in paragraph (c)(2) of this AD. (c) If, during the inspection required by paragraph (a)(2) of this AD a brake block is found detached, before further flight, accomplish the following: (1) Inspect the main gearbox compartment for the brake block or brake block debris. If the entire brake block is not recovered, inspect the compressor section of each engine for foreign object damage, and repair, as necessary, in accordance with the Allison Maintenance and Overhaul Manual for the Model 250 engine. (2) Remove the main rotor brake saddle as follows: (i) Detach pressure hose, P/N 105-10610, at rotor brake saddle. (ii) Operate brake lever until flow of fluid from detached hoses ceases. (iii) Detach hose, P/N 105-10610, from pressure relief valve, P/N 105-10511. (iv) Seal outlet of pressure relief valve, P/N 105-10511, with non- metallic blind plug or with tape. (v) Remove bolts attaching main rotor brake saddle to main gearbox. (vi) Remove main rotor brake saddle. (d) If, during the inspection required by paragraph (a)(2) of this AD, the brake block is found not to be loose or detached, within the next 10 hour time in service after the effective date of this AD, remove the brake block saddle in accordance with the procedures contained in paragraph (c)(2) of this AD. (e) The operating limitations placard required by paragraph (a) of this AD, may be removed upon the installation of an improved main rotor brake saddle, Goodrich P/N 2-1188-J. NOTE: The helicopter is approved for operation without the main rotor brake saddle. This amendment becomes effective January 6, 1977.
2016-06-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of fuel leaking onto the hot exhaust portion of an engine as a result of an unintended leak path from the leading edge through the pylon. This AD requires installing new seal dams in the inboard and outboard corners of the aft pylon frame on the left and right engines, including an inspection for damage of the outboard blade seal and applicable corrective actions. We are issuing this AD to prevent fuel leaking from an unintended drain path from the leading edge through either the left or right pylon and onto the hot engine parts or brakes, which could lead to a major ground fire.
2016-06-06: We are adopting a new airworthiness directive (AD) for certain Quest Aircraft Design, LLC Model KODIAK 100 airplanes. This AD was prompted by a report of limited control yoke movement of the elevator control system due to cushion edging jammed in the elevator control anti-rotation guide slot. This AD requires repetitively inspecting the elevator control system cushion edging for proper condition; replacing the cushion edging; and at a specified time terminating the repetitive inspections by installing wear pads on the elevator bearing assemblies. We are issuing this AD to correct the unsafe condition on these products.
2000-26-10: This amendment adopts a new airworthiness directive (AD), applicable to all BAe Systems (Operations) Limited Model ATP airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This amendment is prompted by issuance of a revision to the airworthiness limitations of the British Aerospace ATP Aircraft Maintenance Manual, which specifies new inspections and compliance times for inspection and replacement action. The actions specified by this AD are intended to ensure that fatigue cracking of certain structural elements is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
53-17-01: 53-17-01 MOONEY: Applies to All Model M-18 Series Aircraft. Compliance required by October 15, 1953. To prevent possible fouling of controls and the control stick by foreign objects install canvas boot P/N 22-7 around control stick and secure to floor boards. These boots are available from Mooney Aircraft, Inc., Box 72, Kerrville, Texas. (Mooney Service Bulletin No. 11 covers this same subject.)
2016-06-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of cracking at certain fastener locations in the window corners of the window belt area. This AD requires repetitive high frequency eddy current (HFEC) inspections for fatigue cracking in certain fastener locations in the window corners of the window belt area, and related investigative and corrective actions if necessary. This AD also provides an optional preventive modification that terminates the inspections at the modified location. We are issuing this AD to detect and correct fatigue cracking around fastener locations that could cause multiple window corner skin cracks, which could result in rapid decompression and loss of structural integrity of the airplane.
2016-05-13: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Canada Corp. (P&WC) PT6A-60AG, -65AG, -67AF, and -67AG turboprop engines. This AD requires removing Woodward fuel control units (FCUs) and installing an FCU that is eligible for installation. This AD was prompted by incidents of corrosion and perforation of the two-ply Cu-Be bellows in Woodward FCUs. We are issuing this AD to prevent failure of the Woodward FCU and engine, in-flight shutdown, and loss of control of the airplane.
2000-26-08: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This amendment is prompted by issuance of a revision to the airworthiness limitations of the British Aerospace J41 Aircraft Maintenance Manual. The actions specified by this AD are intended to ensure that fatigue cracking of certain structural elements is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
78-06-02: 78-06-02 MCCAULEY PROPELLERS: Amendment 39-3159 as amended by Amendment 39-3233. Applies to the following three bladed full feathering constant speed Model 3FF32C501 propellers installed on but not limited to the Cessna Model 421C and 404 aircraft: Affected Propeller Serial Numbers 769303 769304 769571 769572 769573 769574 769575 769576 769577 769578 769579 769580 769581 769582 769583 769584 769585 769586 769587 769588 769589 769590 770176 770177 770178 770179 770601 770602 770603 770604 770605 770606 770607 770643 770644 770645 770646 770647 770648 770649 770650 770651 770652 770653 770654 771239 771291 771318 771319 771320 771321 771322 771323 771324 771325 771326 771327 771328 771329 771330 771331 771332 771333 771334 771335 771491 771492 771493 771495 771496 771497 771498 771499 771500 771534 771535 771536 771537 771538 771539 771540 771734 771735 771736 771737 771738 771739 771740 771741 771742 771743 771744 771745 771746 771747 771748 771839 771840 771841 771843 771848 772212 772213 772335 772336 772337 772338 772339 772340 772341 772342 772343 772344 772345 772346 772347 772348 772349 772396 772397 772398 772399 772400 772401 772429 772430 772432 772433 772434 772435 772436 772437 772438 772439 772440 772952 772953 772958 772959 772960 772961 772994 772995 772996 772997 772998 772999 773000 773047 773048 773049 773050 773051 773052 773053 773054 773055 773056 773057 773058 773059 773060 773061 773062 773066 773184 773185 773186 773187 773188 773189 773190 773191 773348 773349 773350 773351 773352 773353 773356 773358 773359 773360 773361 773573 773574 773575 773896 773897 773898 773899 773903 773966 773969 773970 773971 773973 773974 774113 774116 774122 774124 774175 774178 774180 774181 NOTE: Serialnumbers are stamped on the side of the propeller hub. These propellers are equipped with Model 90UMB-0 blades. Compliance required before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a Federal Aviation Administration Certificate Propeller Repair Station. To prevent possible blade pitch control failures, accomplish the following: (a) Replace blade actuating pin screws, P/N A-1635-104 (cadmium plated), with new screws, P/N A-1635-108 (black oxide) in accordance with McCauley Service Bulletin No. 131 dated January 20, 1978, and Service Manual No. 751201 or later Federal Aviation Administration approved revisions. (b) Replacement of the above parts must be accomplished by a Federal Aviation Administration Certificated Propeller Repair Station, since it is considered a major repair. (c) When the affected propellers are approved for return to service, compliance with this airworthiness directive shall be noted in the Aircraft's Records. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region. Amendment 39-3101 became effective March 22, 1978. This amendment 39-3233 becomes effective on June 7, 1978.
2000-26-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires deactivation of the map light assemblies; or modification and reidentification of the insulation blankets adjacent to certain map light assemblies, if applicable, a general visual inspection to detect damage of the Captain, First Officer, and Right Observer map light assemblies, and follow-on actions. This amendment is prompted by the FAA's determination that certain airplanes equipped with reading light assemblies in the crew rest area are subject to the identified unsafe condition. For certain airplanes, this amendment requires deactivation of the reading light assemblies, or an inspection to detect damage of the reading light assemblies, and follow-on or corrective actions, as applicable. The actions specified in this AD are intended to detect any broken light bulb housing, which could expose the power contactor. An exposed power contactor could cause the Captain, First Officer, or Right Observer map light or reading light in the crew rest area to short or overheat, which could result in smoke or fire in the cockpit.
2000-25-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires inspections to detect cracking of the front spar web of the wing, and corrective action, if necessary. The actions specified by this AD are necessary to detect and correct fatigue cracking of the front spar web, which could result in fuel leaking onto an engine and a consequent fire. This action is intended to address the identified unsafe condition.
93-09-03: 93-09-03 DASSAULT AVIATION: Amendment 39-8570. Docket 92-NM-242-AD. Applicability: Model Mystere-Falcon 900 series airplanes; serial numbers 1 through 9, inclusive; and 11 through 20, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the windshield support structure and potential loss of the windshield, accomplish the following: (a) For airplane serial number 1: Prior to the accumulation of 3,750 total landings, or within 6 months after the effective date of this AD, whichever occurs later, modify the windshield support structure-to-aft window frame attachment at frame 4 on the right-hand and left-hand sides, in accordance with Dassault Aviation F900-91 Service Bulletin F900-53-12 and Appendix 1 to that service bulletin, both dated July 8, 1992. (b) For airplanes having serial numbers 2 through 9, inclusive, and 11 through 20, inclusive: Modify the windshield support structure-to-aft window frame attachment at frame 4 on the right-hand and left-hand sides, in accordance with Dassault Aviation F900-91 Service Bulletin F900-53-12 and Appendix 1 to that service bulletin, both dated July 8, 1992; and at the later of the times specified in paragraphs (b)(1) and (b)(2) of this AD. (1) Prior to the accumulation of 3,750 total landings, or within 6 years since date of manufacture, whichever occurs first. (2) Within 6 months after the effective date of this AD. (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 modification shall be done in accordance with Dassault Aviation F900-91 Service Bulletin F900-53-12, dated July 8, 1992 and Appendix 1 to that service bulletin F900-53-12, both dated July 8, 1992. (NOTE: Appendix 1 contains pages 101 through 106.) 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 Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. 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 June 9, 1993.
2000-25-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires repetitive inspections to detect fatigue cracking of the longeron splice fittings at stringer 11 on the left and right sides at body station 2598, and various follow-on actions. The actions specified by this AD are necessary to detect and correct fatigue cracking of the longeron splice fittings and subsequent damage to adjacent structure. Such damage could result in the inability of the structure to carry horizontal stabilizer flight loads, and consequent reduced controllability of the horizontal stabilizer. This action is intended to address the identified unsafe condition
80-12-09: 80-12-09 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3796. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A-42 and up), certificated in all categories. Compliance required as indicated. To prevent possible failure of rudder trim tab control, accomplish the following: (a) Within the next 25 hours time in service after the effective date of the AD, unless already accomplished, visually inspect the rudder skin for loose rivets, and cracked intercostal flanges, and the rudder trim tab control rod for chafing, in accordance with GAF Nomad Alert Service Bulletin No. ANMD-55-11 (hereinafter referred to as the Service Bulletin) dated January 29, 1980, Part I and Part II, or an FAA-approved equivalent. (1) If no cracks are found as a result of the inspection required by paragraph (a) of this AD, within the next 100 hours time in service after the effective date of this AD, unless already accomplished, perform the following modificationin accordance with Part III of the Service Bulletin: (i) Replace rudder intercostal between W.L. 140.55 and W.L. 165.95 with an improved type or strengthen existing intercostal flanges. (ii) Rework lower rudder intercostal lightening hole and angle to prevent chafing of rudder trim tab control rod. (iii) Cut inspection hole in lower rib. (2) If loose rivets or cracked flanges are found, before further flight, accomplish the modifications required by sub-paragraph (1)(i), (ii) and (iii) of this paragraph. (b) Aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where the modification can be performed. (c) For purposes of complying with this AD, an FAA-approved equivalent must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received the Service Bulletin from the manufacturer, may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne 3207 Vic., Australia. These documents may also be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, or Rules Docket, Room 916, FAA, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective June 23, 1980.
2000-25-02: This amendment supersedes Airworthiness Directive (AD) 98-05-04, which currently requires you to repetitively inspect the front and rear wood spars for damage (including installing any as-needed inspection holes) and repair or replace any damaged wood spar on certain American Champion Aircraft Corporation (ACAC) Model 8GCBC airplanes. Damage is defined as cracks, compression cracks, longitudinal cracks through the bolt holes or nail holes, or loose or missing nails. This AD retains the actions of AD 98-05-04 for the ACAC Model 8GCBC airplanes; extends the actions to all ACAC 7, 8, and 11 series airplanes (except the inspections are not repetitive for certain 7 and 11 series airplanes); incorporates alternative methods of accomplishing the actions; and requires reporting any damage found. This AD is the result of a review of the service history of the affected airplanes that incorporate wood wing spars where damage was found in this area and consideration of all public comments received. The actions specified by this AD are intended to detect and repair or replace damaged wood wing spars. Continued operation with such damage could progress to in-flight structural failure of the wing with consequent loss of control of the airplane
81-07-04: 81-07-04 LOCKHEED-CALIFORNIA: Amendment 39-4073. Applies to Model L-1011 series airplanes certificated in all categories. Compliance required as indicated. To prevent possible failures of the main landing gear wheels, accomplish the following: Inspect Goodrich main landing gear wheel assemblies for cracks, pits and corrosion in accordance with Lockheed Service Bulletin 093-32-184 dated February 5, 1981, and Goodrich Service Bulletin 393, Revision 1, dated February 20, 1981, in accordance with the following schedule: A. All in service Goodrich wheel assembly part numbers 3-1311-3 and 3-1365 (wheel outboard half P/N 10-1323 below change G, and wheel inboard half P/N 10-1324 and 10-1324-1 below change G) must be inspected at the next tire change on a main landing gear wheel/tire assembly after the effective date of this AD, and thereafter reinspected at each subsequent tire change. B. All in service Goodrich wheel assembly part numbers 3-1365 (wheel outboard half P/N10-1323 change G and up, and wheel inboard half P/N 10-1324-1 change G and up), 3-1365- 1, 3-1375, and 3-1375-1 must be inspected at the fourth tire change on a main landing gear wheel assembly after the effective date of this AD, and thereafter reinspected at each subsequent fourth tire change. C. Wheel halves found to have confirmed defects shall be replaced with an appropriate wheel-half inspected and found to be satisfactory in accordance with this AD or with a new or unused wheel half; except that if an inspected or new or unused wheel-half is not available, an uninspected wheel/tire assembly may be installed and the airplane operated to the next airport where the inspections can be accomplished, but in no event shall the uninspected wheel exceed ten landings. NOTE: Wheel half assemblies specified in paragraph B of this AD are considered new or unused until the fourth tire change. D. If a tire change is required at a station where the inspections required by this AD cannot be accomplished, an uninspected wheel/tire assembly may be installed and the airplane may be operated to the next airport where the inspections can be accomplished, but in no event shall the uninspected wheel exceed ten landings. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. F. Alternative means of compliance, or other actions which provide an equivalent level of safety, may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specification and procedures identified and described in this directive and incorporated herein are 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 may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 15000 Aviation Boulevard, Hawthorne, California 90261. This amendment becomes effective April 15, 1981.
74-20-08: 74-20-08 CESSNA: Amendment 39-1975. Applies to all Models 310, 310A and 310B airplanes. Compliance: Required as indicated, unless already accomplished. To provide adequate inflight fire emergency procedure information, within the next 100 hours' time in service after the effective date of this AD, place in the cockpit either check list P/N 0811875-24 entitled "Aircraft Fire Procedures Checklist" or any equivalent checklist approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective October 1, 1974.