Results
57-12-01: 57-12-01 BELL: Applies to Model 47H1 Helicopters Serial Numbers 1347 Through 1349 and 1351 Through 1371. Compliance required as soon as possible but not later than August 1, 1957. Due to possible misalignment in the fore and aft synchronized elevator control pulley quadrant which may cause the control cables to be misaligned and cause chafing, the following inspection and rework is necessary. 1. Inspect the synchronized elevator control cables for alinement into the cable groove on the forward 47-267-112-5 pulley quadrant and the aft 47-267-410-1 elevator pulley quadrant. Inspect the forward 47-267-112-5 pulley quadrant support bracket bolt holes for elongation. If alinement and bolt holes are satisfactory, no rework to the support bracket is necessary. 2. If bolt hole elongation or misalignment exist, the rework as outlined in Bell Service Bulletin No. 111 is required. (Bell Service Bulletin No. 111, dated March 15, 1957, covers this same subject.)
2010-02-10: 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: During a scheduled maintenance inspection on the MLG [main landing gear], the bogie stop pad was found deformed and cracked. Upon removal of the bogie stop pad for replacement, the bogie beam was also found cracked. * * * * * A second bogie beam crack has subsequently been found on another aircraft, located under a bogie stop pad which only had superficial paint damage. This condition, if not detected and corrected, could result in the aircraft departing the runway or to the bogie detaching from the aircraft or gear collapses, which would all constitute unsafe conditions at speeds above 30 knots. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-02-12: 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: Several cases have been reported where a passenger door actuator detached from the passenger door. This caused the passenger door to drop to the platform in an uncontrolled manner. This condition, if not corrected, could result in injury to persons on the ground and damage to the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-18-15: 91-18-15 FOKKER: Amendment 39-8018. Docket No. 91-NM-54-AD. Applicability: Model F-28 Mark 0100 series airplanes, Serial Numbers 11244 through 11335, certificated in any category. Compliance: Required prior to the accumulation of 6,000 landings since new or within 100 days after the effective date of this AD, whichever occurs later, unless previously accomplished. To prevent cracks and the resultant reduced structural integrity of the vertical stabilizer, accomplish the following: A. Reinforce the flanges of rib 5.0 by installing finger clips, in accordance with Fokker Service Bulletin F100-55-014, dated November 29, 1990. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD, accomplish the following: D. The installation requirements shall be done in accordance with Fokker Service Bulletin F100-55-014, dated November 29, 1990. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. This amendment (39-8018, AD 91-18-15) becomes effective on October 8, 1991.
91-20-10: 91-20-10 BELL HELICOPTER TEXTRON, INC.: Amendment 39-8044. Docket No. 90- ASW-11. Applicability: All Model 47G2, 47G2A, 47G2A1, 47G3, 47G3B1, 47G3B2, 47G3B2A, 47G4, 47G4A, 47G5, 47G5A, 47J, 47J2, and 47J2A helicopters, certificated in any category, with main rotor (M/R) grip part number (P/N) 47-120-252-11, installed. Compliance: Required within the next 50 hours' time in service after the effective data of this AD, unless already accomplished. To prevent failure of the M/R grip, which could result in loss of control of the helicopter, accomplish the following: (a) Visually inspect the M/R grip and determine if one of the following serial numbers is installed: IT- 0251, 0253, 0254, 0255, 0256, 0257, 0260, 0261, 0262, 0263, 0264, 0265, 0267, 0268, 0270, 0271,0272, 0273, 0274, 0275, 0276, 0277, 0278, 0279, 0280, 0281, 0282, 0284, 0285, 0286, 0289, 0290, 0291, 0293, 0294, 0295, 0296, 0297, 0299, 0300, 0302, 0303, 0306, 0308, 0312, 0313, 0315, 0316, 0317,0319, 0323, 0324, 0326, 0327, 0328, 0329, 0330, 0333, 0334, 0335 ITM- 0005, 0007, 0022, 0046, 0077, 0096, 0109, 0112, 0114, 0115, 0125, 0128, 0133, 0155, 0161, 0165, 0166, 0167, 0168, 0170, 0171, 0178, 0182, 0183, 0185, 0187, 0189, 0191, 0192, 0194, 0197, 0198, 0202, 0204, 0211, 0212, 0218, 0234, 0235, 0236, 0237, 0238, 0239, 0240, 0241, 0242, 0243, 0244, 0245, 0246, 0248, 0249, 0250, 0251, 0252, 0253, 0255, 0256, 0257, 0258, 0259, 0261, 0262, 0263, 0264, 0265, 0266, 0267, 0269, 0270, 0271, 0272, 0273, 0274, 0275, 0276, 0277, 0278, 0279, 0280, 0281, 0282, 0283, 0284, 0286, 0287, 0288, 0289, 0290, 0291, 0292, 0293, 0294, 0295, 0296, 0297 (b) If one of the M/R grips listed in paragraph (a) is installed, remove and replace with a serviceable part. (c) An alternate method of compliance or adjustment of the compliance times, which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170. NOTE: If any of the M/R grips identified in paragraph (a) are found, either installed or as spares, the FAA recommends that the parts be permanently marked or defaced so that they cannot be misconstrued as airworthy. This amendment (39-8044, AD 91-20-10) becomes effective on November 14, 1991.
94-01-04: 94-01-04 HONEYWELL: Amendment 39-8786. Docket 93-NM-68-AD. \n\n\tApplicability: Traffic Alert and Collision Avoidance System (TCAS) II computer units; part numbers 4066010-901, -902, and -903; as installed on, but not limited to, the following airplanes, certificated in any category: \n\n\tAirbus Industrie Model A300-600, A310-200, A310-300, A320-200, and A340 series airplanes; \n\tBoeing Model 727-100 and -200; 737-100, -200, -300, -400, and -500; 747-100, -200, -300, -400 and 747SP; 757-200; and 767-200 and -300 series airplanes; \n\tCessna Citation Model C550 and C560 series airplanes, and Cessna Citation III and VII series airplanes; \n\tCanadair Challenger Model CL-600-2B16 and -2A12 series airplanes; \n\tBritish Aerospace Model 125-800A; \n\tGulfstream Model GII, GIIB, GIII, and GIV series airplanes; \n\tLockheed Model L-1011 series airplanes; \n\tMcDonnell Douglas Model DC-9-10, -20, -30-, -40, and -50; DC-10-10, -15, -30, and -40; MD-11; and DC-9-80 series airplanes; and Model MD-88 airplanes; \n\tDassault Aviation Model Mystere-Falcon 50 and 900 series airplanes; \n\tShort Brothers Model SD3-60 series airplanes; \n\tde Havilland Model DHC-8-100 and DHC-7 series airplanes; \n\tFokker Model F27 series airplanes; and \n\tCorporate Jets Limited Model BAe 125-800A and BAe 125-1000A series airplanes. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent collisions or near misses caused by incompatibility between the TCAS II processors and the current air traffic control system, accomplish the following: \n\n\t(a)\tBefore December 31, 1994, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD in accordance with Honeywell Service Bulletin 4066010-34-SW16, dated December 20, 1993. \n\n\t\t(1)\tRemove existing Honeywell TCAS II computer units, part numbers 4066010-901, -902, and -903, and replace those units with new units that incorporate updated collision avoidance system (CAS) logic, identified as Version 6.04A in Mitre letter F046-L-0069, dated September 21, 1993. \n\n\t\t(2)\tModify the computer surveillance logic on Honeywell TCAS II computer units, part numbers 4066010-901, -902, and -903, to ensure that these units accommodate Mode C altitude input of 100-foot increments and that the system will be tracked and coordinated by intruding aircraft when the Mode S transponder CA field is set at CA=7. \n\n\t(b)\tPrior to further flight after accomplishing the requirements of paragraph (a) of this AD, revise the Airplane Flight Manual (AFM) or AFM Supplement by accomplishing either paragraph (b)(1) or (b)(2) of this AD. \n\n\t\t(1)\tRevise the Normal Procedures Section of the AFM to include the appropriate TCAS operating characteristic relative to the modifications required by paragraph (a) of this AD, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Or \n\n\t\t(2)\tRevise the Normal Procedures Section of the AFM to include thefollowing TCAS operating characteristic relative to the modification required by paragraph (a) of this AD. This may be accomplished by inserting a copy of this AD in the AFM or AFM Supplement. \n\n\t\t"All Resolution Advisory (RA) and Traffic Advisory (TA) aural messages are inhibited at a radio altitude of less than 1,100 feet above ground level (AGL) climbing, and less than 900 feel AGL descending." \n\n\t(c)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Avionics Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe replacement and modification shall be done in accordance with Honeywell Service Bulletin 4066010-34-SW16, dated December 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 Honeywell Inc., Commercial Flight Systems Group, Air Transport Systems Division, P.O. Box 21111, Phoenix, Arizona 85036. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on February 4,1994.
67-03-04: 67-03-04 HOWARD AND LOCKHEED: Amdt. 39-342 Part 39 Federal Register January 20, 1967. Applies to All Howard Model 500 Series Airplanes, and to Lockheed Model PV-1 Series Airplanes, Serial Numbers 5272, 5373, 5500, 5554, 5560, and 6642. Compliance required as indicated. To detect cracks in the flap cable support clamps, P/N 5-104268-1, unless already accomplished, within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection, remove the flap actuator clamp, P/N 5-104268-1, attached to the flap actuating cylinder, and inspect for cracks in the bend radius using dye penetrant or FAA-approved equivalent. Before further flight replace any clamp found cracked in accordance with Dee Howard Company, San Antonio, Texas, Drawing Number 13-0766-013-3, or later FAA Engineering and Manufacturing Branch approved equivalent. The inspection provisions of this AD may bediscontinued when P/N 5-104268-1 is replaced in accordance with this AD. This directive effective January 25, 1967.
2010-02-11: 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: Reports have been received of finding corrosion at the Frame 29 wing-to-fuselage attachment lug plate joint. This condition, if not detected and corrected, could result in a degradation of the structural integrity of Frame 29 and the wing-to-fuselage attachment. * * * * * The unsafe condition is degradation of the structural integrity of Frame 29 and the wing-to-fuselage attachment, which could result in loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-11-14: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAC 1-11 200 and 400 series airplanes, that requires inspections of the main landing gear (MLG) A-frame attachment fittings to detect corrosion or cracking, and repair or replacement of cracked or corroded components with new components. This amendment is prompted by findings of corroded and cracked A-frame components of the MLG. The actions specified by this AD are intended to prevent corrosion and cracking of MLG A-frame components, which could result in collapse of the MLG.
93-12-03: 93-12-03 MCDONNELL DOUGLAS: Amendment 39-8609. Docket 93-NM-81-AD. \n\n\tApplicability: Model MD-11 series airplanes, as listed in McDonnell Douglas MD-11 Alert Service Bulletin A28-56, Revision 1, dated June 14, 1993, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent fuel leakage into the center cargo bilge area that could lead to a fire in the cargo compartment, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, modify the plumbing on the forward spar of the tail fuel tank in accordance with the Accomplishment Instructions of McDonnell Douglas MD-11 Alert Service Bulletin A28-56, dated May 25, 1993, or Revision 1, dated June 14, 1993. \n\n\t(b)\tImmediately following the modification, prior to further flight, perform a pressure check of the fuel shroud drain system in accordance with the Accomplishment Instructions of McDonnell Douglas MD-11 Alert Service Bulletin A28-56, dated May 25, 1993, or Revision 1, dated June 14, 1993. \n\n\t\t(1)\tIf the fuel shroud drain system fails the pressure check, prior to further flight, accomplish the requirements in paragraph (b)(1)(i) and (b)(1)(ii) of this AD. \n\n\t\t\t(i)\tRepair, or replace the failed line with a serviceable or new line and repeat the pressure check of the fuel shroud drain system in accordance with the Accomplishment Instructions of either service bulletin. \n\n\t\t\t(ii)\tInspect the insulation blankets in the center cargo bilge area to detect fuel contamination and replace any fuel contaminated insulation blanket with a serviceable blanket in accordance with the Accomplishment Instructions of McDonnell Douglas MD-11 Alert Service Bulletin A28-56, Revision 1, dated June 14, 1993. \n\n\t\t(2)\tIf the fuel shroud drain system passes the pressure check, no further action is required by this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safetymay be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe modification, pressure check, and repair or replacement shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A28-56, dated May 25, 1993; or McDonnell Douglas MD-11 Alert Service Bulletin A28-56, Revision 1, dated June 14, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90801-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on July 7, 1993.
92-21-05: 92-21-05 GARRETT AUXILIARY POWER DIVISION: Amendment 39-8385. Docket No. 92-NM-94-AD. \n\n\tApplicability: Garrett Model GTCP 36-300 auxiliary power units (APU), as installed in, but not limited to, Airbus Industrie Model A320 series airplanes; Garrett Model GTCP 36-280(D) APU's, serial numbers prior to P-80346, as installed in, but not limited to, McDonnell Douglas Model DC-9-80 series airplanes; and Garrett Model GTCP 36-280(B) APU's, serial numbers prior to P-40182, as installed in, but not limited to, Boeing Model 737 series airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent damage to the titanium APU fire wall due to APU tieshaft separation, which could lead to a reduction in the fire protection capability of the APU compartment, accomplish the following: \n\n\t(a)\tFor airplanes equipped with Garrett Model GTCP 36-300 APU's: Within 30 months after the effective date of this AD, modify the APU, in accordance with Garrett Service Bulletin GTCP36-49-A6642, dated May 1, 1992. \n\n\t(b)\tFor airplanes equipped with Garrett Model GTCP 36-280 APU's: Within 30 months after the effective date of this AD, modify the APU, in accordance with Garrett Service Bulletin GTCP36-49-A6653, dated May 1, 1992. \n\n\t(c)\tAn 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, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe modification shall be done in accordance with either Garrett Service Bulletin GTCP36-49-A6642, dated May 1, 1992, or Garrett Service Bulletin GTCP36-49-A6653, dated May 1, 1992, as applicable. 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 Garrett Airlines Services Division, Technical Publications, Department 65-70, P.O. Box 52170, Phoenix, Arizona 85072-2170. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on November 24, 1992.
2010-01-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. That AD currently requires repetitive inspections to detect cracks and fractures of the strut front spar chord assembly (including the forward side) at each strut location, and repair if necessary. This new AD adds a one-time inspection for cracking of the forward side of the front spar chord assembly on the inboard and outboard struts, installation of a cap skin doubler for certain airplanes, and repair if necessary. These actions terminate the repetitive inspections of the forward side of the strut front spar chord assembly; the inspections of the aft side assembly continue as specified in the existing AD. This AD results from a report of a fractured front spar assembly for strut No. 3, which resulted in the loss of the strut upper link load path. We are issuing this AD to detect and correct cracks and fractures of the nacelle strut front spar chord assembly. Fracture of the front spar chord assembly could lead to loss of the strut upper link load path and consequent fracture of the diagonal brace, which could result in in- flight separation of the strut and engine from the airplane. \n\nDATES: This AD becomes effective February 24, 2010. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of February 24, 2010. \n\tOn January 29, 2007 (72 FR 1427, January 12, 2007), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD.
2009-26-13: 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: Several cases have been reported of in-flight loss of the drive strut fitting from the movable fairing of flap track No. 3. Consequently, the flap track No. 3 fairing was detached from its aft end, and found hanging. Investigations have shown that the detachment of the aft lower drive strut fitting from the fairing occurred due to the four bonded inserts being pulled out. This condition, if not corrected, could lead to in-flight loss of the affected aircraft parts, potentially resulting in injuries to persons on the ground. * * * * * In addition, the potential unsafe condition includes the part potentially impacting the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-12-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires a one-time inspection of the fuel flow from the main fuel supply hose/tube assembly, and repair, if necessary. This amendment is prompted by a report of a low pressure fuel valve found with the internal thermal relief valve assembled in the wrong position on one airplane. The actions specified in this AD are intended to prevent overpressurization of the fuel supply line due to the incorrect positioning of the internal thermal relief valve. Such overpressurization could cause the fuel pipe coupling to separate and allow fuel to leak into the engine pylon, thus posing a fire hazard.
76-22-06: 76-22-06 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2758. Applies to Lockheed-California Company L-1011-385 series airplanes, certificated in all categories, equipped with Pacific Scientific Company seat belt model numbers 1107008, 1107031, 1107036, 1107068 and 1107072 installed on flight attendant seats. Compliance required within the next 600 hours' time in service after the effective date of this AD, unless already accomplished. To prevent unsafe buckle position of flight attendant seat belts, accomplish the following: (a) Install a placard, which reads "DO NOT OCCUPY", on those flight attendant seats in the passenger cabin equipped with Pacific Scientific Company seat belt model numbers 1107031, 1107036, 1107068, and 1107072 until the seat belt installation is modified or replaced in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. The seats prohibited from use must be secured in a normally stowed position or removed. The affected seat belt installations may be replaced with appropriate seat belt/shoulder harness installations in accordance with Lockheed Service Bulletin 093-25-192, December 9, 1974, "Equipment/Furnishings-Passenger Compartment - Attendant Seat Restraint Modification", Parts 1, 2, 4 and 5 only, or later FAA approved revisions. (b) Replace Pacific Scientific seat belt model number 1107008 installed on lower lobe galley seats with ordinary adjustable seat belts without retractors in accordance with normal maintenance practices. Alternate seat belt installations may be approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. This amendment becomes effective December 10, 1976.
84-15-07: 84-15-07 EIRIAVION OY (formerly MOLINO OY): Amendment 39-4935. Applies to Model PIK-20, PIK-20B, and PIK-20D gliders, all serial numbers, certificated in any category. Compliance required prior to next flight and thereafter at every 150 hours time in service, after the effective date of this AD, unless already accomplished. To prevent possible in-flight hazards because of possible jamming of the rudder caused by the failure of the bottom rudder hinge bracket, accomplish the following: 1. Visually inspect the corners of the suspension flange of the rudder bottom hinge bracket for cracks (fractures) with at least a 5X magnifying glass in accordance with Procedure 1 of EIRI KY Service Bulletin M20-26 dated December 9, 1982. 2. If cracks (fractures) are found, repair them in accordance with Procedure 2 of EIRI KY Service Bulletin M20-26 dated December 9, 1982. 3. Compliance with this AD is not required when the repair described in EIRI KY Service Bulletin M20-26, dated December 9, 1982, is incorporated. 4. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 x2710. The EIRIAVION OY EIRI KY Service Bulletin No. M20-26, dated December 9, 1982, identified and described in this directive is 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 EIRIAVION OY, Kisallinkatu 8, SF-15170 Lahti, Finland. These documents may also be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective November 23, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-15-07, issued July 26, 1984, which contained this amendment.
93-01-23: 93-01-23 BEECH: Amendment 39-8477. Docket No. 92-CE-40-AD. Applicability: Models 58 and 58A airplanes (serial numbers TH-1488, TH-1600, TH- 1613 through TH-1635, and TH-1638 through TH-1662, certificated in any category. Compliance: Required within the next 50 hours TIS after the effective date of this AD, unless already accomplished. To prevent fuel selector valve binding caused by pressure buildup in the crossfeed lines, which could result in the inability to control the fuel flow to the engines, accomplish the following: (a) Replace both existing crossfeed check valves with new valves, part number 50- 380170-39, in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Beech Service Bulletin No. 2454, dated May 1992. (b) 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. (c) An alternative method of compliance or adjustmentof the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The replacement required by this AD shall be done in accordance with Beech Service Bulletin No. 2454, dated May 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 12, 1993.
87-14-04: 87-14-04 BRITISH AEROSPACE (BAe): Amendment 39-5673. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of the integrity of the tailplane center section top skin assembly due to cracks in reinforcing plates, accomplish the following prior to the accumulation of 30,000 landings or within the next 2,000 landings after the effective date of this AD, whichever occurs later: A. Visually inspect the tailplane center section top skin assembly for cracks in the reinforcing plate in accordance with the accomplishment instructions of British Aerospace BAC 1- 11 Service Bulletin 55-A-PM5873, Issue 3, dated July 1, 1986. 1. If no cracks are found, repeat the visual inspection specified above at intervals not to exceed 7,500 landings. 2. If cracks are found, prior to further flight, repair in accordance with the accomplishment instructions of the service bulletin. Reinspect in accordance with paragraph 2.2. of the service bulletin. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace Inc., P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5673, supersedes AD 85-12-05, Amendment 39-5075. This amendment, 39-5673, becomes effective August 20, 1987.
2010-01-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-100B SUD, -200B, -300, -400, and -400D series airplanes. That AD currently requires repetitive inspections for cracking in fuselage stringers 8L, 8R, 10L, and 10R at body stations 460, 480, and 500 frame locations; and repair if necessary. This new AD requires revising the applicability to include an additional airplane, and reduces compliance times for the initial inspection and repetitive intervals for Model 747-400 series airplanes that have been converted to the large cargo freighter configuration. This AD results from findings of cracking in fuselage stringers 8L, 8R, 10L, and 10R at body stations 460, 480, and 500 frame locations. We are issuing this AD to detect and correct fatigue cracking in certain fuselage stringers, which, if left undetected, could result in fuselage skin cracking that reduces the structural integrity of the skin panel, and consequent rapid depressurization of the airplane.
98-07-09: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G-2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters, that requires installing a safety washer kit designed to preclude separation of the stabilizer bar damper link (damper link) if the damper link rod end bushing (bushing) loosens and exits the damper link rod end. This amendment is prompted by two reported incidents in which the bushings loosened and exited the damper link rod ends, allowing the damper link to slide over the retention bolt and separate from the stabilizer bar (in the first incident), and from the hydraulic damper (in the second incident). The actions specified by this AD are intended to prevent failure of the damper link assembly, which can result in degraded control response and subsequent loss of control of the helicopter.
2021-22-11: The FAA is adopting a new airworthiness directive (AD) for certain MD Helicopters Inc. (MDHI), Model 369D, 369E, 369F, 369FF, 369H, 369HE, 369HM, 369HS, 500N, and 600N helicopters. This AD was prompted by a report of a spiral crack in the pilot-to-copilot tail rotor torque tube (torque tube). This AD requires a one-time visual and recurring borescope inspections of the torque tube and depending on the results, removing the torque tube from service. The FAA is issuing this AD to address the unsafe condition on these products.
93-23-02: 93-23-02 JETSTREAM AIRCRAFT LIMITED: Amendment 39-8736. Docket 93-NM-180-AD. Applicability: Model 4101 airplanes; as listed in Jetstream Aircraft Limited Alert Service Bulletin J41-A52-021, dated August 24, 1993; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the inability of passengers to evacuate the airplane through the main entrance door in an emergency, accomplish the following: (a) Within 30 days after the effective date of this AD, perform a detailed visual inspection to detect damage of the electrical loom in the main entrance door in accordance with Jetstream Aircraft Limited Alert Service Bulletin J41-A52-021, dated August 24, 1993. (b) If any damage is found during the inspection required by paragraph (a) of this AD, prior to further flight: Replace the loom with a new loom; modify the electrical loom routing and support by re-routing the loom and support clear of the speedlock solenoid and the inner skin of the door; perform an operational test of the main entrance door warning system; and perform a functional test of the main entrance door, examining the clearance between the speedlock solenoid and the door inner skin to ensure that the electrical loom cannot become trapped between those parts; in accordance with Jetstream Aircraft Limited Alert Service Bulletin J41-A52-021, dated August 24, 1993. (c) If no damage is found during the inspection required by paragraph (a) of this AD, prior to further flight, modify the electrical loom routing and support by re-routing the loom and support clear of the speedlock solenoid and the inner skin of the door; perform an operational test of the main entrance door warning system; and perform a functional test of the main entrance door, examining the clearance between the speedlock solenoid and the door inner skin to ensure that the electrical loom cannot become trapped between those parts; in accordance with Jetstream Aircraft Limited Alert Service Bulletin J41-A52-021, dated August 24, 1993. (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 inspection, replacement, modification, and tests shall be done in accordance with Jetstream Aircraft Limited Alert Service Bulletin J41-A52-021, dated August 24, 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 Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. 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 7, 1993.
51-24-02: 51-24-02 MARTIN: Applies to All Model 202 Aircraft. Compliance required at the 3,000-hour period following the modification of the fin attachments per Martin 202 Service Bulletin No. 99 and every 3,000 hours thereafter. To insure that the fin-to-fuselage attachments contain no structural defects, and to reduce the possibility of fretting corrosion, accomplish the following inspections and shim installations: (1) Determine that the three fin pins (P/N 2021A11549, 2021A14243 and 2021A14244) are not worn to less than 0.292 inch in width, and are securely attached to the fin. (2) Inspect the three fuselage receptacles (P/N 2021U27375 and 2021U27415 left and right) for the three fin pin attachments. Replace any receptacle whose slot is greater than 0.357 inch in width. (3) Using a 4- to 6-power glass, inspect the fin forward attach plate (P/N 2021D26541), the fuselage chords (P/N 2021D25001 and 25002), and the four reinforcing straps (P/N 2021U43293, 43294 and 43295left and right) for evidence of cracks or fretting corrosion. (4) Cracks or fretting corrosion found in item (3) should be removed with complete crack removal verified by satisfactory etch inspection. Reworked surfaces should be repfinished to a polished finish. All bolt holes should be chamfered and polished to an 0.020-inch radius. If a crack is found in a hole in any reinforcing strap, the strap must be replaced. (5) Etch inspect the fin rear chords (P/N 2021D14234), using a 10- to 15-power glass, to detect cracks in the chords. Cracks and any surface roughness must be removed. If cracks are found in a splice hole or any splice holes have been distorted, such that the hole bushings are no longer a press fit, the holes are to be reamed oversize and oversize bushing installed. (If the hole had a crack, re-etch inspect the area to insure crack removal.) If the diameter of a hole exceeds 0.843 inch, that fin chord must be replaced. (6) Minimum thicknesses of refinishedstructural members are: Part Number Minimum Thickness (inch) Fin attach plate 2021U43641 0.177 Fin rear chord 2021D14233 & 4 0.312 Fuselage attach plate 2021D26541 0.050 Fuselage Chord 2021D25001 & 2 0.250 Reinforcing strap 2021U43293, 4 & 5 0.187 (7) When reinstalling fin, insert shims of 1310 clear 01 vinyl sheet (or equivalent), press polished both sides, to fit between the faying service of the fin, fuselage and reinforcing straps at the fin rear spar attachment. Insert similar shims between the faying surfaces of the fuselage and fin attach plates at the fin front spar attachment. Upon request of the operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 suchoperator. (Martin 202 Service Bulletin No. 182 covers this same subject.) Revised August 19, 1961.
99-01-09: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-01-09 which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters by individual letters. This AD requires, before further flight, installing a placard in the cockpit adjacent to the fuel quantity gauge that states "No flight operations to be conducted with less than 250 lbs. fuel in each tank." This AD must be placed in the Operating Limitations section of the Rotorcraft Flight Manual. This AD also requires, within 50 hours time-in-service (TIS) or 30 calendar days, whichever occurs first, defueling, engine starting, and if necessary, inspecting fuel supply lines. This amendment is prompted by an in-flight engine flame-out that occurred on October 27, 1998. The actions specified by this AD are intended to prevent air from getting into a fuel supply line when there is less than 250 lbs. of fuel in either fuel tank, engine flame-out, and a subsequent forced landing.
92-03-05: 92-03-05 SAAB-SCANIA: Amendment 39-8160. Docket No. 91-NM-148-AD. Applicability: Models SAAB SF340A and SAAB 340B series airplanes; as listed in SAAB Service Bulletin 340-33-030, Revision 2, dated September 27, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent premature failure of the emergency lights after an emergency landing, accomplish the following: (a) Within 120 days after the effective date of this AD, modify the exit and dome light assemblies, in accordance with SAAB Service Bulletin 340-33-030, Revision 2, dated September 27, 1991. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment andthen send it to the Manager, Standardization Branch, ANM-113. (c) 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. (d) The modification required by this AD shall be done in accordance with SAAB Service Bulletin 340-33-030, Revision 2, dated September 27, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-2, 4 2 September 27, 1991 6-7 1 April 29, 1991 3, 5, 8-10 (original) (undated) 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, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401,Washington, D.C. (e) This amendment (39-8160, AD 92-03-05) becomes effective on March 9, 1992.