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80-13-14: 80-13-14 CESSNA: Amendment 39-3844. Applies to the following Model 310R, 335, 340A, 402C, 404, 414A, and 42lC airplanes certificated in all categories: Model Serial Number 310R 1865 335 0044, 0049, 0052, and 0059 340A 0959, 0961, 0962, 0967, 0972, 0978, 0982, 0983, 0984, 0985, 0998, 1002, 1003, 1012, 1014, and 1019 402C 0259, 0263, 0275, 0283, and 0288 404 0612, 0620, 0623, and 0628, 414A 0457, 0458, 0463, 0464, 0466, 0469, 0470, 0472, 0475, 0476, 0482, 0483, 0486, 0487, 0490, 0495, and 0497 421C 0823 through 0866, 0869, and 0870 COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the fuel flow transducer and resultant leakage of fuel within the engine compartment, prior to further flight accomplish the following on both engines: A) Remove engine cowling and inspect Cessna P/N 9910395-9 (Aerosonics Corp 33184-2) fuel flow transducer on each engine for serial number. B) If the P/N 9910395-9 transducer has a serial number included in the block 2364 through 2930, replace the transducer prior to further flight with a transducer whose serial number is not included in the block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. C) If the P/N 9910395-9 transducer serial number is not included in block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. D) Make the prescribed entry in the aircraft maintenance record indicating compliance with this AD when B, or C has been accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective on July 22, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated June 24, 1980.
77-15-05: 77-15-05 LET N.P.: Amendment 39-2974. Applies to Blanik 13 gliders, certificated in all categories, with serial numbers 173205 through 174230, inclusive. Compliance is required as indicated. To prevent structural failure of the fin top rib, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and, thereafter, at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the fin top rib and central stiffener (fuselage stiffener) with a 5 power magnifying glass in accordance with the accomplishment instructions set forth in paragraph A of LET N.P. UH HRADTSTE-KUNOVICE (LET N.P.) Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. (b) If cracks are found in the fin top rib of less than 5 mm in length, or of any length in the central stiffener, before further flight, either - (1) Repair the fin top rib or central stiffener as necessary, in accordance with the accomplishment instructions set forth in paragraph B of LET N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent; or (2) Comply with paragraph (e) of this AD. (c) If any cracks are found in the fin top rib which exceed 5 mm in length, before further flight, comply with paragraph (e) of this AD. (d) If no cracks are found, within the next 200 hours time in service after the effective date of this AD, comply with paragraph (e) of this AD. (e) Replace both the fin top rib and central stiffener in accordance with the accomplishment instructions set forth in paragraphs C and D of Let N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. NOTE: To assist in the dismantling of the rudder the following information is provided: (1) It is recommended that, in loosening the split pin securing the slotted nut in the bottom rudder hinge, the bent ends of the split pin be straightened first using a suitable pointed tool and then the pin be removed. (2) The rudder dismantling procedures are as follows: (i) The nut of the bottom rudder hinge accessible through the mounting opening on the fuselage part should be released and unscrewed. (ii) The cloth blinds on the rudder edge curve and leading edge should be removed. The top rudder hinge stud bolt should be released and unscrewed. (iii) The rudder should be lifted slightly and its top edge should be pulled slightly backwards to be released from the top hinge. (iv) The rudder should be held in the inclined position and carefully lifted from the step ball bearing. (3) The bottom rivets of the intermediate stiffener supporting the rudder bearing should be routed by an extended drill rod through the 60 mm. diameter opening in the rear fuselage partition as recommended by the Note in paragraph D of LET N.P. Mandatory Bulletin L13/040. Routingof the rear fuselage part in position 14 of the partition is not recommended. (4) A modified shank should be used for riveting a new fin rib. For this purpose, a 35 mm. diameter opening should be made in the fin spar (See LET N.P. Mandatory Bulletin L13/040, paragraph C). (f) The inspections required by paragraph (a) of this AD may be discontinued when the fin top rib and central stiffener have been replaced in accordance with paragraph (e) of this AD. This amendment supersedes Amendment 39-2333 (40 FR 33007), AD 75-17-28, as amended by Amendments 39-2379 (40 FR 45802) and 39-2498 (41 FR 2375). This amendment becomes effective August 4, 1977.
2022-11-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of internal corrosion on the inboard flaps found prior to regularly scheduled maintenance checks. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a certain aircraft maintenance manual (AMM) task. The FAA is issuing this AD to address the unsafe condition on these products.
99-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires inspecting the left-hand and right-hand outboard hinge fittings of the horizontal stabilizer for cracks, and replacing any cracked fitting. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural damage to the stabilizer caused by outboard hinge fitting cracks, which could result in uncontrolled flight if the hinges break.
2013-17-08: We are superseding airworthiness directive (AD) 2010-20-08, which applied to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. AD 2010-20-08 required repetitive inspections to find cracking of the web, strap, inner chords, inner chord angle of the forward edge frame of the number 5 main entry door cutouts; the frame segment between stringers 16 and 31; repair if necessary; and repetitive inspections for cracking of repairs. This new AD expands the previous fuselage areas that are inspected for cracking. This AD was prompted by multiple reports of cracking outside of the previous inspection areas and a report of a crack that initiated at the aft edge of the inner chord rather than initiating at a fastener location. We are issuing this AD to detect and correct such cracks, which could cause damage to the adjacent body structure and could result in depressurization of the airplane in flight.
2006-14-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 and 701) and CL-600-2D24 (Regional Jet Series 900) series airplanes. That AD currently requires repetitive detailed inspections for cracking or deformation, or pulled or missing fasteners, on the lower panel of the left- and right-hand main landing gear (MLG) doors, as applicable, and corrective actions if necessary. This new AD reduces the repetitive inspection interval for certain airplanes. This new AD also adds airplanes to the applicability. This AD results from a report of a MLG door departing from an airplane. We are issuing this AD to prevent failure of the lower panel of the MLG door, departure of the lower panel from the airplane, and consequent damage to airplane structure, which could adversely affect the airplane's continued safe flight and landing.
95-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires modification of the rear spar-to-fuselage attachment. This amendment is prompted by a report indicating that, during full-scale fatigue tests on a Model F28 Mark 0100 test article, cracking was found in the coupling plate and web plate of the rear spar end fitting at the attachment to the main frame at fuselage station 17011 due to fatigue-related stress. The actions specified by this AD are intended to prevent fatigue-related cracking in the rear spar-to-fuselage attachment which, if not detected and corrected in a timely manner, could result in reduced structural integrity of the wing.
91-26-08: 91-26-08 AIRBUS INDUSTRIE: Amendment 39-8121. Docket No. 91-NM-87-AD. Applicability: Model A310 and A300-600 series airplanes, on which Modification 7769 has not been accomplished, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless accomplished previously. To prevent loss of the Generator Control Units (GCU) and AC electrical power, accomplish the following: (a) Remove the three currently installed GCU's and replace them with three modified GCU's having protective covers, in accordance with Airbus Industrie Service Bulletins A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769); as applicable. (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. The request shall be forwarded through an FAA Principal Avionics 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 the airplane to a location where the requirements of this AD can be accomplished. (d) The installation required by this AD shall be done in accordance with Airbus Industrie Service Bulletin A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); Airbus Industrie Service Bulletin A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769). This incorporation by reference was approved by the Director of the Federal Registerin accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. 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 (39-8121, AD 91-26-08) becomes effective on February 14, 1992.
2013-17-07: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90-76B, -85B, -90B, -94B, -110B1, and - 115B turbofan engines. This AD was prompted by multiple reports of distress of certain stage 1 high-pressure turbine (HPT) stator shrouds due to accelerated corrosion and oxidation, including one engine in- flight shutdown (IFSD) caused by failure of the HPT stator shrouds. This AD requires initial and repetitive on-wing 360-degree borescope inspections (BSIs) for corrosion and oxidation of stage 1 HPT stator shrouds. If a shroud is found to be distressed, this AD requires reinspection at a reduced interval or removal from service before further flight. We are issuing this AD to prevent failure of stage 1 HPT stator shrouds, resulting in an IFSD of one or more engines, loss of thrust control, and damage to the airplane.
51-25-02: 51-25-02 MARTIN: Applies to All Models 202 and 202A Airplanes. Compliance required by January 1, 1952. Install cover over D7231-125 inverter remote reset circuit breaker terminals to prevent inadvertent shorting between "MAIN" and "CONTROL" terminals. Compliance may be made in same manner or equivalent to Martin Service Instruction Letter No. 8 dated September 10, 1951. This supersedes the first item in AD 51-11-01 requiring the redesign of the d.c. input circuit breaker mounting.