Results
93-08-07: 93-08-07 MCDONNELL DOUGLAS: Amendment 39-8554. Docket 93-NM-25-AD. \n\n\tApplicability: Model MD-11 series airplanes, manufacturer's fuselage numbers up to and including 532, and 535; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent chafing of the electrical power system control (EPSC) wire assemblies located in the center accessory compartment (CAC), which potentially could result in a fire, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a one-time visual inspection to detect chafing or preload in the EPSC wire assemblies located in the forward cargo, aft bulkhead area of the CAC, and to determine if clamps and spacers are properly installed, in accordance with McDonnell Douglas Alert Service Bulletin A24-64, dated March 29, 1993. \n\n\t\t(1)\tIf no chafing or preload is detected, and a clamp and spacer are installed, no further action is required by this AD. \n\n\t\t(2)If no chafing or preload is detected, but the clamp and/or spacer are missing, prior to further flight, modify the wire assembly in accordance with "Condition I" of the Accomplishment Instructions of the service bulletin. \n\n\t\t(3)\tIf chafing or preload is detected, and the clamp and spacer are installed, prior to further flight, modify the wire assembly in accordance "Condition II" of the Accomplishment Instructions of the service bulletin. \n\n\t\t(4)\tIf chafing or preload is detected, and the clamp and/or spacer are missing, prior to further flight, modify the wire assembly in accordance with "Condition III" of the Accomplishment Instructions of the service bulletin. \n\n\t(b)\tWithin 30 days after accomplishing the one-time visual inspection required by paragraph (a) of this AD, submit a report of the results, both positive and negative, to the Manager, Los Angeles Aircraft Certification Office (ACO), ANM-100L, FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach,California 90806-2425, or fax (310) 988-5210. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \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 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 inspection and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-64, dated March 29, 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 90846-1771, 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 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 May 11, 1993.
2011-17-14: This amendment adopts a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) helicopters with a certain tail rotor special hub plug (hub plug) installed. This action requires a one-time inspection to determine the tightening torque value of the hub plug, and depending on the inspection results, replacing certain parts or disassembling the tail rotor hub and blades assembly and inspecting for damage. If the tightening torque value is between 600 kgcm and 700 kgcm, the lock washer and o-ring must be replaced with airworthy parts, and no further action is required. If the tightening torque value is greater than 700 kgcm, the hub plug must be replaced with an airworthy part. Torque the new hub plug to the specified tightening torque between 600 and 700 kgcm. If the tightening torque value of the hub plug is less than 600 kgcm, the tail rotor hub and blades assembly must be disassembled and inspected for damage. If a part is found that is outside allowable damage tolerances, that part must be replaced with an airworthy part. This amendment is prompted by the discovery that a wrong tightening torque value for the hub plug was contained in a revision to the helicopter maintenance manual. The actions specified in this AD are intended to detect an improperly torqued hub plug that could lead to tail rotor failure and subsequent loss of control of the helicopter.
2011-17-13: This amendment adopts a new airworthiness directive (AD) for ECF Model EC120B helicopters. This action requires inserting an emergency procedure appendix from an ECF Emergency Alert Service Bulletin into the Rotorcraft Flight Manual (RFM). This action also requires modifying the emergency switch electrical wiring and performing tests to ensure correct operation of the emergency switch. This action also requires removing the emergency procedure appendix from the RFM after modifying the emergency switch electrical wiring and performing tests to ensure correct operation. This amendment is prompted by the discovery that simultaneously setting the emergency switch to the low position ``CUT-OFF'' and the generator (GENE) pushbutton to ``OFF'' position caused the starter-generator to restart. Investigation revealed that cross-wiring at the emergency switch caused this malfunction. This condition, if not corrected, could lead to the inability to isolate electrical equipment during anemergency, creating the risk of an uncontrolled electrical fire and subsequent loss of control of the helicopter.
2011-18-08: 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: There has been one reported case of an aft equipment bay fire occurring due to arcing of chafed integrated drive generator (IDG) power cables. Additionally, the hydraulic line support brackets located at the fuselage station (FS) 672 have been found broken in service on several aeroplanes. A broken hydraulic line support bracket at FS 672 could result in inadequate clearance between the IDG power cables and hydraulic lines, potentially resulting in chafing of the IDG power cables. Chafed IDG power cables can generate high energy arcing, which can result in an uncontrolled fire in the aft equipment bay. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
96-24-13: This document supersedes AD 75-26-18, which currently requires modifying the landing gear selector cable forward attachment pin assembly by installing a safety lock wire on certain The New Piper Aircraft Inc., (Piper) PA-31, PA-31P, and PA-31T series airplanes. The action will require the same action as AD 75-26-18. An incorrect designation of Piper Model PA-31 airplanes as Piper Model PA-31-310 airplanes in AD 75-26-18 prompted the proposed AD action. The actions specified by this AD are intended to prevent the landing gear selector cable forward attachment pin assembly from becoming separated from the powerpack control arm, which, if not corrected, could cause loss of landing gear retraction or extension.
2011-18-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires performing a fluorescent penetrant inspection (FPI) of the low-pressure turbine (LPT) rotor stage 3 disk at every shop visit at which the LPT module is separated from the engine. This AD was prompted by seven reports of uncontained failures of LPT rotor stage 3 disks and eight reports of cracked LPT rotor stage 3 disks found during shop visit inspections. We are issuing this AD to prevent LPT rotor separation, which could result in an uncontained engine failure and damage to the airplane.
2010-08-07: 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: Following successive ECAM [electronic centralized aircraft monitoring] warnings during the approach phase, just after the landing gear extension sequence and an uneventful landing, the maintenance inspection on an Airbus A340 has revealed a hydraulic leak that was caused by the failure of the Yellow high pressure (HP) hydraulic pipe supplying the back-up Nose Wheel Steering (NWS) which runs along the lower part of the avionic bay from frame 17 to frame 20. This leak resulted in the loss of the Yellow hydraulic system and contamination of the avionics bay with sprayed hydraulic fluid. This condition, if not detected and corrected, could result in aningestion of hydraulic fluid in the electrical connectors, which could generate an arcing phenomenon and, if sufficient energy is provided by the arcing, lead to an ignition source, which would be an unsafe condition. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
96-24-08: This amendment adopts a new airworthiness directive (AD) that applies to certain Air Tractor, Inc. (Air Tractor) Models AT-250, AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-402, AT-501, and AT-502 airplanes that are equipped with a Gerdes part number (P/N) A-850-5 or Cleveland P/N 60-9 parking brake valve. This action requires replacing the parking brake valve with a Scott P/N 4500A-2 parking brake valve. This AD results from several reports of the parking brake valve inadvertently slipping to the "PARK" position during flight, which causes constant pressure on the brakes. When the pilot applies the brake upon landing, this pressure causes the airplane to overturn. The actions specified by this AD are intended to prevent the airplane from overturning because of extreme pressure applied to the brake if the parking brake valve inadvertently slips to the "PARK" position during flight.
96-24-05: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia (ASTA) Nomad Models N22B, N22S, and N24A airplanes. This action requires inspecting the flap and aileron control rod fork ends for water accumulation and corrosion inside the internally drilled holes, and replacing the control rod fork ends if there is visible corrosion, or sealing the hole if no corrosion is found. Reports of water entering the internal holes of the flap and aileron control rod fork ends, causing corrosion, prompted this AD action. The actions specified by this AD are intended to prevent corrosion and water accumulation in the flap and aileron control rod fork ends, which, if not detected and corrected, could cause loss of control of the flaps and aileron and possible loss of control of the airplane.
2011-17-07: We are adopting a new airworthiness directive (AD) for certain M7 Aerospace LP Models SA226-T, SA226-T(B), SA226-TC, and SA226-AT airplanes. This AD requires repetitive replacement and inspection of certain elevator, rudder, aileron, and aileron-to-rudder interconnect primary control cables, and checking and setting of flight control cable tension. This AD was prompted by a report of a failure of a rudder control cable. We are issuing this AD to correct the unsafe condition on these products.
90-21-10: 90-21-10 BOEING: Amendment 39-6761. Docket No. 90-NM-47-AD. \n\n\tApplicability: Model 727-100 and -100C series airplanes, listed in Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, certified in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect delamination, cracking, and/or corrosion of fuselage crown skin circumferential joint at body station (BS) 1080 and to prevent depressurization, accomplish the following: \n\n\tA.\tFor airplanes modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989: Within the next 15 months after the effective date of this AD, accomplish an internal close visual inspection in accordance with the NOTE in Part I.A of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, repair in accordance with PartIII of the service bulletin. \n\n\tB.\tFor airplanes not modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, within the next 15 months after the effective date of this AD, accomplish an external visual inspection in accordance with Part II.A of the service bulletin and a LFEC inspection in accordance with Part II.B of the service bulletin. Perform an internal close visual inspection within 15 months after the external inspection, in accordance with Part II.C of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the external visual inspection at intervals not to exceed 15 months and, the LFEC inspection and internal close visual inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, accomplish one of the following: \n\n\t\t\ta.\tRepair in accordance with Part III of the service bulletin; or \n\n\t\t\tb.\tConduct a low frequency eddy current (LFEC) inspection in accordance with Part II.B of the service bulletin. \n\n\t\t\t\t(1)\tIf corrosion depth is found to be less than 10 percent of the skin thickness, conduct a high frequency eddy current (HFEC) inspection in accordance with Part II.D of the service bulletin. \n\n\t\t\t\t\t(a)\tIf no cracking is detected repeat the HFEC and LFEC inspections at intervals not to exceed 15 months. \n\n\t\t\t\t\t(b)\tIf cracking is detected, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\t\t\t\t(2)\tIf corrosion depth is found to be greater than 10 percent of the skin thickness, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\tC.\tWithin the next 3,000 landings or 30 months after the effective date of this AD, whichever occurs first, accomplish a HFEC inspection in accordance with Part II.D of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989. \n\n\t\t1.\tIf no cracking is detected, repeat the inspection at intervals not to exceed 4,000 landings or 48 months, whichever occurs first. \n\n\t\t2.\tIf cracking is detected, prior to further flight, repair in accordance with Part III, or IV of the service bulletin. \n\n\tD.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, constitutes terminating action for the inspections required by this AD for those modified areas. \n\n\tE.\tModification in accordance with Part IV or Part V of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, terminates the inspections required by paragraph C. of this AD for those modified areas. \n\n\tF.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 1, dated January 11, 1973, or Revision 2, dated June 20, 1973, constitutes terminating action for the inspections required by paragraph C. of this AD, for those modified areas. Within the next 15 months after the effective date of this AD, accomplish a close external visualinspection for cracking of the skin adjacent to the fastener heads in the modified areas. If cracks are detected, repair in accordance with Part III or IV of the service bulletin. If no cracks are detected repeat the close external visual inspection at intervals not to exceed 15 months. \n\n\tG.\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\tH.\tSpecial 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. \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 S.W., Renton, Washington. \n\n\tThis amendment (39-6761, AD 90-21-10) becomes effective on November 13, 1990.
91-07-11: 91-07-11 BOEING: Amendment 39-6946. Docket No. 90-NM-211-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the No. 2 cargo doorway frames and depressurization of the airplane, accomplish the following: \n\n\tA.\tPrior to accumulating 22,000 total flight cycles or within the next 500 flight cycles after the effective date of this AD, whichever occurs later, conduct either of the following inspections in accordance with Figure 1 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990: \n\n\t\t1.\tConduct a visual inspection and an eddy current inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\t\n\t\t\t\t\tOr2.\tConduct a visual inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspection at intervals not to exceed 500 flight cycles, until an eddy current inspection for cracks in the affected area is accomplished. Perform the eddy current inspection within the next 3,000 flight cycles after the effective date of this AD. Thereafter, repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\n\tB.\tIf cracks are found, prior to further flight, repair in accordance with Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990. \n\n\tC.\tIncorporation of repairs in accordance with Figure 2 or modification in accordance with Figure 3 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990, constitutes terminating action for the inspection requirements of paragraph A. of this AD. \n\n\tD.\tAn alternative method ofcompliance 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial 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.\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 (39-6946, AD 91-07-11) becomes effectiveon April 29, 1991.
96-24-07: This amendment adopts a new airworthiness directive (AD) that applies to certain HOAC Austria Model DV-20 Katana airplanes. This action requires replacing the muffler with one of improved design, installing a heat shield around the exhaust system endpipe, and adjusting the airplane weight and balance. This AD results from reports of cracks in the welding joint that connects the exhaust system endpipe to the muffler on three of the affected airplanes. The actions specified by this AD are intended to prevent separation of the exhaust system endpipe from the muffler because of cracks in the welding that connects these parts, which could result in heat damage to the electrical system and engine controls.
79-19-02: 79-19-02 MCDONNELL DOUGLAS: Amendment 39-3555. Applies to certain Model DC-9 series airplanes, certificated in all categories, including Military Type C-9A, C-9B and VC-9C, serial numbers corresponding to fuselage numbers 1 through 839 as identified in McDonnell Douglas Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\tCompliance required within the next 3400 hours' time-in-service unless already accomplished within the past 200 hours' time-in-service, and thereafter at intervals not to exceed 3600 hours' time-in-service, on all airplanes with over 5000 hours' time-in-service as of, and after, February 13, 1978. Accomplishment of superseded AD 78-01-12 may be credited as accomplishment of this AD until the effective date of this AD. \n\n\t(a)\tPerform an X-ray inspection of the elevator spars, P/N 9918450-1 or -501 in accordance with instructions contained in paragraph 2 of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\t(b)\tCracked parts found during any of the inspections of paragraph (a) which do not exceed the crack limits and McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979 may be continued in service. However, in addition to the 3600 hour repetitive general inspection requirements of paragraph (a), the area 12 inches inboard and outboard of all cracks must be X-ray or dye penetrant inspected at intervals not to exceed the following: \n\n\t\t(1)\tLength of longest crack up to 2 inches - 800 hours' time-in-service. \n\n\t\t(2)\tLength of longest crack between 2 and 4 inches - 400 hours' time-in-service. \n\n\t(c)\tIf cracks are found during any reinspections of paragraphs (a) or (b) which exceed the crack limits of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979, the cracked spar must be repaired or replaced before further flight. If the cracked spar is repaired per McDonnell Douglas Service Sketch 27378, the inspection procedures in paragraph (a) of this AD must be accomplished within 1800 hours' time-in-service after the repair and at intervals of 1800 hours' time-in-service thereafter. \n\n\t(d)\tSpecial 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 required by this AD. \n\n\t(e)\tIf the original 7075-T651 spars (P/N 9918450-1 or -501) are replaced with 7075-T7351 spars (P/N 9918450-503), the inspection requirements of this AD will not apply to that airplane. \n\n\t(f)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the initial and repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis supersedes AD 78-01-12, Amendment 39-3119. \n\n\tThis amendment becomes effective September 13, 1979.
2011-16-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a general visual inspection for cracks and holes of the main equipment center (MEC) drip shields, and repairs if necessary; installation of a fiberglass reinforcing overcoat; and, for certain airplanes, installation of stiffening panels to the MEC drip shields. This AD was prompted by a report of a loss of bus control unit number 1 and generator control units numbers 1 and 2 while the airplane was on the ground, and multiple operator reports of cracked \n\n((Page 47428)) \n\nMEC drip shields. We are issuing this AD to prevent water penetration into the MEC, which could result in the loss of flight critical systems.
95-26-15 R1: This amendment revises an existing airworthiness directive (AD), applicable to various transport category airplanes equipped with Allied Signal Commercial Avionics Systems CAS-81 TCAS, that currently requires a revision to the Airplane Flight Manual (AFM) to provide the flightcrew with procedures to cycle power to the TCAS processor via the circuit breaker or power bus, and to perform a TCAS functional test to verify proper operation of the TCAS. That AD was prompted by reports of failure of the audio output of the CAS-81 TCAS. The actions specified by that AD are intended to ensure that the flightcrew is advised of the potential hazard associated with failure of the audio output of the CAS-81 TCAS, and of the procedures necessary to address it. This amendment adds a revision of the AFM requirements that provides an alternative method of compliance with the currently required AFM revision; and provides for a modification to the TCAS processor, which, if accomplished, terminates the requirements of the AD.
96-22-16: This amendment adopts a new airworthiness directive (AD) that applies to certain HB Aircraft Industries AG HB-23 2400 Hobbyliner/Scanliner sailplanes. This action requires inspecting the rudder bearing support bracket for cracks, replacing the bracket if cracked, and modifying the bracket with a third bolt, if no cracks are found. Cracks found in the rudder bearing support brackets prompted this action. The actions specified by this AD are intended to prevent cracks in the rudder bearing support bracket, which could cause loss of control of the rudder and possible loss of the sailplane.
96-22-13: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Aircraft Ltd. (Pilatus), Model PC-6 airplanes. This action requires inspecting for loose or sheared rivets in the hinge brackets on the horizontal stabilizer and inspecting for incorrect spacing tolerance of the hinge brackets. If the rivets are found loose or sheared, the AD requires replacing the rivets and also re-positioning the hinge brackets, if found incorrectly spaced. Several reports of rivets shearing on the hinge brackets prompted this action. The actions specified by this AD are intended to prevent structural failure of the hinge bracket on the horizontal stabilizer, which could result in partial or complete loss of control of the horizontal stabilizer and loss of control of the airplane.
92-27-11 R1: 92-27-11 R1 MCDONNELL DOUGLAS: Amendment 39-8491. Docket 93-NM-07-AD. Revises AD 92-27-11, Amendment 39-8446. \n\n\tApplicability: McDonnell Douglas Model MD-11 and MD-11F series airplanes; as listed in McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inhibited operation of the engine emergency fire extinguisher system, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, perform a functional inspection for proper actuation of the fire bottle switch, and a visual inspection of the fire shutoff handle cover assembly to verify whether a minimum clearance of 0.030 inch (0.76 mm) exists between the fire shutoff handles, cover assembly, and rub strips in the flight compartment, in accordance with the Accomplishment Instructions of McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992. \n\n\t\t(1)\tIf any fire bottle switch actuates (audible click), and if any handle clearance is found to be 0.030 inch (0.76 mm) or greater, no further action is necessary; or \n\n\t\t(2)\tIf any fire bottle switch does not actuate (click is not audible), and/or any handle clearance is not found to be 0.030 inch (0.76 mm) or greater, prior to further flight, trim the cover assembly handle cutout and rub strips to achieve a clearance of 0.030 inch (0.76 mm) or greater, and repeat the functional inspection requirements for proper switch actuation in accordance with paragraph (a) of this AD. \n\n\t(b)\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, LosAngeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Los Angeles ACO. \n\n\t(c)\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(d)\tThe functional inspection and trim shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992. This incorporation by reference was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 13, 1993 (57 FR 61791, December 29, 1992). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, 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(e)\tThis amendment becomes effective on February 8, 1993.
2021-13-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports indicating that during investigation of a fuel leak, fatigue cracking was found on the forward inboard side of the fuel tank access door cutouts on the left and right lower wing skin. The cause of the cracking is attributed to corrosion damage. This AD requires repetitive inspections for any existing repair of the wing lower skin fuel tank and dry bay access door cutouts on the left and right lower wing skin, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
96-22-10: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas DC-9 and DC-9-80 series airplanes, and Model MD-88 airplanes, that requires repetitive leak checks of the lavatory drain system and repair, if necessary; provides for the option of revising the FAA-approved maintenance program to include a schedule of leak checks; requires the installation of a cap on the flush/fill line; and requires replacement or modification of the vent system piping. This amendment is prompted by continuing reports of damage to engines and airframes, separation of engines from airplanes, and damage to property on the ground, caused by "blue ice" that forms from leaking lavatory drain systems on transport category airplanes and subsequently dislodges from the airplane fuselage. The actions specified by this AD are intended to prevent such damage associated with the problems of "blue ice."
91-15-10: 91-15-10 SOCATA Groupe AEROSPATIALE: Amendment 39-7074. Docket No. 91-CE-56-AD. Applicability: Models TB9 and TB10 airplanes (serial numbers 1 through 1217); and Models TB20 and TB21 airplanes (serial numbers 1 through 1030), certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. NOTE: The compliance time referenced in this AD takes precedence over that in the referenced service bulletin. To prevent adverse airplane handling qualities and possible loss of control of the airplane, accomplish the following: (a) Inspect the horizontal stabilizer balance weight attachment nuts for proper installation in accordance with the instructions in Parts 1) and 2) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. (1) If the horizontal stabilizer balance weight attachment nuts are not loose and are properly installed, accomplish the requirements in Part 3) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991, and return the airplane to service. (2) If the horizontal stabilizer balance weight attachment nuts are loose or are improperly installed, prior to further flight, remove, inspect, modify and reinstall the horizontal stabilizer balance weight in accordance with the criteria and instructions in Part 4) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000, Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (c) The inspection and possible modification required by this AD shall be done in accordance with SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. This incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of June 20, 1991, at 56 FR 2433 (May 30, 1991). Copies may be obtained from SOCATA Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; or the Product Support Manager, U.S.; AEROSPATIALE, 2701 Forum Drive, Grand Prairie, Texas. 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, 1100 L Street, NW, Room 8401, Washington, DC. Airworthiness Directive 91-15-10 supersedes AD 91-12-19, Amendment 39-6988. The amendment (39-7074, AD 91-15-10) becomes effective on August 10, 1991.
2011-14-06: We are superseding an existing airworthiness directive (AD) [[Page 42025]] that applies to 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: * * * * * The issue 10 of Airbus A318/A319/A320/A321 ALI [Airworthiness Limitation Items] Document and issue 2 of Airbus A319 Corporate Jet ALI Document introduce more restrictive maintenance requirements/ airworthiness limitations. Failure to comply with this issue 10 constitutes an unsafe condition. * * * * * The unsafe condition is fatigue cracking, accidental damage, or corrosion in principal structural elements and possible failure of certain life limited parts, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
93-11-03: 93-11-03 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8600. Docket 93-ANE-32. Applicability: Teledyne Continental Motors (TCM) Models O-200A, O-300A, O-300C, and O-300D reciprocating engines with the following serial numbers: New O-200A: 256005 through 256009, 256011 and 256012; Rebuilt O-200A: 281313-R, 281316-R, 281319-R through 281323-R, 281325-R through 281327-R, 281329-R, 281331-R, 281335-R, 281338-R, 281340-R, 281342-R, 281344-R, 281345-R, 281347-R, 281350-R, 281354-R, 281356-R, 281358-R, 281359-R, 281364-R, 281367-R, 281372-R through 281375-R, 281385-R, 281389-R, 281394-R, 281398-R, 281405-R, 281407-R, 281409-R, 281410-R, 281416-R, 281419-R through 281423-R, 281427-R, 281428-R, 281433-R, 281435-R, 281436-R, 281438-R, 281440-R, 281444-R through 281446-R, 281457-R, 281459-R through 281461-R, 281463-R, 281464-R, 281472-R, 281476-R, 281479-R, 281494-R, 285002-R, and 285005-R; Factory Overhauled O-200A: 242663-H, 252848-H, 254252-H, 255170-H, 255210-H, and 255984-H; Rebuilt O-300A: 16107D-R and 16108D-R; Rebuilt O-300C: 230815-R; Rebuilt O-300D: 25356-R, 25363-R, 25622D-R, 29680-R, 29723-R, 35774-R, 35977-R, and 35978-R; Factory Overhauled O-300D: 27903-H, 29712-H, and 29899-H. These engines are installed on but not limited to: Aeronca Models 15AC and S15AC; American Champion (Bellanca) Models 7ECA and 402; Cessna 150, 170, and 172 series; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, and M-4T; and Taylorcraft Model F-19 aircraft. Compliance: Required prior to further flight, unless accomplished previously. To prevent engine failure from an incorrect connecting rod, accomplish the following: (a) For engines that have less than 100 hours time in service (TIS), or unknown TIS, on the effective date of the AD since new, rebuild, or factory overhaul, accomplish the following: (1) With the engine cold, remove the engine cowling, ground both magnetos, and remove the top spark plugs. (2) Taking each cylinder in turn: (i) Position each piston at about 60 degrees before top dead center. (ii) Insert a small brass rod into the spark plug bore until contact with the top of the piston is achieved. (iii) Holding the brass rod against the top of the piston, move the propeller back and forth about 30 degrees in a rocking motion to move the crankshaft. (iv) By observing the brass rod move, ascertain that piston movement responds immediately and synchronously to connecting rod/crankshaft movement; that is, the brass rod must move immediately upon moving the crankshaft. (v) While checking for synchronous movement between the piston and the crankshaft, there must be no audible indication of differential movement between the piston and the connecting rod/crankshaft. (3) If for any cylinder, piston movement does not respond immediately and synchronously to crankshaft movement, or if there is an audible indication of differential movement between the piston and the connecting rod/crankshaft, replace the connecting rod with the correct serviceable part for that model engine, and inspect for serviceability, and replace as necessary, other applicable engine parts. (b) For engines that have 100 hours or more TIS on the effective date of this AD, since new, rebuild, or factory overhaul, no inspection is required. (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, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (d) This amendment becomes effective July 13, 1993, to all persons except those persons to whom itwas made immediately effective by priority letter AD 93-11-03, issued June 1, 1993, which contained the requirements of this amendment.
91-05-13: 91-05-13 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6910. Docket No. 90-NM-243-AD. Applicability: de Havilland Model DHC-7 series airplanes, Serial Numbers 3 through 36, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible malfunction of the wing flight spoilers, accomplish the following: A. Within 180 days after the effective date of this AD, replace the outboard (Modification Nos. 7/1927 and 7/1951) and inboard (Modification Nos. 7/1928 and 7/1952), right and left wing flight spoilers spigot fittings, in accordance with the Accomplishment Instructions in de Havilland Service Bulletins 7-27-25, Revision B, and 7-27-26, Revision B, both dated January 28, 1983. 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, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York ACO, ANE-170, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO, ANE-170. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1YK, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. Thisamendment (39-6910, AD 91-05-13) becomes effective on March 29, 1991.