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66-04-02: 66-04-02 LOCKHEED: Amdt. 39-187 Part 39 Federal Register January 29, 1966. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated. In order to detect and remove or repair damage, and to retard cracking induced by corrosion in the upper and lower wing plank splice areas and at the access door-to-plank splices, accomplish the inspections and repairs set forth herein, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. The inspection required by (a) must be continued until inspection of the same area in accordance with (b) and (c) has been accomplished. (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service and thereafter at intervals not to exceed 300 hours' time in service from last inspection: (1) Visually inspect internally for cracks the upper wing plank splice underlying tang riser radius adjacent to risers Nos. 29, 36, 43 and 50, in the wing area located between the upper inboard nacelle skate angles, except those areas covered with production doublers or repair doublers. (This area is shown in Item 5, Figure 3 and Riser Locations, Figure 4, of Lockheed Service Bulletin 88/SB-620E or later FAA-approved revision. (2) For airplanes utilizing the area described in (a)(1) as an integral fuel tank, purge the tank and remove the sealant covering the inspection areas before each inspection. (This area is shown in Item 5 and upper 1/2 inch of aft face of Item 11, Figure 3 of Lockheed Service Bulletin 88/SB-620E or later FAA-approved revision. (b) For airplanes on which the splice gap has been widened to a width of 0.070 0.010 inch and has been cleaned, sealed, and painted in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision, accomplish the inspections set forth in (1) on the areas and at the times prescribed in (2), except those areas covered with production doublers or repair doublers. (1) Visually inspect for corrosion around fastener heads and for bulging between fasteners and along the wing plank edge, and ultrasonically inspect for corrosion and cracks in the wing plank splices in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 88/SB-620E, Section 2.B or later FAA-approved revision. (2) Inspect the areas described in Column 1 of the following table at the time specified in Column 2 unless already accomplished within the time specified in Column 3. These inspections must be repeated once at the time interval specified in Column 4 and thereafter at the time interval specified in Column 5 beginning at the time of the last inspection. AREA (Col.1) INITIAL TIME (Col. 2) LAST INSPECTION (Col. 3) 1st REPETITIVE (Col. 4) REPETITIVE (Col. 5) UPPER WING SURFACE 2. Under fuselage fillets 1400 2600 40008000 3. Between fillet and wing station 83 1400 2600 4000 8000 4. Around inboard fuel tank access door 700 3300 4000 8000 5. Between nacelle skate angle & wing station 155 700 3300 4000 8000 6. Between nacelle skate angle & wing station 221 700 3300 4000 8000 7. Between wing station 221 & 257 at planks 2-3 splice & planks 3-4 splice 1400 2600 4000 8000 8. Around outboard fuel tank access door 700 3300 4000 8000 9. Around fuel probe access door 1400 2600 4000 8000 10. All remaining splices except center section wing between fuselage fillets 2000 2000 4000 8000 LOWER WING SURFACE 2. Under fuselage fillets 1400 6600 8000 8000 3. Between fillet & wing station 83 1400 6600 8000 8000 4. Between nacelle skate angles & wing sta. 155 & 221 700 7300 8000 8000 5. Around access doors 14006600 8000 8000 6. All remaining splices except center section wing between fuselage fillets 2000 6000 8000 8000 (c) For airplanes on which the splice gap has not been widened to a width of 0.070 + 0.010 inch in accordance with Lockheed Service Bulletin 88/SB-620E, Section 2.C(a), accomplish any one of the following: (1) Inspect in accordance with the provisions of (b)(1) at the times specified for initial inspection set forth in (b)(2), accomplish the requirements of (d), widen all unwidened joints to a width of 0.070 + 0.010 inch, and clean, seal, and paint the joints, unless already accomplished, in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision. These requirements must be accomplished on those areas specified in the table set forth in (b), except areas covered by production doublers or repair doublers. The inspections must be repeated at the intervals specified in the table set forth in (b). (2) Inspect in accordance with the provisions of (b)(1) at the times specified for initial inspection set forth in (b) (2), accomplish the requirements of (d), and clean, seal, and paint the unwidened joints, unless already accomplished, in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J., through 2.N., or later FAA-approved revision. These requirements must be accomplished on those areas specified in the table set forth in (b), except areas covered by production or repair doublers. The inspections must be repeated once within a time interval of not less than 1800 hours' time in service and not more than 2200 hours' time in service from the time the splices were sealed, after which the repetitive inspection intervals specified in the table set forth in (b) may be used. (3) Widen the splice gap to a constant width of 0.070 + 0.010 inch, if not previously accomplished, and visually inspect for corrosion around fastener heads and for bulging between fasteners and along the wing plank edge, and in the wing plank splices in accordance with the instructions of Lockheed Service Bulletin 88/SB-620E, Section 2.B. or later FAA-approved revision. If corrosion is detected in the skin riser radius of the underlying tang, inspect the radius for cracks by the dye penetrant procedure described in Lockheed Service Bulletin 88/SB-620E, Section 2.C. or later FAA-approved revision. These requirements must be accomplished on those areas and at the time specified for initial inspection set forth in (b)(2), except areas covered by production doublers or repair doublers. Accomplish the repairs as necessary in accordance with (d). These inspections must be repeated at intervals not to exceed 1000 hours' time in service from the last inspection until the joints have been cleaned, sealed, and painted in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision after which the repetitive inspection intervals specified in the table set forth in (b) may be used. (4) Inspect in accordance with the provisions of (b)(1), the areas specified in the table set forth in (b)(2), except those areas covered by production doublers or repair doublers, at the time specified for initial inspection set forth in that table. Accomplish the repairs as necessary in accordance with (d). These inspections must be repeated at intervals not to exceed 1,000 hours' time in service from the last inspection until the provisions of (1) or (2) are accomplished. (d) Remove all corrosion and cracks found during the inspections performed in accordance with (a), (b), and (c) before further flight, in accordance with the instructions provided in Lockheed Service Bulletin 88/SB-620E, Sections 2.E. and 2.F. or later FAA-approved revision, except that removal of corrosion damage that does not exceed the limits of Lockheed Service Bulletin 88/SB-620E, Section 2.G. or later FAA-approved revision, may be deferred for an interval not to exceed 300 hours' time in service. Repair all areas where material removed exceeds the limits of Lockheed Service Bulletin 88/SB-620E, Section 2.G. or later FAA-approved revision, before further flight in accordance with the instructions provided in Lockheed Service Bulletin 88/SB-620E, Sections 2.O. and 2.P., or 2.O. and 2.Q. or later FAA-approved revision. If a repair described in Section 2.P. is used, the instructions in 2.P. pertaining to special inspections, inspection intervals, and additional repairs must be complied with. The airplane may be flown in accordance with FAR 21.197 to a base where the corrosion removal and repairs can be performed. (e) Within 4,000 hours' time in service after December 29, 1966, for airplanes with splices sealed before that date, and within 4,000 hours' time in service after the splices are sealed for airplanes with splices sealed after December 29, 1966, and thereafter at intervals not to exceed 2,000 hours' time in service from the date of the last inspection: (1) Visually inspect splices, except areas covered by production doublers or repair doublers, or enclosed by fillets and nacelle structure, for looseness of sealant. (2) Re-seal any loose areas in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 that operator. (g) The inspection provisions of (b)(2) table, columns 2, 3, and 4, of this revision, are considered to have been previously accomplished if, prior to the effective date of this revision, inspections were accomplished in accordance with theprovisions listed in (b)(2) table, columns 2, 3, and 4, of Amendment 39-187, AD-66-04-02. In addition, the repairs accomplished in accordance with AD 66-04-02 are not affected by this amendment. (Lockheed Service Bulletin 88/SB-620D covers this same subject). This directive effective January 29, 1966. Revised February 11, 1966. Revised April 26, 1966. Revised December 29, 1966. Revised February 18, 1967.
2015-18-01: We are adopting a new airworthiness directive (AD) for Vulcanair S.p.A. Model P.68R airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a discrepancy in the climb performance reported in the airplane flight manual and in the actual performance of the airplane. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-19-04: 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: It has been found the occurrence of corrosion on the Auxiliary Power Unit (APU) mounting rods that could cause the APU rod to break, affecting the APU support structure integrity. * * * * * APU support structure failure could result in loss of power of the APU and possible loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-14-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-60 series airplanes, that requires affixing a label containing revised engine limitations on the ditching hatch, and revising the airplane flight manual to reflect the revised engine limitations. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the use of incorrect engine limitations, which could result in an overspeed of the propellers and potential for blade failure.
2000-14-04: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires a one-time inspection of the fuselage skin adjacent to the drag splice fitting to detect cracking, and follow-on actions, if necessary. This action is necessary to detect and correct fatigue cracking of the fuselage skin, which could result in reduced structural integrity of the fuselage, and consequent rapid depressurization of the airplane.
89-18-08: 89-18-08 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-6307. Applicability: Gulfstream Aerospace Models AA-5, AA-5A, AA-5B, and GA-7 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude fuel tank/fuel system contamination caused by deterioration of fuel tank access cover sealant, accomplish the following: (a) Inspect the fuel tanks, fuel system, and the electric fuel pump filter for fuel tank sealant contamination in accordance with the instructions specified in Gulfstream Aerospace Corporation (GAC) Service Bulletin (SB) No. 176, dated July 26, 1989, or GAC S/B No. ME 22, dated July 26, 1989, as applicable. If contamination is detected, prior to further flight clean the fuel system and all fuel system components in accordance with the instructions in the above listed applicable GAC S/B. (b) Reseal the fuel tank access covers using high-octane fuel resistant sealant per the instructions in the applicable GAC S/B listed in paragraph (b) of this AD. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate, Aircraft Certification Service, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, Technical Operations Department, Travis Field, P.O. Box 2206, Savannah, Georgia 31402-2206; or may examine the documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6307, AD 89-18-08) becomes effective on September 21, 1989.
2015-17-22: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports indicating that certain hinge sleeves on the cowl doors of the thrust reverser units (TRUs) were not heat treated. This AD requires replacing the sleeves of certain hinges on the cowl doors of the TRUs with new parts. We are issuing this AD to prevent, in the event of a fan-blade-off event due to high vibration, in-flight loss of TRU heavy components, which might damage airplane structure or control surfaces and consequently reduce controllability of the airplane.
2000-14-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires installation of placards on the P3-1 panel. This action is necessary to prevent loss of communication between the flight crew and Air Traffic Control; this situation could result in the flight crew being unaware of an unsafe scenario when the airplane is on the ground. This action is intended to address the identified unsafe condition.
96-05-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires replacement of the inlet filter in the spoiler servo-controls and installation of a lockwire. This amendment is prompted by reports of leakage of hydraulic fluid at the inlet filter plug of the spoiler actuator as a result of inadequate torque of the filter plug, and reports of broken lockwires. The actions specified in this AD are intended to prevent loss of hydraulic fluid to the extent that a complete failure of the associated hydraulic system could occur. Such a loss, when combined with other hydraulic system failures, could reduce the controllability of the airplane.
2000-14-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes, that currently requires repetitive inspections to detect cracking of the rear spar web or fuel leakage of the wing center section, and repair, if necessary. That action also provides for an optional modification of the rear spar web that constitutes terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent cracking of the rear spar web, which could permit fuel leakage into the airflow multiplier, and could result in an electrical short that could cause a fire.
2000-14-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires replacing the smoke detectors in the cargo compartment with new, improved smoke detectors. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent false smoke warnings from the cargo compartment smoke detectors, which could result in aborted takeoffs, diversions of flight routes, and emergency evacuation of flight crew and passengers.
2000-13-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive detailed visual and dye penetrant inspections of the backup struts in the left and right nacelles to detect discrepancies; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the backup struts in the left and right nacelles due to fatigue cracking, which could result in loss of fail-safe redundancy in the design of the nacelle in terms of load capability.
2000-09-01 R1: This document corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. That AD also requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects two errors that resulted in the incorrect references of two paragraphs. This correction is necessary to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of thedoor, flight control, or severe structural damage.
2015-17-20: We are adopting a new airworthiness directive (AD) for certain serial number (S/N) GE Aviation Czech s.r.o. M601E-11, M601E-11A, and M601F turboprop engines with certain part number (P/N) gas generator turbine (GGT) blades, installed. This AD requires removing from service any affected engine with certain GGT blades installed. This AD was prompted by the determination that certain GGT blades are susceptible to blade failure. We are issuing this AD to prevent GGT blade failure, which could lead to engine failure and loss of the airplane.
74-14-03: 74-14-03 DETROIT DIESEL ALLISON: Amendment 39-1891. Applies to Detroit Diesel Allison Model 250-C20 Engines equipped with Chandler Evans Fuel Controls. Compliance required as indicated. To prevent after fires resulting from incomplete fuel cut-off at engine shutdown, unless already accomplished: A. Within the next 25 hours' flight time, and at each subsequent change of the fuel control or the associated linkage system inspect the fuel control rigging to assure that the fuel control quadrant reads minus 2 degrees with the throttle lever against the minimum stop when the twist grip is in the "Fuel Off" position. Minus 2 degrees is 1/32 inch to the left of the 0 degree mark. If the reading is not minus 2 degrees, readjust the minimum stop on the fuel control to obtain minus 2 degrees on the fuel control quadrant as follows: 1. Turn the minimum stop screw to obtain 0 degrees on the quadrant with the throttle against the stop. 2. Turn the minimum stop screw out (counterclockwise) one half turn. 3. Recheck to be sure the pointer is at minus 2 degrees when the twist grip is in the "Fuel off" position. NOTE: If after accomplishing the above, limitations of the aircraft engine control system linkage prevent reaching minus 2 degrees, set the minimum stop at 0 degrees. B. In addition to Part A, within the next 25 hours' flight time, accomplish the following on Model 250- C20 Engines equipped with Chandler Evans fuel controls, Part Numbers 6875653, 6876967, 6876797, 6877542, 6851386, and 6851506 only. This is a one time adjustment and test. 1. Adjust the cut-off lever link as follows: a. If the minimum stop is adjusted to minus 2 degrees, turn the nut closest to the throttle shaft four flats in the direction to shorten the effective length of the link. b. If the minimum stop is adjusted to 0 degrees, turn the nut closest to the throttle shaft eight flats in the direction to shorten the effective length of the link. c. Tightenthe nut on the opposite side of the cut-off lever bushing to 8-12 in. lb. so that the lever bushing is tight between the locknuts. d. Paint the locknuts and thread area around the nuts with red Glyptol or equivalent to identify the control as having been adjusted. 2. Start the engine and make a short ground run; then check the rigging for repeatability of the setting (0 degrees or -2 degrees) with the twist grip at "Fuel Off". 3. Check the fuel control cut-off valve for leakage as follows: a. Disconnect the fuel hose from the fuel nozzle and place the free end in an open container. b. Turn on the aircraft switches required to provide fuel boost pump pressure to the engine and pull the ignition circuit breaker or remove the primary wire to the ignition exciter to deactivate the ignition system. (Insulate the terminal of the primary wire.) c. Motor the engine to 10% N(1) RPM using the starter. d. If fuel flows from the open line in excess of 20 drops perminute with the twist grip at "Fuel Off", replace the fuel control and repeat the check before accepting the control. e. Reconnect the fuel hose and tighten the coupling to 80-120 in. lb. Detroit Diesel Allison Commercial Service Letter 250-C20-CSL-1023 pertains to this subject. This amendment is effective July 10, 1974.
2022-21-01: The FAA is superseding Airworthiness Directive (AD) 2021-06- 07, which applied to certain Airbus SAS Model A330-200 series and A330- 300 series airplanes. AD 2021-06-07 required repetitive detailed inspections of the courier area oxygen system (CAOS) and replacement of affected parts if necessary. Since the FAA issued AD 2021-06-07, improved flexible oxygen hoses have been developed. This AD continues to require repetitive detailed inspections of the CAOS and replacement of affected parts if necessary. This AD also requires replacing each affected part with an improved serviceable part, which is terminating action for the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2000-13-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison Engine Company, Inc. AE 3007A and AE 3007C series turbofan engines. This AD requires the removal from service of certain turbine wheels before exceeding new, reduced cyclic life limits. This amendment is prompted by a refined life analysis that was performed by the manufacturer. The actions specified by this AD are intended to prevent an uncontained turbine wheel failure, which could result in damage to the airplane.
94-07-13: This amendment adopts a new airworthiness directive (AD), applicable to Fokker Model F-28 Mark 0100 series airplanes, that requires inspection, necessary repair, and modification of the engine mount shear shelf webs. This amendment is prompted by reports of interference between the engine mount shear shelf web and the fixed cowl mid and aft hooks, which caused fatigue cracks to occur in the web. The actions specified by this AD are intended to prevent fatigue cracking and other damage to the structure of the shear shelf web, which subsequently could lead to loss of the engine mounting structure.
76-24-01: 76-24-01 PRATT & WHITNEY AIRCRAFT: Amendment 39-2775 as amended by Amendment 39-2910. Applies to all Pratt & Whitney Aircraft JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, and -11 turbofan engines containing eighth stage compressor disk, P/N 496908. Compliance required as indicated. To prevent possible failure, remove from service the eighth stage compressor disk, P/N 496908 in accordance with the following schedule: A. After June 30, 1977, remove disks prior to accumulating 8,000 cycles since new. In lieu of removal, disks may be continued in service until December 31, 1977, if inspected in accordance with Pratt & Whitney Aircraft Special Instruction No. SI-10F-77 by June 30, 1977, and every 120 cycles thereafter. Cracked disks shall be replaced prior to further flight. The established life limit of 11,000 cycles shall not be exceeded. B. After September 30, 1977, remove disks prior to accumulating 6,000 cycles since new. In lieu of removal, disks may be continued in service until December 31, 1977, if inspected in accordance with Pratt & Whitney Aircraft Special Instruction No. SI-10F-77 by September 30, 1977, and every 120 cycles thereafter. Cracked disks shall be replaced prior to further flight. The established life limit of 11,000 cycles shall not be exceeded. After December 31, 1977, P/N 496908 compressor disk retirement life is 6,000 cycles since new. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the 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. The manufacturer's Special Instruction No. SI-10F-77 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 Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at New England Region. Amendment 39-2775 became effective 30 days after publication in the FEDERAL REGISTER. This amendment 39-2910 becomes effective on June 22, 1977.
80-12-10 R1: 80-12-10 R1 BRITISH AEROSPACE (Formerly Hawker Siddeley Aviation, Ltd.): Amendment 39- 3797 as amended by Amendment 39-4524. Applies to Model DH/BH/HS 125 series airplanes except 700 series airplanes above Serial Number NA-0245, certificated in all categories. Compliance is required as indicated. To prevent the possible loss of flaps, accomplish the following: (a) For those airplanes to which AD 78-03-03 did not apply, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the work can be accomplished, and for those airplanes to which AD 78-03-03 applies, within the next 3 months after the last inspection performed in accordance with AD 78-03-03, unless already accomplished- (1) Incorporate British Aerospace Modification No. 252670 or an FAA-approved equivalent in accordance with all items set forth in paragraph 2, "Accomplishment Instructions," British Aerospace Service Bulletin SB. 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent; and (2) Concurrently with incorporation of the modification, inspect the aft lug of the hinge arm brackets and, except for 700 series airplanes, trim, blend, and de-burr the reinforcing on the flap lower skin, in accordance with "Additional Action to be Carried Out Concurrently with SB. 57-54 paras. 2.A(4) to (7)," page 8, British Aerospace Service Bulletin SB. 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent. However, if before the effective date of this AD, an airplane had incorporated Modification 252670 or an FAA-approved equivalent, but any of the actions specified in paragraph (a)(2) of this AD, if applicable, had not been accomplished, comply with paragraph (c) of this AD. (b) For those airplanes which before the effective date of this AD had not incorporated British Aerospace Modification 252670 or an FAA-approved equivalent and had not performed the lug inspection and the trimming, etc., of the reinforcing specified in paragraph (a)(2) of this AD, within the next 12 months after concurrently accomplishing this work in accordance with paragraph (a) of this AD, inspect in accordance with paragraph (e) of this AD. (c) For those airplanes which before the effective date of this AD had already incorporated British Aerospace Modification 252670 or an FAA-approved equivalent (1) Except for 700 series airplanes - (i) Within the next 3 months after the effective date of this AD, unless already accomplished, trim, blend, and de-burr the reinforcing on the flap lower skin in accordance with paragraph 1, "Additional Action to be Carried Out Concurrently With SB. 57-54 para. 2A(4) to (7)," page 8, British Aerospace Service Bulletins 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent; and (ii) Within the next 3 months after the effective date of this AD but not before paragraph (c)(1) of this AD has been accomplished, inspect in accordance with paragraph (e) of this AD. However, for an airplane on which before the effective date of this AD, British Aerospace Service Bulletin SB. 57-55 dated May 5, 1978, (hereinafter Service Bulletin SB. 57-55) had been accomplished and either before such accomplishment or concurrently with such accomplishment the trimming, etc., of the reinforcing on the flap lower skin specified in paragraph (c)(1) of this AD had been accomplished, within the next 3 months after the effective date of this AD or within the next 12 months after the last accomplishment of Service Bulletin SB. 57-55, whichever occurs later, inspect in accordance with paragraph (e) of this AD. (2) For 700 series airplanes, within the next 3 months after the effective date of this AD or within the next 12 months after the last accomplishment of Service Bulletin SB. 57-55 of this AD, whichever occurs later, inspect in accordance with paragraph (e) of this AD. (d) Within the next 12 months after the inspection requiredby paragraph (b) or (c) of this AD, and thereafter at intervals not to exceed 12 months from the last inspection, inspect in accordance with paragraph (e) of this AD. (e) Inspect the flap outer hinge assemblies using the dye penetrant method in accordance with paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA-approved equivalent. This inspection requires full compliance with Items 1 through 7 of paragraph 2 of the Service Bulletin. (f) If, during any inspection required by this AD, any cracks are found: (1) Before further flight - (i) Replace the cracked part with a new part in accordance with Service Bulletin SB. 57-55, or an FAA-approved equivalent. In addition, if the rear lug of a hinge arm is found to be cracked, also replace the associated steel strap with a new strap in accordance with Service Bulletin S.B. 57-55 or an FAA-approved equivalent; (ii) Re-protect and reassemble the assemblies, complying fully with Items 9 through 13, paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA- approved equivalent. (2) Continue the repetitive inspection required by this AD. (g) If, during any inspection required by this AD, no cracks are found, re-protect and reassemble the assemblies complying fully with Items 9 through 13, paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA-approved equivalent, and continue the repetitive inspections required by this AD. (h) For purposes of this AD, an FAA-approved equivalent must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (i) Accomplishment of BAe Modification 252659 constitutes terminating action for this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1).AD 78-03-03, Amendment 39-3133 was superseded by AD 80-12-10, Amendment 39-3797. Amendment 39-3797 became effective June 23, 1980. This Amendment 39-4524 becomes effective January 3, 1983.
2000-13-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 777-200 and -300 series airplanes, that currently requires revising the Limitations Section of the Airplane Flight Manual (AFM) to prohibit the dispatch of certain airplanes under certain conditions. That amendment also requires repetitive inspections to ensure correct operation of the backup generators; and, for certain airplanes, a one-time inspection to detect damage of the engine external gearbox; and corrective actions, if necessary. This amendment continues the AFM and inspection requirements and expands certain corrective action requirements. This amendment is prompted by reports of inflight shutdowns due to sheared backup generator shafts. The actions specified in this AD are intended to prohibit the dispatch of an airplane with an engine-mounted backup generator having a sheared shaft; and to detect and correct damage to the engine, which could result in inflightshutdowns.
2000-13-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires revising the Airplane Flight Manual, and eventual disconnection of the precooler differential pressure switches. This action is necessary to prevent incorrect operation of the precooler differential pressure switches, which could result in inappropriate automatic shutoff of the engine bleed valve, and consequent inability to restart a failed engine using cross-bleed from the other engine or possible failure of the anti-ice system. This action is also necessary to ensure that the flight crew is advised of the procedures necessary to restart an engine in flight using the auxiliary power unit.
70-20-01: 70-20-01 SIAI-MARCHETTI: Amdt. 39-1081. Applies to Model 205-22/R airplanes. To prevent malfunction of the flap position locking mechanism, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, replace the flap system locking pawl (P/N 205-6-052-22) and cup (P/N 205-6-052-23) with a modified locking pawl (P/N 205-6-052-22/A) and modified cup (P/N 205-6-052-23/A) in accordance with SIAI Marchetti Technical Instruction No. 205 I-13, dated 3 April 1970, or an FAA-approved equivalent. (SIAI Marchetti Service Bulletin No. 205B25 refers to this subject). This amendment becomes effective September 22, 1970.
2022-20-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-1041 airplanes. This AD was prompted by a potential interference between the ram air turbine (RAT) blade tip and the belly fairing (BF) RAT inboard door. This AD requires replacing the BF inboard RAT door and BF adjacent panels, and prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-16-08: We are superseding Airworthiness Directive (AD) 2011-08-51 for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-08-51 required repetitive inspections of the lap joint at certain stringers along the entire length from certain body stations. This new AD expands the inspection area, requires additional inspections for cracks and open pockets, requires corrective actions if necessary, and revises the compliance times. This AD was prompted by an evaluation by the design approval holder (DAH) that has determined that the lower fastener holes in the lower skin of the fuselage lap splice are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the lower fastener holes in the lower skin of the fuselage lap splice, which could result in reduced structural integrity of the airplane.