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2024-13-05: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report of heat damage on multiple engine inlets around the engine anti-ice (EAI) duct within the inlet aft compartment. This AD requires doing a records check and updating the operator's existing minimum equipment list (MEL), inspecting the left and right engine inlet cowl assembly for signs of heat damage around the EAI duct, installing or replacing the EAI duct seals, repairing any damage, and replacing the engine inlet if necessary. This AD also prohibits the installation of engine inlets under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
91-13-10 R1: 91-13-10 R1 BOEING: Amendment 39-8158. Docket No. 91-NM-241-AD. Revises AD 91-13-10, Amendment 39- 7041. \n\n\tApplicability: Model 747 series airplanes equipped with Pratt and Whitney PW4000 engines; and Model 767 series airplanes equipped with Pratt and Whitney PW4000, General Electric CF6-80C2-B2F, or General Electric CF6- 80C2-B6F series engines; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent overspeed or uncommanded shutdown of an engine, accomplish the following:\n\n\t(a)\tFor Model 747 series airplanes equipped with Pratt and Whitney PW4000 engines, and Model 767 series airplanes equipped with Pratt and Whitney PW4000 or General Electric CF6-80C2-B6F engines: Within 3 days after May 22, 1989 (the effective date of Amendment 39-6210), add the following to the Limitations Section of the FAA- approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Prior to each departure, with all engines running, refer to the EICAS status page and determine the dispatch capability of the aircraft." \n\n\t(b)\tWithin the next 24 months after August 12, 1991 (the effective date of this Amendment 39-7041), replace the EICAS computers in accordance with the appropriate service bulletin listed below. After replacement of the EICAS computers in accordance with the specified service bulletins, the AFM limitation required by paragraph (a) of this AD may be removed. \n\n\t\t(1)\tFor Model 747 series airplanes listed in Boeing Service Bulletin 747-31-2151, dated March 29, 1990. \n\n\t\t(2)\tFor Model 767 series airplanes equipped with Pratt and Whitney PW4000 engines listed in Boeing Service Bulletin 767-31-0033, Revision 1, dated September 27, 1990. \n\n\t\t(3)\tFor Model 767 series airplanes equipped with General Electric CF6-80C2-B6F engines listed in Boeing Service Bulletin 767-31-0038, dated April 12, 1990. \n\n\t(c)\tFor Model 767 series airplanes equipped with General Electric CF6-80C2-B2F engines: \n\n\t\t(1)\tWithin the next 3 days after the effective date of this AD, add the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Prior to each departure, with all engines running, refer to the EICAS status page and determine the dispatch capability of the aircraft." \n\n\t\t(2)\tWithin the next 24 months after the effective date of this AD, replace the EICAS computers in accordance with Boeing Service Bulletin 767-31-0038, dated April 12, 1990. After incorporation of the EICAS computers, the AFM limitation required by paragraph (c)(1) may be removed. \n\n\t(d)\tFor airplanes not subject to paragraph (b) or (c) of this AD, within the next 30 days after the effective date of this AD, remove the AFM limitation required by paragraph (a) of this AD. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time, which provides anacceptable 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\t(f)\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\t(g)\tThe replacement requirements shall be done in accordance with the following Boeing Service Bulletins, which incorporate the following list of affected pages: \n\nService Bulletin\tRevision Level\t\tDate\t\t\tPages \n\n747-31-2151\nOriginal\t\nMarch 29, 1990\n1 - 10 \n767-31-0033\n1\nOriginal\t\nSeptember 27, 1990 May 31, 1990\n1, 2, 4, 5 \n3, 6, 7, 8, \n9, 10 \n767-31-0038\nOriginal\t\nApril 12, 1990\n1 - 8 \n\n\n\n\n\t\nThis incorporation by reference was approved by the Director of the Federal Register inaccordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C.\n\n\t(h)\tAirworthiness Directive 91-13-10 superseded AD 89-10-06, Amendment 39-6210. \n\t(i)\tThis Airworthiness Directive 91-13-10 R1 revises AD 91-13-10, Amendment 39-7041.\n \t(j)\tThis amendment (39-8158, AD 91-13-10 R1) becomes effective on February 26, 1992.
2024-14-03: The FAA is adopting a new airworthiness directive (AD) for various airplanes modified with a certain configuration of the Garmin GFC 500 Autopilot System installed per Supplemental Type Certificate (STC) No. SA01866WI. This AD was prompted by a report of an un- commanded automatic pitch trim runaway when the autopilot was first engaged. This AD requires updating the applicable Garmin GFC 500 Autopilot System software for your airplane and prohibits installing earlier versions of that software. The FAA is issuing this AD to address the unsafe condition on these products.
2017-12-04: We are superseding airworthiness directive (AD) 2016-20-04 for Airbus Helicopters Model SA341G and SA342J helicopters. AD 2016-20-04 prohibited autorotation training flights until the landing gear rear crosstube (crosstube) was inspected. This new AD adds additional part- numbered crosstubes to the applicability and revises the hardness criteria for the inspection. This AD is prompted by a determination that an additional part-numbered crosstube may have the same unsafe condition. The actions of this AD are intended to detect and prevent an unsafe condition on these helicopters.
2017-11-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-200, -300, and -400ER series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage skin lap splices are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections to detect any crack in the fuselage skin at the skin lap splices, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
91-05-09: 91-05-09 PILATUS BRITTEN-NORMAN (PBN): Amendment 39-6892; Docket No. 90-CE-33-AD. Applicability: Model BN-2T Turbine Islander airplanes (all serial numbers), certificated in any category, that do not have PBN Modification Number NB/M/1429 incorporated. Compliance: Required within the next 200 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the loss of engine power on both engines simultaneously, accomplish the following: (a) Modify the airplane engine ignition system as described in PBN Service Bulletin BN-2/SB 193, dated April 11, 1990. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (c) An alternate 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 Staff, 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 Staff. (d) All persons affected by this directive may obtain copies of the document referred to herein upon request to Pilatus Britten-Norman Limited, Bembridge Airport, Isle of Wight, PO36 5PR, England; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6892, AD 91-05-09) becomes effective on March 25, 1991.
77-22-05: 77-22-05 BELLANCA (CHAMPION): Amendment 39-3069. Applies to models 7ECA S/Nos. 1 thru 722, 725, 723-70 thru 1238-78 7GC S/Nos. All 7GCA S/Nos. All 7GCAA S/Nos. 1 thru 198, 200 thru 204, 276, 205-70 thru 355- 78 7GCB S/Nos. All 7GCBC S/Nos. 1 thru 201, 205, 207, 202-70 thru 1024-78 7HC S/Nos. All 7KCAB S/Nos. 1 thru 208, 210 thru 226, 270, 271, 209-70 thru 617-77 Certificated in all categories. Compliance is required as indicated unless already accomplished. Part I Airspeed Restriction/Front Strut Replacement a. Effective immediately, unless already accomplished, attach the following operating limitation placard near the airspeed indicator in full view of the pilot: "DO NOT EXCEED 153 MPH CAS MAXIMUM OPERATING SPEED" The letters on this placard must be at least 1/8 inch in height and on suitable material which can be expected to remain affixed in position and resist deterioration. This placard may be installed by the pilot.b. Within three (3) months after the effective date of this airworthiness directive, accomplish either: 1. Remove red radial marking on airspeed indicator at 162 MPH (141 KTS). Remark indicator with red radial line at 153 MPH (133 KTS). Change Operations Limitations Card as follows: Replace Airspeed Limitations "GLIDE or DIVE-----162 MPH CAS" with "MAXIMUM OPERATING SPEED----153 MPH CAS". Bellanca Service Kit 256 may be used to accomplish this. (Bellanca Service Letter C-127 pertains to this subject.) After marking indicator, the placard required per paragraph (a) above may be removed, or 2. Remove wing front lift struts Bellanca P/N 5-144 and install replacement wing front lift struts Bellanca P/N 5-392 (Bellanca Service Letter C-127 and Service Kit 257 pertain to this subject). After the struts are replaced, the placard per paragraph (a) above may be removed and the airspeed markings and Operations Limitations Card per paragraph (b.1) above may be returned to theiroriginal 162 MPH CAS markings. NOTE: The Bellanca P/N 5-392 strut may be identified by a square tube fitting at the wing end. Part II Acrobatic Maneuvers Placard/Accelerometer Markings/Operating Limitations Card Change. Applies to All Bellanca (Champion) Acrobatic Models As Indicated. (Bellanca Service Letter C-128 pertains to this subject.) a. Effective immediately, flight operations shall be conducted in accordance with the limitations specified below. b. Within three (3) months after the effective date of this airworthiness directive unless already accomplished, replace the acrobatic maneuvers placard and remark the accelerometer if applicable as indicated below. 1. For Model 7ECA - S/Nos. 1 thru 722, 725, 723-70 thru 1238-78 7GCAA - S/Nos. 1 thru 198, 200 thru 204, 276, 205-70 thru 355-78 Install Bellanca placard (Bellanca Service Kit 258) or facsimile on suitable material which can be expected to remain affixed in position and resist deterioration as shown below. LANDPLANE APPROVED FOR ONLY FOLLOWING ACROBATIC MANEUVERS MANEUVER ENTRY SPEED IAS MPH KNOTS CHANDELLE, LAZY EIGHT 120 104 BARREL OR SLOW ROLL 120 104 IMMELMANN 145 126 LOOP OR CLOVER LEAF 140 122 SPLITS 80 70 SNAP ROLL 85 74 HAMMERHEAD TURN 140 122 CUBAN EIGHT 145 126 SPIN SLOW DECELERATION DO NOT EXCEED +5.0 OR -2.0 G LOAD FACTOR. DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITIONS. DO NOT PERFORM ACROBATICS IN TURBULENT AIR. CAUTION: NEGATIVE G FLIGHT WILL CAUSE LOSS OF OIL AND OIL PRESSURE. TO RECOVER FROM SPIN USE FULL OPPOSITE RUDDER AND NEUTRALIZE ELEVATOR. 2. For Model 7GCBC - S/NOS. 1 THRU 201, 205, 207, 202-70 thru 1024- 78 7GCB - Aircraft approved in acrobatic category only Install Bellanca placard (Bellanca Service Kit 259) or facsimile on suitable material which can be expected to remain affixed in position and resist deterioration as shown below. LANDPLANE APPROVED FOR ONLY FOLLOWING ACROBATIC MANEUVERS MANEUVER ENTRY SPEED IAS MPH KNOTS CHANDELLE, LAZY EIGHT 120 104 BARREL OR SLOW ROLL 120 104 IMMELMANN 145 126 LOOP OR CLOVER LEAF 140 122 SPLITS 80 70 SNAP ROLL 85 74 HAMMERHEAD TURN 140 122 CUBAN EIGHT 145 126 SPIN SLOW DECELERATION DO NOT EXCEED +5.0 OR -2.0 G LOAD FACTOR. DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITION. DO NOT PERFORM ACROBATICS IN TURBULENT AIR. CAUTION: NEGATIVE G FLIGHT WILL CAUSE LOSS OF OIL AND OIL PRESSURE. USE OF FLAPS DURING ACROBATICS PROHIBITED. TO RECOVER FROM SPIN USE FULL OPPOSITE RUDDER AND NEUTRALIZE ELEVATOR. 3. For Model 7KCAB - S/Nos. 1 thru 208, 210 thru 226, 270, 271, 209-70 thru 404-73, 405-74 thru 458-74, 460-74 thru 508-75 Install Bellanca placard (Bellanca Service Kit 260) or facsimile on suitable material which can be expected to remain affixed in position and resist deterioration as shown below: LANDPLANE APPROVED FOR ONLY FOLLOWING ACROBATIC MANEUVERS MANEUVER ENTRY SPEED IAS MPH KNOTS CHANDELLE, LAZY EIGHT 120 104 BARREL OR SLOW ROLL 120 104 IMMELMANN 145 126 LOOP OR CLOVER LEAF 140 122 SPLITS 80 70 SNAP ROLL 85 74 HAMMERHEAD TURN 140 122 CUBAN EIGHT 145 126 SPIN SLOW DECELERATION LEVEL INVERTED FLIGHT 120 104 135 MPH (117 KTS) IAS MAX DO NOT EXCEED +5.0 or -2.0 G LOAD FACTOR. DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITION. DO NOT PERFORM ACROBATICS IN TURBULENT AIR. INVERTED FLIGHT LIMITED TO 2 MIN - MONITOR OIL PRESS WHILE INVERTED TO INSURE MINIMUM OF 60 PSI. TO RECOVER FROM SPIN USE FULL OPPOSITE RUDDER AND NEUTRALIZE ELEVATOR. 4. For Model 7KCAB - S/Nos. 459-74, 509-75 thru 617-77 Install Bellanca placard (Bellanca Service Kit 261) or facsimile on suitable material which can be expected to remain affixed in position and resist deterioration as shown below LANDPLANE APPROVED FOR ONLY FOLLOWING ACROBATIC MANEUVERS MANEUVER ENTRY SPEED IAS MPH KNOTS CHANDELLE, LAZY EIGHT 120 104 BARREL OR SLOW ROLL 120 104 IMMELMANN 145 126 LOOP OR CLOVER LEAF 140 122 SPLITS 80 70 SNAP ROLL 85 74 HAMMERHEAD TURN 140 122 CUBAN EIGHT 145 126 SPIN SLOW DECELERATION LEVEL INVERTED FLIGHT 120 104 135 MPH (117 KTS) IAS MAX DO NOT EXCEED +5.0 OR -2.0 G FACTOR. DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITION. DO NOT PERFORM ACROBATICS IN TURBULENT AIR. 2 MIN OF INVERTED FUEL NORMALLY AVAILABLE. MOMENTARY OIL PRESSURE INTERRUPTIONS ARE NORMAL. TO RECOVER FROM SPIN USE FULL OPPOSITE RUDDER AND NEUTRALIZE ELEVATOR. 5. If aircraft is equipped with accelerometer, verify that the red radial marks are installed at +5.0 G and -2.0 G. If markings are incorrect, remark indicator. c. Within the next 30 days after the effective date of this airworthiness directive, unless already accomplished, attach the following placard near the airspeed indicator in full view of the pilot. The placard will be a facsimile of the following on suitable material which can be expected to remain affixed in position and resist deterioration as shown below: "DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITION" This placard is available as a part of the Service Kits described in parts (1) through (4) above. d. For Model 7KCAB, within three (3) months after the effective date of this airworthiness directive, verify that the Operating Limitations Card presents the following information. If markings are incorrect, remark Operating Limitations Card. Replacement Operating Limitations Cards are available in Bellanca Service Kit 262. Maneuvering Flight Limit Load Factors Positive ------------------ 5.0 g Negative ---------------- 2.0 g DO NOT EXCEED 135 MPH IAS DURING NEGATIVE G CONDITION. This amendment becomes effective November 7, 1977.
91-26-07: 91-26-07 BRITISH AEROSPACE: Amendment 39-8118. Docket No. 91-NM-245-AD. Applicability: British Aerospace Model BAe 146-100A, -200A, and -300A series airplanes equipped with G.E.C. Plessey generator control units (GCU); as listed in British Aerospace Alert Service Bulletin 24-A97, dated November 12, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent inaccurate flight instrument readings, accomplish the following: (a) Within 10 days after the effective date of this AD, replace G.E.C. Plessey GCU's having part number 700-1-22490-410 or 700-1-22490-510, with G.E.C. Plessey GCU's having part number 700-1-22490-400 or 700-1-22490-500, in accordance with British Aerospace Alert Service Bulletin 24-A97, dated November 12, 1991. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the 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 replacement shall be done in accordance with British Aerospace Alert Service Bulletin 24-A97, dated November 12, 1991. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles InternationalAirport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective June 16, 1992.
2017-12-02: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-1B64, -1B64/P1, -1B64/P2, -1B67, - 1B67/P1, -1B67/P2, -1B70, -1B70/P1, -1B70/P2, -1B70/75/P1, -1B70/75/P2, -1B70C/P1, -1B70C/P2, -1B74/75/P1, -1B74/75/P2, -1B76A/P2 turbofan engines. This AD was prompted by a fracture of the fuel manifold which led to an in-flight shutdown of the engine. This AD requires replacement of the outer left side signal fuel manifold with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.
2023-15-07: The FAA is adopting a new airworthiness directive (AD) for all Air Tractor, Inc. (Air Tractor) Model AT-802 and AT-802A airplanes that have Wipaire Supplemental Type Certificate (STC) No. SA01795CH installed. This AD was prompted by reports of cracks found in the forward horizontal stabilizer spar where the vertical finlets tie to the horizontal tail forward spar. This AD requires repetitively inspecting both the left and right forward horizontal stabilizer spars for cracks and replacing any forward horizontal stabilizer spar found cracked. This AD also requires reporting inspection results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
90-04-08: 90-04-08 BOEING: Amendment 39-6507. Docket No. 89-NM-190-AD. \n\n\tApplicability: Model 727 series airplanes, line numbers 048 through 453, certificated in any category. \n\n\tCompliance: Required within the next 600 landings after the effective date of this AD, unless previously accomplished. \n\n\tTo detect cracking and prevent rapid depressurization, accomplish the following: \n\n\tA.\tConduct an eddy current inspection in accordance with the 727 Non-Destructive Testing Manual (NDT), D6-48875, Part 6, 53-30-27, Figure 8; or an ultrasonic inspection in accordance with the 727 NDT Manual, D6-48875, Part 4, 53-30-27, Figure 2; to determine the configuration of the fuselage skins located between stringer (S) 14 and S-19. If the skin has the .020 inch bonded doubler added to the .040 inch skin, conduct the inspection described in paragraph B., below; otherwise, no further action is required. \n\n\tB.\tIf the fuselage skins are determined to have the .040 inch skin with the .020 inch bonded doubler, conduct a one-time eddy current inspection for cracks of the over-lapped skin in accordance with the 727 NDT Manual D6-48875, Part 6, 53-30-27, Figure 9 or 10, near the bottom row of fasteners in the lower skin of the longitudinal lap splices located at S-14L from body station (BS) 440 to BS 720, and at S-14R from BS 440 to BS 540. Prior to further flight, repair any cracks found, in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tWithin 10 days after completion of the inspections required by paragraph B., above, submit a report of positive findings of cracks on airplanes with the bonded doubler to the Manager, Seattle Aircraft Certification Office, ANM-100S, FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. The report must include the line number of the airplane inspected, the number of cycles, and the size and locations of the cracks. \n\n\tD.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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment (39-6507, AD 90-04-08) becomes effective on March 19, 1990.
90-21-06: 90-21-06 DORNIER: Amendment 39-6755. Docket No. 90-CE-24-AD. Applicability: Models Do28D and Do28D-1 (all serial numbers) airplanes, certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent engine mount failure, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD visually inspect the riveted connections between the L-section and formed sheet of the right-hand and left-hand engine mounts. (1) If no loose or damaged rivets are found, reinspect the connections at intervals of 100 hours TIS thereafter. (2) If any loose or damaged rivets are found, prior to further flight remove and replace any damaged rivets, and replace all universal and Huck blind rivets having a diameter of 3.2mm (.126 in) with steel blind rivets having a diameter of 4.0mm in accordance with the instructions contained in Dornier Service Bulletin No. 1131-1613, dated August 2, 1989. Reinspect the connections at intervals of 100 hours TIS thereafter. (b) Airplanes may be flown in accordance with FAR 21.197 to a location were this AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. All persons affected by this directive may obtain copies of the document referred to herein upon request to Dornier Luftfahrt GmbH, P.O. Box D-8031 Wessling, Federal Republic of Germany; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6755, AD 90-21-06) becomes effective on November 13, 1990.
78-21-02: 78-21-02 BELL: Amendment 39-3317. Applies to all Bell Helicopter Models 204B, 205A, 205A-1, and 212 modified by Chadwick, Inc., STC's SH149WE or SH17NW. Prior to further flight involving external-load operations over congested or densely populated areas, replace Chadwick, Inc., load cell link assembly P/N 47-40200-19 with parts approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Northwest Region. This amendment is effective October 12, 1978, and was effective earlier for all recipients of the airmail letter dated September 18, 1978, which contained this amendment.
90-24-01: 90-24-01 TEXTRON LYCOMING: Amendment 39-6760. Docket No. 89-ANE-13. Applicability: ALF502R series turbofan engines installed on, but not limited to British Aerospace BAE146 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent complete loss of engine power, uncontained disk failure, and possible damage to the aircraft, accomplish the following: (a) Inspect and recoat with "Sermetel W", "ALSEAL-518" or aluminum paint, third stage high compressor (HC) disks in accordance with Textron Lycoming Service Bulletin (SB) ALF502R-72-203, Revision 2, dated August 8, 1990, as follows: (1) For those third stage HC disks with 7,000 cycles since new (CSN) or greater on the effective date of this AD, within the next 500 cycles in service (CIS) not to exceed 8,500 CSN. (2) For those third stage HC disks with less than 7,000 CSN on the effective date of this AD, at or prior to accumulating a total of 7,500 CSN. (b) Reinspect third stage HC disksrecoated with aluminum paint as follows: (1) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-203, Revision 2, dated August 8, 1990, at intervals not to exceed 6,000 CIS from last inspection. (2) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-218, Revision 1, dated December 1, 1989, at intervals not to exceed 1,500 CIS from last inspection. Remove the modified second stage compressor spacer, Part Number 2-100-047R10, from service prior to accumulating 5,000 additional CIS since modification, not to exceed 16,600 CSN. (3) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-237, dated November 30, 1989, at intervals not to exceed 1,000 CIS from last inspection. Remove the modified second stage compressor spacer, Part Number 2-100-047R10, from service prior to accumulating 5,000 additional CIS since modification, not to exceed 16,600 CSN. (c) No reinspection is required for those third stage HC disks recoatedwith "SERMETEL W" or "ALSEAL-518" surface finish in accordance with Textron Lycoming SB ALF502R 72-203, Revision 2, dated August 8, 1990. (d) Actions accomplished in accordance with SB ALF502R 72-203, dated January 31, 1989; SB ALF502R 72-203, Revision 1, dated June 16, 1989; or with SB ALF502R 72-218, dated May 26, 1989, in complying with Telegraphic Airworthiness Directive T89-13-52 dated June 22, 1989, are considered to be in compliance with the corresponding requirements of this AD, if applicable. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The inspection procedures shall be done in accordance with the following Textron Lycoming Service Bulletins: Service Bulletin No. Page No. Issue/Revision Date ALF502R 72-203 1-4, 6 2 August 8, 1990 ALF502R 72-203 5 1 June 16, 1989 ALF502R 72-218 1, 2, 3, 4, 5, 6, 9 1 December 1, 1989 ALF502R 72-218 7, 8 original May 26, 1989 ALF502R 72-237 1-12 original November 30, 1989 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 Textron Lycoming, 550 Main Street, Stratford, Connecticut 06497. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. Airworthiness Directive 90-24-01 supersedes TAD T89-13-52 dated June 22, 1989. This amendment (39-6760, AD 90-24-01) becomes effective on November 13, 1990.
2017-12-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 series airplanes. This AD requires repetitive inspections for damage of a certain drive arm assembly, and related investigative and corrective actions if necessary. This AD was prompted by a report indicating that during an inspection associated with a flap, the extend overtravel stops on an actuator crank arm assembly were making contact with an adjacent drive arm assembly when the flaps were retracted. We are issuing this AD to address the unsafe condition on these products.
75-11-02: 75-11-02 MAULE AIRCRAFT CORPORATION: Amendment 39-2199. Applies to the Models M-4-210 serial numbers 1001 through 1045; M-4-210C serial numbers 1001C through 1117C; M-5-210C serial numbers 6001C through 6069C, 6072C, 6076C, 6077C, 6079C, 6080C, 6084C, and 6087C, certificated in all categories. Compliance required within the next 30 hours' time in service after the effective date of this AD unless already accomplished. To prevent fuel leakage in the cabin area and allow fuel line flexibility, accomplish the following or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region: 1. Turn the fuel tank selector valve to off position. 2. Remove the engine fuel injector return line from the firewall to the fuel header tank. (Line located in cabin wall to left of pilots feet.) 3. Short line inspection - Inspect the short line connected at the firewall to the check valve for cracking around the flares. If cracks are found,replace line with a serviceable line in accordance with Advisory Circular 43.13. 4. Long line replacement - Remove existing long line and install an 8-inch long, 1/4 inch diameter aluminum tube, between the return check valve and the header tank, using appropriate tube and fittings. This line is to incorporate a 1.5 to 2.0 inch diameter loop in the middle. Use caution when bending the tubing to prevent kinking. This looped tubing must be installed with the plane of the loop horizontal so that no low undrainable spots exist. 5. The check valve must be reinstalled with the arrow pointing aft. 6. Functional check the return line for leaks and repair as necessary. Maule Aircraft Corporation Service Letter 31 covers the same subject. This amendment becomes effective May 19, 1975.
75-09-09: 75-09-09 BELL: Amendment 39-2179. Applies to Model 206A and 206B helicopters, serial numbers 4 through 497, certificated in all categories. To prevent possible failure of the tail rotor control tube assembly, P/N 206-010-743-13, compliance with items 1 through 5 of Bell Helicopter Company Service Bulletin 206-75-2, dated February 18, 1975, or later FAA approved revision, is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. 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). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 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 the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective April 23, 1975.
75-18-02: 75-18-02 CAPRONI VIZZOLA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-2340 as amended by Amendment 39-2430 is further amended by Amendment 39-2726. Applies to Caproni Calif A-21 series glider, serial numbers 201, 202, and 204 and subsequent, certificated in all categories. Compliance is required as indicated. To prevent aileron flutter, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished: (1) Install an operating limitations placard near the airspeed indicator reading - "DO NOT EXCEED 124 MPH - 108 KNOTS". (2) Inspect the aileron control driving cones for cleanliness. NOTE: To gain access to the driving cones, located in the fuselage under the central segment of the wing, disassemble the wing from the fuselage. Avoid entry of solid foreign material and dirt particles in driving cones upon reassembly. (3) Inspect the aileron system for free play by holding thetrailing edge of one aileron at the wing tip end and measuring the distance through which the trailing edge of the other aileron at wing tip end travels from upward to downward position when moved by hand without causing elastic deflection of the aileron. If the free play exceeds 3 MM (0.118 inch), rerig the aileron system. (b) Inspect the aileron system for cleanliness and free play, and rerig as necessary, in accordance with paragraphs (a)(2) and (a)(3) of this AD, at intervals not to exceed 50 hours time in service from the last inspection. (CAPRONI VIZZOLA COSTRUZIONI AERONAUTICHE S.p.A. Mandatory Technical Service Bulletin T.B. No. 75.05 R.A.I. dated July 29, 1975, refers in part to this subject.) (c) The placard required by paragraph (a) of this AD may be removed and the inspections required by paragraph (b) of this AD may be discontinued upon the incorporation of the following applicable modification: (1) For gliders with serial numbers 201, 202, 204 through208, 210, and 212 through 214, replace the fiberglass ailerons with metal ailerons, P/N A24A2, in accordance with paragraph (a) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin No. 76.08, undated, or an FAA-approved equivalent. (2) For gliders with serial numbers 211 and 215 through 218, replace the metal ailerons with modified metal ailerons, P/N A24Al, in accordance with paragraph (b) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin No. 76.08, undated, or an FAA-approved equivalent. (3) For glider serial number 209, replace the metal ailerons with modified metal ailerons, P/N A24B1, in accordance with paragraph (c) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin 76.08, undated, or an FAA-approved equivalent. (4) For gliders with serial numbers 219 through 228, replace the existing metal ailerons with modified metal ailerons, P/N A24B1, in accordance with the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Service Bulletin 76.07. undated, or an FAA-approved equivalent. Amendment 39-2340 became effective August 22, 1975. Amendment 39-2430 became effective November 28, 1975. This amendment, 39-2726, becomes effective September 30, 1976.
2017-11-13: We are superseding Airworthiness Directive (AD) 98-13-14, for certain Airbus Model A320-211, -212, and -231 airplanes. AD 98-13-14 required repetitive inspections of certain fastener holes of the aft fuselage, and corrective action if necessary. This new AD continues to require the actions in AD 98-13-14, with revised inspection compliance times. This AD was prompted by identification of cracks in the fastener holes of the former junction of the aft fuselage, which occurred during a fatigue test; and a determination that certain compliance times specified in AD 98-13-14 must be reduced. We are issuing this AD to address the unsafe condition on these products.
2017-10-13: We are superseding airworthiness directive (AD) 2015-17-19 for all Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. AD 2015-17-19 required inspection of the fan case low-pressure (LP) fuel tubes and associated clips and the fuel oil heat exchanger (FOHE) mounts and associated hardware. This AD requires an engine modification, which terminates the repetitive inspections. This AD was prompted by fractures on the LP fuel return tube at mid-span locations that were found with resulting fuel leaks. We are issuing this AD to correct the unsafe condition on these products.
70-06-07: 70-06-07 AVIONS MARCEL DASSAULT/SUD-AVIATION: Amdt. 39-958. Applies to all series Fan Jet Falcon airplanes with Microturbo Saphir I and II APU's installed. Compliance is required within the next 75 hours of APU operation, unless already accomplished. To prevent a fire hazard due to continued operation of the APU oil pump motor after APU shutdown, replace Equipment Construction Electrique (ECE) relay P/N 1475-7 with ECE contactor P/N 100CC01-A in accordance with Microturbo Saphir I Service Bulletin 49.10.39, dated September 30, 1969; or Microturbo Saphir II Service Bulletin 49.11.08, Revision No. 1, dated September 30, 1969, as applicable, or later SGAC-approved issues, or FAA-approved equivalents. This amendment becomes effective April 18, 1970.
2017-11-08: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Model DA 42 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 failure of the propeller regulating valve caused by hot exhaust gases coming from fractured engine exhaust pipes. We are issuing this AD to require actions to address the unsafe condition on these products.
2024-16-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 freighter, A330-800, and A330-900 series airplanes; Model A330-301, -302, -303, -323, -342, and -343 airplanes; and Model A340-312 and -313 airplanes. This AD was prompted by reports of quality non-conformity on main landing gear (MLG) axles where the high velocity oxygen-fuel (HVOF) coating on the bearing journal runout areas had a coating that was thicker than allowable limits. This AD requires repetitive inspections of the affected parts (MLG axles) for any discrepancy, corrective actions, and eventual replacement of affected parts, and prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2017-10-14: We are superseding Airworthiness Directive (AD) 2014-07-07 for British Aerospace Regional Aircraft Model HP 137 Jetstream MK1, Jetstream Series 200, and Jetstream Series 3101 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 cracking of the forward main landing gear yoke pintle resulting from corrosion pits leading to stress corrosion cracking. We are issuing this AD to require actions to address the unsafe condition on these products.
74-08-04: 74-08-04 MCDONNELL DOUGLAS: Amendment 39-1811 as amended by Amendment 39-2013, 39-2112, and 39-2399 is further amended by Amendment 39-2443. Applies to all McDonnell-Douglas DC-10 series airplanes. \n\n\tCompliance required as indicated: \n\n\tTo prevent possible in-flight depressurization of the airplane that might result from the opening of an improperly secured cargo door, accomplish the following: \n\n\t1.\tPrior to further flight, unless already accomplished, perform the modifications and functional checks referenced below as follows: \n\n\t\t(A)\tInstall inspection ports and placards in all cargo doors and perform functional check of door systems and operation in accordance with McDonnell-Douglas Alert Service Bulletin A52-35 dated June 19, 1972, or later FAA-approved revisions. \t \n\n\t\t(B)\tModify all cargo door latch actuator wiring in accordance with McDonnell-Douglas Service Bulletin 52-27 dated May 30, 1972 or later FAA-approved revisions. \n\n\t\t(C)\tExcept for those aircraft which have been modified in accordance with McDonnell-Douglas Service Bulletin 52-49 dated October 25, 1973, or later FAA-approved revisions, replace the strike plate and adjust the switches on all forward, center, and aft cargo doors and install a support and plate on the aft cargo door in accordance with McDonnell-Douglas Service Bulletin 52-37 dated July 3, 1972, or later FAA-approved revisions. \n\n\t2.\tPrior to each flight a qualified person will: \n\n\t\tA.\tCheck each cargo door that has been opened since last checked, for proper security as follows: \n\n\t\t\t(i)\tEnsure that the cargo restraint curtain, if installed, is in proper position. \n\n\t\t\t(ii)\tEnsure that no foreign matter is in the exposed door locking mechanisms. \n\n\t\t\t(iii)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(iv)\tEnsure proper locking pin placement by visual check through inspection ports; \n\n\t\tB.\tCheck each cargo door known not to have been opened since last checked per paragraph 2(A), above,(i)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(ii)\tEnsure proper locking pin placement by visual check through inspection ports; and \n\n\t\tC.\tEnsure all cargo door warning lights are extinguished prior to taxi, except as provided in paragraph 12, below. \n\n\t\tD.\tCommunicate to the flight crew, prior to taxi, that the cargo doors have been checked, closed and locked. \n\n\t\tE.\tDefinitions. For the purposes of this paragraph, a qualified person is defined as an individual who has received special training on cargo door latching, and, as listed below, shall be: \n\n\t\t\t(i)\tMechanics at stations where such personnel are stationed and available. \n\n\t\t\t(ii)\tFlight crew member at off-line stations where no other qualified persons are available. \n\n\t\t\t(iii)\tRamp supervisor at line stations where no mechanical personnel are stationed or available. \n\n\t3.\tIf any abnormality in pressurization of the airplane is observed during the initial phases of pressurization, initiate descent and depressurization of the airplane and land at the nearest suitable airport. \n\n\t4.\tNotwithstanding the above, at least one flight crew member for each airplane operation must be indoctrinated in accordance with the FAA approved cargo door training programs for the individual airline or operator. \n\n\t5.\tSpecial flight permits may be issued per FAR 21.197 and 21.199 to operate airplanes to a base to perform the maintenance, modifications or repairs required by this AD. \n\n\t6.\tWithin the next 30 days after the effective date of this AD accomplish the cargo door warning system wiring changes in accordance with McDonnell-Douglas Service Bulletins 52-43 dated October 5, 1972, and 52-44, Revision 1, dated August 14, 1973, or later FAA-approved revisions. \n\n\t7.\tOn or before July 1, 1974, accomplish the cargo door latching mechanism and warning system rework in accordance with McDonnell-Douglas Service Bulletin 52-49, Revision 1, dated March 15, 1974, or later FAA-approved revisions. \n\n\t8.\tOn or before July 1, 1974, install cargo door limit switch covers in accordance with McDonnell-Douglas Service Bulletin 52-54 revision 1, dated April 14, 1973, or later FAA-approved revisions. \n\n\t9.\tIn lieu of compliance with the provisions of any of the above requirements, operators may comply with requirements approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNote: Simultaneous with the issuance of the AD, principal air carrier operations inspectors assigned to U.S. DC-10 operators will initiate action to amend the approved air carrier training programs to assure that required flight crewmembers are thoroughly familiar with, and indoctrinated in, the operation of locking cargo doors including: \n\n\t\tA.\tObservation of operation of locking mechanism from the interior. \n\n\t\tB.\tMethod of visual check to ensure engagement of locking pins through exterior inspection ports and related mechanism. \n\n\t10.\tUpon completion of either Douglas Service Bulletin 52-109 dated September 10, 1974, or later FAA-approved revisions, or the production change (Ref. Functional Check TXA 7002(L)) or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, on all DC-10 airplanes of an operators fleet, the special checks required in paragraph 2, above, are no longer required. \n\n\t11.\tWithin the next 6000 hours' time in service, after the effective date of this Amendment 39-2112 to AD 74-08-04, unless already accomplished, modify the existing snap switch cargo door warning systems and install new proximity switch cargo door warning systems in accordance with McDonnell Douglas Service Bulletin 52-109, Revision 1, dated December 12, 1974, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t12.\tAircraft which have been modified in accordance with paragraph 11, above, may be operatedwith one warning light (System A or System B) per door inoperative provided: \n\n\t\t(a)\tThe unaffected system test is satisfactory and indicates that the door is closed and locked; and \n\n\t\t(b)\tThe procedure specified by paragraph 2 of this AD is accomplished for the affected cargo door(s); and \n\n\t\t(c)\tThe aircraft is not dispatched from a station where repairs or replacements on the inoperative warning system can be made. \n\n\tAmendment 39-1811 was effective upon publication in the Federal Register as to all persons except those persons to whom certain provisions of this amendment were made immediately effective by the telegrams dated March 7, 1974 and March 22, 1974, and the provisions of this amendment not included in those telegrams are effective as to those persons upon publication of this amendment in the Federal Register. \n\n\tNOTE: Amendment 39-2013 to AD 74-08-04 does not relieve the operator from ensuring, by appropriate procedures, that the cargo door is properly secured. \n\n\tAmendment 39-2013 became effective November 21, 1974. \n\n\tAmendment 39-2112 became effective April 4, 1975. \n\n\tAmendment 39-2399 became effective October 31, 1975. \n\n\tThis Amendment 39-2443 becomes effective December 1, 1975.