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67-08-04: 67-08-04 FAIRCHILD-HILLER: Amdt. 39-364 Part 39 Federal Register March 7, 1967. Applies to Models F-27 and FH-227 Series Airplanes. Compliance required as indicated. To detect cracks in the elevator torque tube and supporting rings, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the inside area of the elevator torque tube P/N 27-223002-3 between Elevator Stations 11.811 (inboard end rib) and 15.748 (next rib outboard) and the elevator end (inboard) rib and internal elevator structure adjacent to the elevator torque tube for cracks using a mirror and light or an equivalent inspection approved by an FAA maintenance inspector. If a crack is found, comply with (c) before further flight. (b) Within the next 75 hours' time in service after the effective date of this AD, unless already accomplished, inspect the elevator torque tube P/N 27-223002-3 between Elevator Stations 11.811 and 15.748 and the torque tube supporting rings P/N 27-223006-9 (inboard end rib) and P/N 27-223006-3 (next rib outboard) for cracks using X-ray or dye-penetrant with a glass of at least 10-power or an equivalent inspection approved by an FAA maintenance inspector. If a crack is found comply with (c) before further flight. (c) Replace any part found cracked with a part of the same part number that has been inspected for cracks in accordance with (b) or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Upon request of the operator an FAA maintenance inspector may, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, increase the initial compliance times specified in this AD by not more than 5 hours' time in service if the request contains substantiating data to justify the increase for that operator. (Fairchild-Hiller Alert Service Bulletins No. F-27-55-13A and FH-227-55-2A dated February 21, 1967, pertain to this subject.) This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 1, 1967.
2000-25-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon (Beech) Model MU-300, MU-300-10, 400, 400A, and 400T series airplanes, that requires a one-time inspection to detect hydraulic fluid leakage from the B-nut area, which attaches a hydraulic tube to the anti-skid valve assembly, and corrective actions, if necessary; and installation of an additional support for the hydraulic tube. This amendment is intended to prevent an asymmetric braking condition and a longer stopping distance due to sudden loss of normal braking to the left wheel. Such loss of normal braking could result in the airplane overrunning the runway surface. This action is intended to address the identified unsafe condition.
2016-04-12: We are adopting a new airworthiness directive (AD) for certain Turbomeca S.A. Arriel 2B, 2B1, 2C, 2C1, 2C2, 2D, 2E, 2S1, and 2S2 turboshaft engines. This AD requires inspection, and, depending on the results, removal of the engine accessory gearbox (AGB). This AD was prompted by a report of an uncommanded in-flight shutdown (IFSD) of an Arriel 2 engine caused by rupture of the 41-tooth gear, which forms part of the bevel gear in the engine AGB. We are issuing this AD to prevent failure of the engine AGB, which could lead to in-flight shutdown, damage to the engine, and damage to the aircraft.
91-05-14: 91-05-14 AIRBUS INDUSTRIE: Amendment 39-6912. Docket No. 90-NM-92-AD. Applicability: Model A300 B2 and B4 series airplanes, certificated in any category, equipped with the flap ball screwjack no-back mechanisms, as listed in Airbus Industrie Service Bulletin A300-27-172, dated April 10, 1984, which have not been modified in accordance with Modification AI 5240, as described in Airbus Industrie Service Bulletin A300-27-173, dated May 2, 1984. Compliance: Required as indicated, unless previously accomplished. To prevent excessive wear of the carbon friction disc of the no-back assemblies, which could lead to an asymmetric flap condition in the event of flap transmission shaft failure, accomplish the following: A. For airplanes on which flap jamming with one or more affected flap screwjacks has occurred, perform a jackhead axial backlash measurement on the affected flap ball screwjacks in accordance with Airbus Industrie Service Bulletin A300-27-172, dated April 10, 1984, at the earlier of the following: 1. Prior to 13,000 landings; or 2. Within 1,000 landings after November 3, 1987 (the effective date of Amendment 39-5736, AD 87-21-03). B. For airplanes on which flap jamming with any of the affected flap screwjacks has not occurred, perform a jackhead axial backlash measurement on the affected flap ball screwjacks in accordance with Airbus Industrie Service Bulletin A300-27-172, dated April 10, 1984, at the earlier of the following: 1. Prior to 13,000 landings; or 2. Whichever is the later of the following: a. Within 1,000 landings after the effective date of this AD; or b. Within the next "N" number of landings after the effective date of this AD, as determined by the following formula: N = 3,600 - 0.2 x (number of accumulated landings). C. If backlash is found, repeat the measurement required by paragraph A. or B., of this AD, at the following intervals: 1. If the backlash is less than or equalto 0.33 mm, prior to the accumulation of 3,600 landings after the last measurement. 2. If the backlash is more than 0.33 mm but less than or equal to 0.40 mm, prior to the accumulation of 2,000 landings after the last measurement. 3. If the backlash is more than 0.40 mm, but less than or equal to 0.56 mm, prior to the accumulation of 1,000 landings after the last measurement. D. Replace the flap ball screwjack within the next 250 landings when a measurement required by paragraph A. or B. of this AD indicates that the backlash is greater than 0.56 mm. E. Within 18 months after the effective date of this AD, modify the flap ball screwjack assemblies by installing a new carbon friction disc, a modified drive shaft, and a collar to the no-back mechanism, in accordance with Airbus Industrie Service Bulletin A300-27-173, dated May 2, 1984. Installation of this modification constitutes terminating action for the repetitive measurements required by paragraph C. of this AD.NOTE: This Airbus Service Bulletin references Lucas Aerospace Service Bulletin No. 1058-27-1100 for additional modification instructions. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. G. 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 Airbus Industrie, AirbusSupport Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 91-05-14 supersedes AD 87-21-03, Amendment 39-5736. This amendment (39-6912, AD 91-05-14) becomes effective on April 1, 1991.
2008-24-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-24-51 that was sent previously to all known U.S. owners and operators of Boeing Model 737- 600, -700, -700C, -800, and -900 series airplanes by individual notices. This AD requires accomplishing a wiring test of the autoshutoff system to verify continuity and a visual verification that the wiring is correctly installed; doing corrective actions, if necessary; and doing a functional test of the autoshutoff system, and applicable maintenance actions. This AD is prompted by a report of a failure of the left-hand fuel pump of the center wing tank to shut off after being selected "OFF'' by the flightcrew during flight on a Boeing Model 737-700 series airplane. Subsequent to that report, the failure was found on two additional airplanes. We are issuing this AD to prevent extended dry-running of the fuel pump, which could lead to localized overheating of parts inside the fuel pump,and which could produce an ignition source inside the fuel tank.
2000-22-51: This document publishes in the Federal Register an amendment adopting superseding Airworthiness Directive (AD) 2000-22-51, which was sent previously by individual letters to all known U.S. owners and operators of Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters manufactured by Bell Helicopter Textron Inc. (BHTI) for the Armed Forces of the United States. This AD requires establishing a retirement life for certain main rotor masts, creating a component history card or equivalent record, and identifying certain masts as unairworthy. This AD also requires removing the hub spring, if installed, and determining whether a main rotor mast (mast) has ever been installed on a helicopter while operated with a hub spring. Conducting certain inspections based on the retirement index number (RIN) and on whether the helicopter was ever operated with a hub spring is also required.Replacing any mast that has inadequate radius or a burr in the damper clamp splined area is also required. Finally, this AD requires sending information concerning the mast to the FAA. This amendment is prompted by the discovery of a crack in a mast with a lower RIN value than the established life limit. This action is necessary to preclude the occurrence of a fatigue crack in the damper clamp splined area of a mast. This condition, if not corrected, could result in failure of a mast or main rotor trunnion (trunnion), separation of the main rotor system, and subsequent loss of control of the helicopter.
93-23-08: 93-23-08 CORPORATE JETS LIMITED (FORMERLY BRITISH AEROSPACE): Amendment 39-8742. Docket 92-NM-245-AD. Applicability: Model DH/BH/HS/BAe 125 series airplanes, excluding Model BAe 125-1000A series airplanes; equipped with Garrett Model TFE 731-3 series engines; as listed in Corporate Jets Limited Service Bulletin SB.24-293-3501A,B,C,D,E,F, & G, Revision 2, dated March 31, 1993; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent overheating of the battery contactors and emergency contactors and a potential fire in the rear equipment bay, accomplish the following: (a) For Model BAe 125-800A series airplanes: Within 6 months after the effective date of this AD, modify the mounting arrangements of the battery contactors and emergency contactors in the rear equipment bay, Modification Number 253501, Parts A, B, F, & G, as appropriate; and prior to further flight, perform a functional test; in accordance withCorporate Jets Limited Service Bulletin SB.24-293-3501A,B,C,D,E,F, & G, Revision 2, dated March 31, 1993. (b) For all other airplanes: Within 6 months after the effective date of this AD, modify the mounting arrangements of the battery contactors and emergency contactors in the rear equipment bay, Modification Number 253501, Parts C, D, & E, as appropriate; and prior to further flight, perform a functional test; in accordance with Corporate Jets Limited Service Bulletin SB.24-293-3501A,B,C,D, & E, Revision 1, dated February 4, 1993; or SB.24-293-3501A,B,C,D,E,F, & G, Revision 2, dated March 31, 1993. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) 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. (e) The modifications and tests shall be done in accordance with Corporate Jets Limited Service Bulletin SB.24-293-3501A,B,C,D, & E, Revision 1, dated February 4, 1993; or Corporate Jets Limited Service Bulletin SB.24-293-3501A,B,C,D,E,F, & G, Revision 2, dated March 31, 1993; as applicable. (NOTE: The issue date of Service Bulletins SB.24-293-3501A,B,C,D, & E and SB.24-293-3501A,B,C,D,E,F, & G is indicated only on page 1 of each document; no other page of these documents is dated.) 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 Corporate Jets, Inc., 22070 Broderick Drive, Sterling, Virginia 20166. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on December 29, 1993.
2000-24-02: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that currently requires repetitive inspections to detect wear of the inboard flap trunnions, and to detect wear or debonding of the protective half-shells; and corrective actions, if necessary. This amendment requires accomplishment of the previously optional terminating action. 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 chafing and resultant wear damage on the inboard flap drive trunnions or on the protective half-shells, which could result in failure of the trunnion primary load path; this would adversely affect the fatigue life of the secondary load path and could lead to loss of the flap.
2000-24-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacing the ground support bracket(s); and rerouting the ground cables of the galley external power and main external power, or ground cables of the main external power; as applicable. This action is necessary to prevent arcing and heat damage to the attachment points of the main external and galley power receptacle ground wire, insulation blankets outboard and aft of the receptacle area, and adjacent power cables, which could result in smoke and fire in the forward cargo compartment. This action is intended to address the identified unsafe condition.
2000-24-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. For certain airplanes, that AD also requires installation or modification of a flapper door ramp deflector on the forward entry drop ceiling structure. For certain other airplanes, that AD requires inspection of the wire assembly support installation for evidence of chafing, and corrective actions, if necessary. For certain airplanes subject to the existing AD, as well as additional airplanes being added to the applicability of this AD, this action adds a requirement for modification of a support bracket for the ramp deflector assembly. This action is necessary to prevent chafing of electrical wire assemblies above the forward passenger doors, which could result in an electrical fire in the passenger compartment. This action is intended to address the identified unsafe condition.
2016-05-06: We are superseding Airworthiness Directive (AD) 2014-07-52 for certain Airbus Helicopters (previously Eurocopter France) Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. AD 2014-07- 52 required repetitively inspecting certain reinforcement angles of the rear structure to tailboom junction frame (reinforcement angles) for a crack at 10 hour time-in-service (TIS) intervals, repairing any cracked reinforcement angle, and allowed an optional repetitive inspection with a 165 hour TIS inspection interval as a terminating action for the 10 hour TIS inspections. This AD retains the inspection requirements of AD 2014-07-52 and requires the inspection of the area around each reinforcement angle screw hole as terminating action to the 10 hour TIS inspections. We are issuing this AD to detect a crack in the reinforcement angle, which if not corrected, could result in loss of the tailboom and subsequent loss of control of the helicopter.
2010-21-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * [F]uel leaks and failed fasteners [have been reported] in the region of the rear spar root joint attachment fitting at wing rib 2. * * * * * * * * The unsafe condition is stress corrosion failures in the region of the rear spar root joint attachment fitting at wing rib 2, which could lead to reduced structural integrity of the wing, and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-24-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series airplanes. This action requires installation of protection shields in the wheel bay of the main landing gear (MLG). This action is necessary to prevent water, ice or slush accumulation on the aileron quadrants and/or control cable pulleys in the wheel bay of the MLG during ground roll. Such water, ice or slush accumulation could subsequently freeze during the climb to cruise altitude and cause stiffness in the aileron controls, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-04-18: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, -200B, -200C, -200F, -300, -400, - 400D, and -400F series airplanes. This AD was prompted by reports of significant fuselage skin damage at certain parts of the dorsal fairing, due to wear from the dorsal fairing. This AD requires repetitive detailed inspections for wear and cracks of the fuselage skin under the dorsal fairing, and related investigative and corrective actions if necessary. This AD also requires repetitive post-repair external surface high frequency eddy current inspections of the blended areas of the skin and detailed inspections of the unrepaired areas, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fuselage skin damage of the dorsal fairing area, which could result in skin cracking and consequent depressurization of the airplane.
2000-24-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, and A321 series airplanes, that requires a revision to the Airplane Flight Manual; inspection to detect damage of the wiring and adjacent structure along the length of the fairing of the fuel boost pump; corrective actions, if necessary; and modification of the fuel pump wire and fairing. The actions specified by this AD are intended to prevent electrical arcing of the fuel boost pump wire, which could result in wing structural damage, fire, and/or fuel vapor explosion. This action is intended to address the identified unsafe condition.
2000-24-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires modification of the insulation blankets in the area surrounding the main external power ground studs. This action is necessary to prevent smoke and fire in the forward cargo compartment due to burn damage to the insulation blankets in the area surrounding the main external power ground studs. This action is intended to address the identified unsafe condition.
2000-24-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires relocating the B7-28 bus located in the upper main circuit breaker in the rear cockpit observer's station from the lower to the upper terminals of the circuit breakers in Row P. This action is necessary to prevent insufficient clearance and contact between the B7-28 bus and an adjacent panel, which could result in arcing damage, smoke, and/or fire in the upper main circuit breaker panel. This action is intended to address the identified unsafe condition.
2022-23-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, and AS332L2 helicopters. This AD was prompted by reports of a crack in the front upper hoist attachment fitting. This AD requires inspecting each affected hoist attachment fitting (fitting) and depending on the results, removing any cracked fitting from service and reporting information. This AD also prohibits installing an affected fitting unless the required actions are accomplished, 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.
2000-24-16: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection of the one phase remote control circuit breaker (RCCB) in the main avionics compartment and center accessory compartment to determine its part number and serial number, and replacement of the RCCB with a certain RCCB, if necessary. This action is necessary to ensure that defective braze joints of certain latch assemblies of the RCCB are not installed on the airplane. Defective braze joints could fail and prevent the RCCB from tripping during an overload condition, which could result in a fire and smoke in certain wire bundles that are routed to and from the main avionics compartment or center accessory compartment. This action is intended to address the identified unsafe condition.
58-20-01: 58-20-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft P/N 20-360-1058-2 (Tail Wheel Retract Yoke). Compliance required at next regular inspection, but not later than December 1, 1958. Several P/N 20-360-1058-2 tail wheel retract yokes have been found cracked or broken. Many of these parts have had a radius at the base of the yoke of less than the required 0.120 inch. As a result of these failures, the subject parts must be inspected for the proper radius and magnetic particle, or equivalent inspection for cracks at the base of the yoke. Parts which have a radius at the base of the yoke of less than 0.110 inch or in which cracks are found, are considered unairworthy and must be replaced.
83-03-04: 83-03-04 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4562. Applies to all Model 206L and 206L-1 helicopters certificated in all categories that are equipped with emergency flotation equipment kits P/N 206-706-067-1, -5, -101, and 206-706-210-101, and - 103. Compliance is required within 150 hours' time in service after the effective date of this AD unless already accomplished in accordance with Service Bulletin 206L-81-21 or modified in accordance with Technical Bulletin 206L-82-84. To determine whether the shear heads in the float inflation valve assembly have been damaged by incorrect installation, accomplish the following: a. Disconnect the battery. NOTE: DO NOT DISCONNECT ELECTRICAL CONNECTOR TO THE SQUIB VALVE ON THE INFLATION VALVE AT THE CYLINDER ASSEMBLY. b. Remove the nitrogen gas from inflation cylinder, carefully bleeding off the gas through the Schrader inlet valve. CAUTION DO NOT ATTEMPT TO REMOVE THE SHEAR HEAD PISTON PINPRIOR TO REMOVAL OF THE NITROGEN GAS FROM THE CYLINDER. c. Carefully remove the shear head release piston pin. Visually inspect the pin, as removed, to determine if the position of the flat machined side of the piston pin faces the inlet end of the shear head machined groove (Ref. Figure 1, Bell Helicopter Textron Service Bulletin 206L-81-21, dated May 7, 1981). d. If the shear head release piston pin has been installed by rotating the pin 90 to 180 degrees, placing the round side of the pin against the inlet side of the shear head inlet groove, the pin has been incorrectly installed. e. If the shear head release piston pin is found installed incorrectly, remove the shear head from the valve body and discard. Install a new shear head and "0" rings. On installation, thread shear head into the valve body and torque to 20 foot-pounds, prior to installing the shear head release pin. Reinstall piston pin as described in paragraph f. f. If the shear head release piston pin is found correctly installed, place "0" ring in groove of piston pin and install piston pin part way into body with flat side on end of piston pin facing inlet port. Rotate piston pin 90 degrees and lightly push piston pin down into valve body until it bottoms out. While pushing on piston pin, rotate piston pin 90 degrees in the opposite direction. Piston pin should drop deeper into body. Flat side of piston pin must engage groove in shear head, with flat side facing inlet port. g. Refill cylinder with nitrogen. Check for leaks. Connect battery, and refer to appropriate service instruction. NOTE X-ray Inspection (Alternate Method) Where X-ray equipment is available, inspection of the valve assembly may be accomplished by use of X-ray pictures. Reference Figure 2, Bell Helicopter Textron Service Bulletin 206L-81-21 dated May 7, 1981, or FAA approved equivalent for examples of correct and incorrect piston pin installation in the valve assembly.This eliminates the need to bleed off the nitrogen and to disassembly the valve assembly. CAUTION DISCONNECT AND REMOVE THE SQUIB FROM THE VALVE ASSEMBLY PRIOR TO USE OF X-RAY. h. Equivalent means of compliance with the AD may be approved by the Manager, Aircraft Certification Division, Southwest Region, Fort Worth, Texas. This amendment becomes effective February 17, 1983.
90-03-07 R1: 90-03-07 R1 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-6485 as revised by Amendment 39-6575. Applicability: All Model Mystere Falcon 900 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent breakage of mechanical elements of the thrust reverser door actuating system, accomplish the following: A. Within 60 days after the effective date of this AD, modify the thrust reverser automatic stowage electrical control system and ensure the segregation, at the ground/flight proximity detector level, of the braking and thrust reverser control circuits, in accordance with the procedures in AMD-BA Service Bulletin F900-54, Revision 1, dated July 19, 1989, or Revision 2, dated September 20, 1989. B. In accordance with the following schedule, identify the source of the end fittings of the thrust reverser door actuating rods and reinforce the thrust reverser actuating mechanism (actuating rods and hinge pin) in accordance with AMD-BA Service Bulletin F900-61, dated July 19, 1989 (Reference Hurel-DuBois Service Bulletin F900HD001): 1. Prior to the accumulation of 800 landings since the airplane was new on airplanes equipped with end fittings manufactured by Frankenjura, or within 60 days after the effective date of this AD, whichever occurs later, or 2. Prior to the accumulation of 1,300 landings since the airplane was new on airplanes equipped with end fittings manufactured by Sarma, or within 60 days after the effective date of this AD, whichever occurs later. C. If the reinforcement procedure required by paragraph B., above, is accomplished after the accumulation of 800 landings on airplanes equipped with Frankenjura end fittings, or after the accumulation of 1,300 landings on airplanes equipped with Sarma end fittings, then repair the synchronizing bell crank hinge fitting within 60 days after the effective date of this AD, in accordance withAMD-BA Service Bulletin F900-61, dated July 19, 1989. (This service bulletin references Hurel-DuBois Service Bulletin F900HD001.) D. Prior to the accumulation of 4,000 landings, or within 60 days after the effective date of this AD, whichever occurs later, modify the hydraulic actuator Part Number (P/N) 106124 to P/N 106124- 01 by replacing end-fitting P/N 106124200101 with a new end-fitting P/N 106124200102, in accordance with the manufacturer's maintenance manual, Maintenance Procedure 78-305. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: 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, Standardization Branch, ANM-113. F. 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 Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. Airworthiness Directive 90-03-07 R1 revises AD 90-03-07, Amendment 39-6485. The effective date of the requirements of Amendment 39-6575 (AD 90-03-07 R1) remains February 26, 1990, as specified in Amendment 39-6485. This correction (Amendment 39-6575, AD 90-03-07 R1) is effective on April 12, 1990.
2016-04-22: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a design review conducted by Fokker Services B.V. that indicated no controlled bonding provisions were present on many critical locations outside the fuel tank or connected to the fuel tank wall. This AD requires installing the additional bonding provisions, and revising the maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
92-07-04: 92-07-04 BRITISH AEROSPACE (BAe), REGIONAL AIRCRAFT LIMITED: Amendment 39-8200. Docket No. 91-CE-61-AD. Supersedes AD 90-02-14, Amendment 39- 6434. Applicability: HP 137 Mk1, Jetstream Models 200, 3101, and 3201 airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent landing gear or flap extension malfunction during operation of the emergency hydraulic system, accomplish the following: (a) Within the next 600 hours time-in-service (TIS) after February 5, 1990 (the effective date of AD 90-02-14, Amendment 39-6434), modify the detent ball catch of the emergency gear and flap extension hydraulic system selector valve in accordance with the instructions in BAe Alert Service Bulletin (SB) 29-A-JA881143, dated February 24, 1989. (b) Upon the accumulation of 1,600 hours TIS, or within the next 200 hours TIS after the effective date of this AD, whichever occurs later, and thereafter atintervals not to exceed 1,800 hours TIS, accomplish the following: (1) Modify the emergency gear and flap extension hydraulic system valve in accordance with paragraphs A.(1) through A.(5) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (2) Measure for excessive torque in accordance with paragraphs A.(1) through A.(3) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991. (i) If torque is not found excessive in accordance with paragraph A.(4) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, prior to further flight, release the safety catch and perform paragraphs A.(7) through A.(10) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (ii) If excessive torque is found in accordance with paragraph A.(4) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, prior to further flight, recondition the selector valve as specified in paragraph A.(5) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, release the safety catch, and perform paragraphs A.(7) through A.(10) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (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) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle EastOffice, 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. (e) The inspections and modifications required by this AD shall be done in accordance with BAe Alert Service Bulletin 29-A-JA881143, dated February 24, 1989; BAe Service Bulletin 29-JA 901242, which incorporates the following pages: Pages Level Date 2, 3, 5, and 6 Original June 18, 1991 1 and 4 Revision 1 September 25, 1991; and AP Precision Hydraulics Ltd. Service Bulletin 8679-29-02, which incorporates the following pages: Pages Level Date 1, 2, and 3 Original April 1991 4 Revision 1 August 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, Regional Aircraft Limited, Manager Product Support, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041; and AP Precision Hydraulics Ltd., P.O. Box 1, Shaw Road, Speke, Liverpool, England, L24 9JY. 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. (f) This amendment (39-8200) supersedes AD 90-02-14, Amendment 39-6434. (g) This amendment (39-8200) becomes effective on April 30, 1992.
2016-04-23: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires an inspection of the station 337 (door number 1) outboard partitions for a tie rod and quick release pins, and to ensure that both partition supports are engaged in the structural bracket at each outboard partition, and corrective actions if necessary. This AD was prompted by reports of missing right and left outboard partition tie rods at door number 1. We are issuing this AD to detect and correct partitions with missing tie rods or release pins or with supports that are not engaged in the structural bracket. These partitions could come loose during a high-acceleration event and strike the flight attendant seats in the door 1 location, causing serious injury to the seat occupants, or could affect safe egress from the airplane. \n\n((Page 10075))