Results
88-18-06: 88-18-06 MORAVAN: Amendment 39-5994. Applies to Model ZLIN 526L (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD and every 100 hours TIS thereafter, unless already accomplished. To preclude structural airframe failure, accomplish the following: (a) Visually inspect, using a 3-power magnifying glass, the forward portion of the cabin area tubular structure around the airplane leveling points, for cracks using supplementary lighting as required in accordance with MORAVAN Mandatory Service Bulletin Z526L, dated July 30, 1987. If a crack is found, before further flight repair the crack in accordance with instructions from MORAVAN approved by the Manager, Aircraft Certification Staff, AEU-100. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may beused if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B- 1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; or MORAVAN National Corp., 765-81 Otrokovice, Czechoslovakia; or may examine this document at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5994, becomes effective on September 8, 1988.
79-20-08: 79-20-08 GREAT LAKES: Amendment 39-3580. Applies to Models 2T-1A-1 and 2T- 1A-2 airplanes having a Lycoming IO-360-B1F6 or AIO-360-B1G6 engine installed. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo preclude engine induction system blockage by pieces of failed alternate air doors and resulting power loss, accomplish the following: \n\n\tA)\tWithin the next 25 hours time-in-service after the effective date of this AD: \n\n\t\t1.\tVisually inspect the aircraft induction system drain fitting located in the induction elbow below the fuel injector for blockage or restriction. If the hole is restricted in the weld area or not drilled through the elbow, before further flight open up the restricted hole or drill a hole in the elbow at the fitting location using a No. 10 (.193) drill. \n\n\tB)\tWithin 25 hours time-in-service after the effective date of this AD and each 100 hours time-in-service thereafter: \n\n\t\t1.\tVisually inspect the alternate air door for distortion, heat damage and cracks. If any of these conditions are noted, before further flight repair the existing door or fabricate and install a new door in accordance with Figure I of this AD. \n\n\t\t2.\tVisually inspect the induction system including the filter for cleanliness, security and damage from backfire or induction system fires. Before further flight, repair or replace any damaged components necessary to restore the system to an airworthy condition. \n\n\tC)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective on October 8, 1979. \n\n\nFIGURE 1
2019-01-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. This AD was prompted by a report that showed a non- compliance exists on some in-service galley attendant seat fitting installations. The non-compliance could result in flight attendant seats failing in a high-G crash. This AD requires modifications for galley mounted seat fittings. We are issuing this AD to address the unsafe condition on these products.
88-24-08 R2: 88-24-08 R2 MCDONNELL DOUGLAS: Amendment 39-6071, as revised by Amendment 39-6108, is further revised by Amendment 39-6469. Docket No. 89-NM-41-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and subsequent failure of the fuselage skin or longerons, accomplish the following: \n\n\tA.\tPrior to the accumulation of 45,000 landings, or within 30 days after January 28, 1989, (the effective date of Amendment 39-6108), whichever occurs later, unless accomplished within the last 2,500 landings, perform initial external low and high frequency eddy current inspections of the fuselage skin and longerons from longeron 7 left through 7 right, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 1 of that service bulletin. \n\n\tNOTE: Inspections performed in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, N/C, dated November 2, 1988, Revision 1, dated December 22, 1988, or Revision 2, dated April 21, 1989, meet the requirements of this paragraph. \n\n\tB.\tPrior to the accumulation of 30,000 landings, or within 90 days after the effective date of this amendment, whichever occurs later, unless accomplished within the last 2,500 landings, perform initial external low and high frequency eddy current inspections of the fuselage skin and longerons from longeron 7 left through 7 right, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 1 of that Service Bulletin. \n\n\tNOTE: Inspections performed in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, N/C, dated November 2, 1988; Revision 1, dated December 22, 1988; or Revision 2, dated April 21, 1989; meet the requirements of this paragraph. \n\n\tC.\tPrior to the accumulation of 2,500 landings after the accomplishment of the external inspections in accordance with paragraph A. or B., above, perform an aided visual inspection of the longerons from longeron 10 left through 10 right from inside the fuselage, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 2 of that Service Bulletin. \n\n\tD.\tAs an option to the initial visual inspection required by paragraph C., above, for airplanes that have previously accomplished an internal visual inspection of only longerons 7 left through 7 right prior to the effective date of this amendment: Prior to the accumulation of 2,500 landings after that internal visual inspection, perform an external high frequency eddy current inspection of longerons 8 left through 10 left, and 8 right through 10 right, within the range of fuselage stations for the particular series airplanes, as specified in Table 2 of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989. Repeat this external eddy current inspection at intervals not to exceed 2,500 landings until the internal visual inspection (of longerons 10 left through 10 right) required by paragraph C., above, is accomplished prior to the accumulation of 7,500 landings after the effective date of this amendment. \n\n\tE.\tExcept as provided by paragraph D., above, conduct repetitive inspections according to either paragraph E.1. or E.2., below: \n\n\t\t1.\tRepeat the external eddy current and internal visual inspections as required by paragraphs A., or B., and C., above, at intervals not to exceed 5,800 landings: or \n\n\t\t2.\tRepeat the external eddy current inspections as required by paragraph A. or B., above, from longerons 10 left through 10 right at intervals not to exceed 2,500 landings. \n\n\tF.\tIf cracks are detected prior to further flight, repair in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989. If Option II, Condition 2, of the Service Bulletin is selected, accomplish removal of interim repair doubler(s) and accomplish permanent longeron repair(s) within 2,500 landings after installation of the interim repair doublers. \n\n\tG.\tCompletion of the rework procedure defined in McDonnell Douglas Service Rework Drawing SR09530132, Revision B, dated July 28, 1989, constitutes terminating action for the repetitive inspection requirements of this AD. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, CI-HCO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229East Spring Street, Long Beach, California. \n\n\tThis AD revises AD 88-24-08 R1 (Amendment 39-6108) which revised AD 88-24-08 (Amendment 39-6071). \n\n\tThis amendment (39-6469, AD 88-24-08 R2) becomes effective on February 12, 1990.
89-04-02: 89-04-02 FACET AEROSPACE PRODUCTS, CO (MARVEL SCHEBLER): Amendment 39-6109. Applicability: Facet Models MA-4-5, MA-5, and MA-6AA carburetors manufactured after April 1984, having Part Numbers (P/N) and Serial Numbers (S/N) as listed herein: Carburetors Serial Number Model: MA-4-5 P/N 10-3878 G-54-11129 thru G-54-11136, G-55-11500 thru G-55-12064 P/N 10-4164-1 K-49-9001 thru K-49-9023 P/N 10-4404 R-48-11501 thru R-48-11721 P/N 10-4404-1 R-45-11005 and R-45-11007 A0-45-11000 thru A0-45-11101 P/N 10-5054 BZ-16-3000 thru BZ-22-3110 P/N 10-5193 CP-5-3500 thru CP-5-3967 P/N 10-4893 BD-5-10000 P/N 10-4893-1 CL-4-3700 thru CL-7-3776 P/N 10-5284 DV-0-500 thru DV-0-505 DV-1-1000 thru DV-1-1392 Model: MA-5 P/N 10-4865 BC-33-5001 thru BC-33-5005 Model: MA-6AA P/N 10-4218-1 AK-37-3002 P/N 10-4401-1 AC-38-3278 thru AC-38-3298 AC-40-4001 thru AC-40-4021 P/N 10-4438-1 AH-29-6000 thru AH-29-6009 The carburetors listed above are used on, but not limited to: Textron Lycoming Models O-360, O-540, VO-540, and TVO-435 series engines. Teledyne Continental Model O-470 series engines. Pezetel (Franklin) Model 6A-350 series engines. Compliance: Required within the next 200 hours time in service, or when the carburetor is removed from the engine, whichever occurs first, unless already accomplished. To prevent possible jamming of the carburetor throttle, accomplish the following: (a) Check all Facet (Marvel Schebler) Model MA-4-5, MA-5, and MA-6AA carburetors manufactured after April 1984 to determine the carburetor part number and serial number. These numbers can be found on the carburetor nameplate which is located on the throttle body. NOTE: When checking the carburetor serial number for comparison to the above listing, disregard the center number, as described in the service bulletin, since this is used for Facet internal blueprint control only. (b)If the part number and serial number are listed above, remove the carburetor, disassemble it, and replace the air metering stop pin, P/N 62-226, with the air metering stop pin, P/N 62-F1, in accordance with the instructions given in Facet Service Bulletin A1-88, dated August 1988. (c) Stamp or etch a "P" on the lower portion of the carburetor nameplate and make an engine logbook entry to indicate compliance. NOTE: If the serial number is not one of those listed above, corrective action is not required. (d) 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. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, ANE-170, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, New York Aircraft Certification Office, ANE-170, may adjust the compliance time specified in this AD. Facet Service Bulletin A1-88, dated August 1988, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 551(a)(1). All persons affected by this directive, who have not already received this document from the manufacturer may obtain copies upon request to Facet Aerospace Products, Co., 1048 Industrial Park Road, Bristol, Virginia 24201. This document may also be examined at the Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 88-ANE-39, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6109, AD 89-04-02) becomeseffective on March 8, l989.
2019-02-02: We are adopting a new airworthiness directive (AD) for all Pacific Aerospace Ltd. Model FBA-2C1, FBA-2C2, FBA-2C3, and FBA-2C4 airplanes. This AD was prompted by a report of corrosion found in the external and internal surfaces of an elevator push-pull rod. This AD requires an inspection for corrosion of the elevator push-pull rod assembly, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2006-09-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600, A310-200, and A310-300 series airplanes. This AD requires modifying the forward outflow valve of the pressure regulation subsystem. This AD results from a report of accidents resulting in injuries occurring on in-service airplanes when crewmembers forcibly initiated opening of passenger/crew doors against residual pressure, causing the doors to rapidly open. In these accidents, the buildup of residual pressure in the cabin was caused by the blockage of the outflow valve by an insulation blanket. We are issuing this AD to prevent an insulation blanket or other debris from being ingested into and jamming the forward outflow valve of the pressure regulation subsystem, which could lead to the inability to control cabin pressurization and adversely affect continued safe flight of the airplane.
95-26-13: This amendment supersedes Airworthiness Directive (AD) 76-25-06, which currently requires replacing oil cooler hoses on The New Piper Aircraft, Inc. (Piper) Model PA28-140 airplanes, and inspecting for a minimum clearance between the oil cooler hose assemblies and the front exhaust stacks and adjusting if proper clearance is not obtained. This action maintains the clearance inspection and oil cooler hose replacements, requires this inspection and these replacements to be repetitive, and extends the applicability to include PA32 series and other PA28 series airplanes. It also provides the option of installing approved TSO-C53a, Type D oil cooler hose assemblies as terminating action for the repetitive inspection requirement. Numerous incidents/accidents caused by oil cooler hose rupture or failure on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent these oil cooler hoses from failing or rupturing, which could result in engine stoppage and subsequent loss of control of the airplane.
99-01-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking in certain areas of the fuselage; and corrective action, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. 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 detect and correct fatigue cracking of the fuselage, which could result in reduced structural integrity of the airplane.
87-04-02: 87-04-02 CONSTRUCCIONES AERONAUTICAS S.A. (CASA): Amendment 39- 5556. Applies to Model C-212 airplanes identified in CASA Service Bulletin 212-32-21, Revision 1, dated June 4, 1986, certificated in any category. Compliance is required within 45 days after the effective date of this AD. To prevent loss of aircraft control on the runway caused by fractured nose landing gear components, accomplish the following, unless already accomplished: A. Modify the nose landing gear in accordance with the accomplishment instructions of CASA Service Bulletin 212-32-21, Revision 1, dated June 4, 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer, may obtain copies upon request to Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 2, 1987.
2019-01-03: We are superseding Airworthiness Directive (AD) 2016-18-01, which applied to certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2016-18-01 required repetitive lubrication of the forward and aft trunnion pin assemblies of the right and left main landing gears (MLGs); repetitive inspection of these assemblies for corrosion and chrome damage, and related investigative and corrective actions if necessary; and installation of \n\n((Page 3291)) \n\nnew or modified trunnion pin assembly components, which terminated the repetitive lubrication and repetitive inspections. Since we issued AD 2016-18-01, we have determined that rotable parts were not addressed in that AD, and it is therefore necessary to include all airplanes of the affected models in the applicability. This AD retains the requirements of AD 2016-18-01, adds airplanes to the applicability, and prohibits the installation of a MLG or MLG trunnion pin assembly under certain conditions. We are issuing this AD to address the unsafe condition on these products.
2000-10-08: This amendment adopts a new airworthiness directive (AD) that applies to Eurocopter France Model SA-365N1, AS-365N2, and SA-366G1 helicopters and requires conducting inspections of each tail rotor blade for bonding separation, measuring the clearance between the tip of each tail rotor blade and the circumference of the air duct, and replacing the blade if necessary. This amendment is prompted by an inflight incident in which the tail rotor blades were significantly damaged due to bonding separation. The actions specified by this AD are intended to prevent damage to a tail rotor blade, loss of tail rotor control, and subsequent loss of control of the helicopter.
99-20-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Burkhart Grob Luft - Und Raumfahrt GmbH & CO KG (Grob) Models G103 TWIN II and G103A TWIN II ACRO sailplanes. This AD requires accomplishing preflight checks of the fastening (knurled) nut at the rear control stick for cracks, and replacing the nut with one made of stainless steel either immediately or at a certain time period depending on whether a crack(s) is found. The checks are no longer required after the knurled nut is replaced. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the inability to use the rear control stick because of a cracked knurled nut, which could result in loss of control of the sailplane during flight instruction operations.
86-05-04: 86-05-04 BOEING: Amendment 39-5249. Applies to Model 737-100, -200, and -300 airplanes, as specified in Boeing Service Bulletin 737-25A1182, Revision 2, dated November 12, 1985, certificated in any category. To correct aft door emergency opening characteristics, accomplish the following within 6 months after the effective date of this amendment, unless previously accomplished: \n\n\tA.\tInstall escape slide cover restraining straps in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Part II, dated November 12, 1985, or later FAA-approved revisions. \n\n\tNOTE: Installation of escape slide cover restraining straps in accordance with Boeing Service Bulletin 737-25A1182, Revision 1, dated September 24, 1985, is equivalent to such installation in accordance with Revision 2 of that service bulletin, and constitutes compliance with this paragraph. \n\n\tB.\tAn alternate means of compliance 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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this amendment who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This service bulletin may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 11, 1986.
2018-23-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-102, -103, and -106 airplanes; Model DHC- 8-200 series airplanes; and Model DHC-8-300 series airplanes. This AD was prompted by a report that a certain modification to the auto relight system is incompatible with a certain beta lockout system modification and could result in de-activation of the auto ignition feature of the No. 2 engine. This AD requires an inspection of the auto ignition system and applicable rectification. We are issuing this AD to address the unsafe condition on these products.
97-06-10: This amendment supersedes Airworthiness Directive (AD) 91-14-14, which currently requires repetitively inspecting the main landing gear (MLG) "A" frame assemblies for cracks on Raytheon Aircraft Company (Raytheon) Model 76 airplanes (formerly referred to as Beech Model 76 airplanes), and replacing any assembly found cracked. AD 91-14-14 resulted from reports of fatigue cracks developing on the MLG "A" frame assemblies of the affected airplanes. Raytheon has developed improved design MLG "A" frame assemblies, and the Federal Aviation Administration (FAA) has determined that Model 76 airplanes with an improved design "A" frame assembly installed on both the left and right MLG should be exempt from AD 91-14-14. This action retains the requirement of repetitively inspecting the MLG "A" frame assemblies for cracks and replacing any cracked "A" frame assembly only for those Model 76 airplanes that do not have the improved design parts installed. The actions specified by this ADare intended to prevent MLG failure because of a cracked "A" frame assembly, which could result in loss of control of the airplane during landing operations.
2019-02-04: We are superseding Airworthiness Directive (AD) 2018-22-05, which applied to Engine Alliance (EA) GP7270, GP7272, and GP7277 turbofan engines with a certain high-pressure turbine (HPT) case installed. AD 2018-22-05 required removal of affected HPT stator cases (HPT cases) from service and their replacement with a part eligible for installation. This AD retains these requirements, reduces the compliance times for the removal and replacement of certain HPT cases, and identifies additional affected parts that must be removed and replaced. This AD was prompted by the discovery of a quality escape at a manufacturing facility involving unapproved welds on HPT cases. Subsequent additional findings suggested the need for an updated risk analysis, resulting in reduced compliance times for those parts and the identification of additional affected parts. We are issuing this AD to address the unsafe condition on these products.
98-21-02: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 Rough Field Version (RFV) series airplanes, that currently requires inspection of the main landing gear (MLG) legs to determine if parts are missing or damaged, and modification, if necessary; and periodic measurements of the extension of each MLG shock absorber sliding member. That AD also provides for the accomplishment of a certain modification as optional terminating action for the periodic measurements. This amendment requires accomplishment of the previously optional terminating action, and revises the applicability of the existing AD to add an airplane model. 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 loss of the MLG sliding member, which could result in reduced structural integrity of the MLG.
2019-02-01: We are superseding Airworthiness Directive (AD) 2018-16-07, which applied to certain General Electric Company (GE) GEnx turbofan engines. AD 2018-16-07 required removal and replacement of affected high-pressure turbine (HPT) stator cases (HPT cases). This AD retains those requirements, but reduces certain compliance times. This AD was prompted by the discovery of a quality escape at a manufacturing facility and a determination that the compliance time for the removal and replacement of certain HPT cases must be reduced. We are issuing this AD to address the unsafe condition on these products.
87-22-01 R1: 87-22-01 R1 BEECH: Amendment 39-5748 as revised by Amendment 39-6312. \n\n\tApplicability: Models 65, 65-80, A65, A65-8200, 70, 65-A80, 65-A80-8800, 65-B80, 65-88, 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4 and B90 (all serial numbers (S/N)); C90 and C90A (S/N LJ-502 through LJ-1190); E90, H90, F90, 100, A100, B100, 99, 99A, A99A, B99 and C99 (all S/N); 200 and B200 (S/N BB-2 through BB-1314); 200C, 200CT, 200T, A200, A200C, A200CT, B200C, B200CT and B200T (all S/N); 300 (S/N FA-1 through FA-168 and FF-1 through FF-19); 1900 (all S/N); 1900C (S/N UB-1 through UB-74 and UC-1 through UC-78) airplanes certificated in any category. \n\n\tCompliance: Required as indicated after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of the nose landing gear (NLG) fork due to undetected fatigue cracking, accomplish the following: \n\n\t(a)\tWithin the next 200 hours time-in-service (TIS) after the effective date of this AD, and thereafter at intervals not to exceed 100 hours TIS for airplanes in the 65 Series, 70 Series, 80 Series, 99 Series and 1900 Series, and 150 hours TIS for airplanes in the 90 Series, 100 Series, 200 Series and 300 Series, inspect the NLG fork using fluorescent penetrant method in accordance with the instructions in Part II of Beech Service Bulletin No. 2102, Revision I, dated May 1987, or Revision II dated April 1988, or Revision III, dated June 1989. \n\n\tNOTE 1:\tInspection for slippage of the NLG fork collar on the strut tube per Part I of the Service Bulletin is recommended but not required by this AD. \n\n\t\t(1)\tIf no cracks are found, the airplane may be returned to service. \n\n\t\t(2)\tIf a crack is detected at the tip of the weld, is not more than 0.75 inches in length, and does not branch out into the unwelded tube wall (See Figure 1 or Figure 2 as applicable), thereafter at intervals not to exceed 25 hours TIS, inspect the NLG fork per paragraph (a) above until replacement with a serviceable part.The replacement part is immediately subject to the conditions of this AD, except as provided by paragraph (b), below. \n\n\t\t(3)\tIf a crack is detected that exceeds the limits of paragraph (a)(2), prior to further flight replace the NLG fork with a serviceable part. The replacement part is immediately subject to the conditions of this AD, except as provided by paragraph (b) below. \n\n\t(b)\tThe repetitive inspections of this AD are no longer required if an improved nose landing gear fork Kit No. 101-8030-1S (except 1900 Series) or Kit No. 144-8015-1S (for 1900 Series) is installed. \n\n\t(c)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. \n\n\t(d)\tAn 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, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone 316-946-4400.NOTE 2:\tThe request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office, at the above address. \n\n\tAll persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment revises AD 87-22-01, Amendment 39-5748, which became effective on November 30, 1987. \n\n\tThis amendment (39-6312, AD 87-22-01 R1) becomes effective on September 30, 1989.
2006-07-22: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 and Model Avro 146-RJ airplanes. This AD requires modifying the control cable duct on the left bulkhead structure at frame 12, and, for certain airplanes, the forward toilet bulkhead structure. This AD results from a structural analysis by the manufacturer that revealed that rapid decompression of the flight compartment with the door closed could cause structural deformation of the left bulkhead structure at frame 12, and of the attached cable duct structure. The duct structure protects the cables for the primary flight controls. We are issuing this AD to prevent deformation of the cable duct structure in the event of a rapid decompression, which could result in restriction of the primary flight controls and consequent reduced controllability of the airplane.
87-10-12: 87-10-12 PARTENAVIA COSTRUZIONE AERONAUTICHE, S.p.A.: Amendment 39-5614. Applies to Models P 68, P 68B, P 68C (Serial Numbers (S/N) 1 through 250), and P 68C-TC (S/N's 300-1TC through 300-22TC) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible loss of control and structural failure, accomplish the following: (a) Within the next 100 hours time-in-service (TIS) after the effective date of this AD, and each 100 hours TIS thereafter, visually and tactilely (by touch) inspect the composite leading edge wing ribs for cracking, and the composite wing leading edge for debonding from the ribs of both wings using the procedure and locally fabricated tool described in the "INSTRUCTIONS" section of Partenavia Service Bulletin (S/B) No. 67, Revision 1, dated November 5, 1986. (The tool is used to exert force on the ribs to check for lack of stiffness by tactile inspection.) If a crack or debonding is found,prior to further flight, remove the wing leading edge and repair the cracks or debonds as described by the repair "INSTRUCTIONS" in Partenavia Service Information (SI) No. 21, dated August 30, 1985. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Partenavia Costruzione Aeronautiche, S.p.A., via Cava, Naples, Italy; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment 39-5614 becomes effective on June 1, 1987.
86-07-03: 86-07-03 BOEING AND LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5276. Applies to all Boeing Model 747 series airplanes equipped with Rolls-Royce RB211-524 engines, and all Lockheed Model L-1011 series airplanes, certificated in any category. To prevent loss of throttle control caused by an unstowed left rear fan cowl door support, accomplish the following within 12 months after the effective date of this AD, unless already accomplished:\n\n\tA.\tModify the fan cowl support strut stowage mechanism in accordance with Rolls-Royce Service Bulletin RB211-71-7254, Revision 1, dated December 7, 1984.\n\n\tB.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, for Boeing Model 747 airplanes; or the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, for Lockheed Model L-1011 airplanes.\n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD.\n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124; the Lockheed-California Company, P.O. Box 551, Burbank, California 91520; or from Service Modification Engineer, RB211 Propulsion Systems, Rolls-Royce Limited, P.O. Box 31, Derby, England. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.\n\n\tThis amendment becomes effective May 10, 1986.
88-04-02: 88-04-02 PRATT & WHITNEY: Amendment 39-5817. Applies to Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent low pressure turbine (LPT) case penetration as a result of anti-rotation pin failures, accomplish the following: (a) Radiographic isotope inspect LPT cases installed in JT8D-200 series turbofan engines that incorporate Tinidur (AMS 5637) anti-rotation pins. Engines with new or refurbished (in accordance with the Accomplishment Instructions of paragraph 2.A.(2)(a) of PW service bulletin (SB) 5751, Revision 1, dated September 30, 1987) LPT case assemblies that have incorporated PW SB 5711, Revision 3, dated April 1, 1987, and have been concurrently assembled with new LPT third stage vane anti-rotation pins (Tinidur or Inco 901), are not required to meet the initial and repetitive inspection requirements of this paragraph. Engines requiring the inspection mustbe inspected in accordance with the Accomplishment Instructions contained in PW Alert SB 5753, Revision 2, dated December 11, 1987, in accordance with the following schedule: (1) PW JT8D-209 engine LPT cases with 9,300 total cycles in service (CIS) or more on the effective date of this AD; inspect within 2,500 CIS from the effective date of this AD. Thereafter, reinspect in accordance with the requirements of the table below. (2) PW JT8D-209 engine LPT cases with less than 9,300 total CIS on the effective date of this AD; inspect before the accumulation of 9,300 total CIS, or within 2,500 CIS from the effective date of this AD, whichever occurs later. Thereafter, reinspect in accordance with the requirements of the table below. (3) PW JT8D-217 engine LPT cases with 7,300 total CIS or more on the effective date of this AD; inspect within 700 CIS from the effective date of this AD. Thereafter, reinspect in accordance with the requirements of the table below. (4) PW JT8D-217 engine LPT cases with less than 7,300 total CIS on the effective date of this AD; inspect before the accumulation on 7,300 total CIS, or within 700 CIS from the effective date of this AD, whichever occurs later. Thereafter, reinspect in accordance with the requirements of the table below. (5) PW JT8D-217A engine LPT cases with 3,300 total CIS or more on the effective date of this AD; inspect within 900 CIS from the effective date of this AD. Thereafter, reinspect in accordance with the requirements of the table below. (6) PW JT8D-217A engine LPT cases with less than 3,300 total CIS on the effective date of this AD; inspect before the accumulation of 3,300 total CIS, or within 900 CIS from the effective date of this AD, whichever occurs later. Thereafter, reinspect in accordance with the requirements of the table below. (7) PW JT8D-217C/-219 engine LPT cases with 4,200 total CIS or more on the effective date of this AD; inspect within 1,000 cycles from the effective date of this AD. Thereafter, reinspect in accordance with the requirements of the table below. (8) PW JT8D-217C/-219 engine LPT cases with less than 4,200 total CIS on the effective date of this AD; inspect before the accumulation of 4,200 total CIS, or within 1,000 CIS from the effective date of this AD, whichever occurs later. Thereafter, reinspect in accordance with the requirements of the table below. THIRD STAGE ANTI-ROTATION PIN REINSPECTION TABLE Number of fractured, missing, or bent pins Maximum CIS until reinspection JT8D-209 JT8D-217/-217A/-217C/ -219 0 7,000 1,700 1 6,640 1,610 2 6,280 1,525 3 5,920 1,440 4 5,560 1,350 5 5,200 1,265 6 4,840 1,180 7 4,480 1,090 8 4,120 1,005 9 3,760 920 10 3,400 830 11 3,040 745 12 2,680 660 13 2,320 570 14 1,960 485 15 1,600 400 (b) Remove from service prior to further flight, PW JT8D-209, -217, -217A, -217C, and -219 engines with 44 fractured, missing, or bent LPT third stage vane anti-rotation pins found during the accomplishment of the inspection requirements of paragraph (a) above. (c) Remove from service within 10 CIS, PW JT8D-209, -217, -217A, -217C, and -219 engines with 16 or more, but less than 44 fractured, missing, or bent LPT third stage vane anti-rotation pins, found during the accomplishment of the inspection requirements of paragraph (a) above. (d) Modify prior to return to service, in accordance with the Accomplishment Instructions of PW SB 5751, Revision 1, dated September 30, 1987, those engines removed from service in accordance with paragraphs (b) and (c) above. (e) Modify prior to return to service, in accordance with the Accomplishment Instructions of PW SB 5751, Revision 1, dated September 30, 1987, PW JT8D-209, -217, -217A, -217C, and -219 engines inspected in accordance with paragraph (a) above, at an engine shop visit, and found with 15 or more fractured, missing, or bent LPT third stage vane anti-rotation pins. (f) Modify PW JT8D-209, -217, -217A, -217C, and -219 engine LPT cases (including LPT cases from those engines referred to in paragraph (a) that were not required to meet the initial and repetitive inspection requirements) at the next LPT module disassembly after the effective date of this AD, in accordance with the Accomplishment Instructions of PW SB 5751, Revision 1, dated September 30, 1987. (g) Report the following information in writing within 30 days from the date of the inspection to the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Telex Number 949301 FAANE BURL: (1) Inspection date (2) Engine serial number (S/N) (3) LPT case S/N (4) Engine total time and cycles (if estimate, so note) (5) LPT case time and cycles since last shop visit (if estimate, so note) (6) Number of third stage vane anti-rotation pins: (i) fractured (ii) missing (iii) bent NOTES: (1) For the purpose of this AD, LPT module disassembly occurs when the LPT rotor is separated from the LPT case and vane assembly. (2) Shop visit is defined as the input of an engine to a repair shop where the subsequent engine maintenance entails: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit." (b) Removal of a disk, hub, or spool. 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. Upon request, an equivalent means of compliance may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. PW Alert SB 5753, Revision 2, dated December 11, 1987, PW SB 5751, Revision 1, dated September 30, 1987, and PW SB 5711, Revision 3, dated April 1, 1987, identified and described in this document, 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 Pratt & Whitney, Publications Department, P.O. Box 611, Middletown, Connecticut 06457. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803; Rules Docket Number 87-ANE-23, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment becomes effective on March 4, 1988.
2019-02-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD requires revising the existing maintenance or inspection program, as applicable, to \n\n((Page 2438)) \n\nincorporate new or more restrictive airworthiness limitations. This AD was prompted by reports of warpage of internal engine fire handle components, which can cause binding and prevent proper operation. We are issuing this AD to address the unsafe condition on these products.