Results
82-07-04: 82-07-04 SCHWEIZER: Amendment 39-4355. Applies to Model G-164A (S/Ns 1726A through 1730A); Model G-164B (S/N 335B through 659B); Model G-164C (S/N 1C through 44C); and Model G-164D (S/N 1D through 22D) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To assure a positive stop of the fuel shut-off valve at the "ON" position, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (a) Modify the fuel shut-off valve control by installation of a new stop-plate, P/N A1552-71, in accordance with instructions in Schweizer Ag-Cat Service Bulletin No. 78 dated January 26, 1982. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) Any equivalent method of compliance with this AD, when used, must be approved by the Chief, New York Aircraft Certification Office, FAA, Eastern Region, Federal Building, JFK International Airport, Jamaica, New York 11430; telephone (212) 995-2842. This amendment becomes effective on April 6, 1982.
2007-25-10: 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: A rotating rod in the trailing edge flap control linkage broke in flight. Investigations revealed that the rotating rod had been installed in the wrong side during a maintenance operation. This incorrect installation caused a contact between the rotating rod and its retaining bracket leading, after some time in operation, to the rod breakage and flap asymmetry situation. The consequence on the airplane of the flap asymmetry combined with a latent failure of the asymmetry detection system is classified as a catastrophic failure condition. The unsafe condition is failure of the rotating rod in the control linkage of the trailing edge flap and consequent flap asymmetry during the approach to landing, which could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-03-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by two reports of abnormal operation of the components of the ENG START panel or ECP due to liquid spillage in the system, and the subsequent uncommanded engine inflight shutdown (IFSD) of one engine in each case. This AD requires revising the existing airplane flight manual (AFM) to define a liquid-prohibited zone in the flight deck and provide procedures following liquid spillage on the center pedestal, 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.
2020-01-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes), and certain Model A310 series airplanes. This AD was prompted by the FAA's analysis of the fuel system reviews on these models conducted by the manufacturer. This AD requires modifying the fuel quantity indicating system (FQIS) to prevent development of an ignition source inside the center fuel tank due to electrical fault conditions. This AD also provides alternative actions for cargo airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
77-01-05: 77-01-05 PIPER: Amendment 39-2803. Applies to model PA-23-250 (6 place) Aztec "F", S/Ns 27-7654001 to 27-7654049 inclusive, 27-7654051 to 27-7654099 inclusive, 27- 7654101 to 27-7654116 inclusive, 27-7654118 to 27-7654131 inclusive, 27-7654133 to 27- 7654146 inclusive, 27-7654148 to 27-7654160 inclusive, 27-7654162 to 27-7654164 inclusive, and 27-7654166 to 27-7654171 inclusive. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent the hazards associated with the chaffing of the wing tip mounted strobe NAV light wire and the possible electrical arcing to the adjacent wing tip rib, accomplish the following: (a) Apply additional insulating material to the applicable electric wiring in accordance with the instructions given in Service Bulletin No. 486, dated October 11, 1976, or with an approved alternate method. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, who must also approve alternate methods of compliance. (Piper Service Bulletin No. 486, dated October 11, 1976, covers this subject.) This amendment is effective January 13, 1977.
97-22-13: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A320 series airplanes, that currently requires revising the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to instruct the flight crew to maintain a flap setting of "Configuration Full" (CONF FULL) during landing. That AD was prompted by a report of severe control difficulties which occurred on approach with the flaps locked in CONF FULL and the landing gear down. This amendment adds a requirement for installation of a new, improved flight warning computer (FWC), which, when accomplished, constitutes terminating action for the AFM limitation. This action also revises the applicability of the existing AD to include additional airplanes that are subject to the addressed unsafe condition. The actions specified by this AD are intended to prevent reduced controllability of the airplane during approach when the flaps are locked in CONF FULL.
85-17-01: 85-17-01 BOEING: Amendment 39-5118. Applies to all Model 767-200 series airplanes equipped with General Electric (GE) CF6 engines, certificated in any category. Compliance is required as indicated, unless already accomplished. To minimize the potential for engine shutdown or damage due to engine systems ground wiring or terminal failure, accomplish the following within the next 30 days after the effective date of this AD or upon accumulation of 1000 flight hours on any engine, whichever is later: \n\n\tA.\tInspect and repair wiring and terminals as specified in Boeing Alert Service Bulletin 767-71A0019, Revision 3, dated August 23, 1984, or later FAA approved revision, and repeat thereafter at intervals not to exceed 1000 hours; or \n\n\tB.\tAccomplish the terminating modification as specified in Boeing Alert Service Bulletin 767-71A0019, Revision 4, dated March 15, 1985, or later FAA approved revision, as terminating action for this AD. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\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 directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 16, 1985.
87-05-04: 87-05-04 HOFFMANN AIRCRAFT GES.M.B.H.: Amendment 39-5645. Applies to Model H-36 "DIMONA" powered gliders. Compliance is required as indicated, unless already accomplished. To prevent the possible in-flight separation of the wing, accomplish the following: Prior to further flight after the effective date of this AD, install an additional wing/fuselage attachment (latching hooks) Part Number 820.1.58 in accordance with Work Instruction No. 6 referenced in Hoffmann Aircraft Ges.m.b.H. Service Bulletin No. 19, dated November 10, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office. Hoffmann Aircraft Ges.m.b.H. Service Bulletin No. 19, dated November 10, 1986, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Hoffmann Aircraft Ges.m.b.H., Richard Neutra Gasse 5, A-1210 Wien, Austria. This document 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, Room 311, Docket 87-ANE-17, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5645, becomes effective July 16, 1987, as to all persons except to those to whom it was made immediately effective by individual priority letters issued March 5, 1987, which contained this amendment.
2020-01-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a determination that ram air turbine (RAT) performance may be below the expected (certificated) level when the landing gear is extended. This AD requires installing flight control and guidance system (FCGS) software (SW) X11 Standard (STD), 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.
76-15-08: 76-15-08 PIPER: Amendment 39-2679 as amended by Amendment 39-2724. Applies to: PA-28R-200 serial numbers 28R-7635001 to 28R-7635432 inclusive, PA-32R-300 serial numbers 32R-7680001 to 32R-7680437 inclusive. NOTE: All PA-28R-180, PA-28R-200 and PA-32R-300 airplanes that have had the Nose Gear Trunnion Assembly (Piper part number 67054-00V) replaced with one supplied by the manufacturer between August 1, 1975, and August 1, 1976, must also comply with this airworthiness directive. Compliance required prior to the next flight unless already accomplished. Aircraft located in a non-servicing area may be flown (gear extended) to a service facility for compliance with this airworthiness directive after nose gear trunnion has been visually inspected and a determination made that no obvious cracks exist on the trunnion ear to which the nose landing gear arm spring is attached. NOTE: This initial inspection may be performed by the pilot or by other persons authorized to perform preventive maintenance under FAR 43. If cracks are found, the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. To prevent possible nose gear collapse accomplish the following: 1. Remove top and bottom engine cowl. 2. Place aircraft on jacks. 3. PA-28R Only - Remove assist springs (part numbers 67168-00V and 67169-00V) from nose gear trunnion (67054-00V) attach lug. 4. PA-32R Only - Remove assist spring (part number 67168-00V), bolt (part number 400 011), and bushings (part numbers 82732-95V & 63900-138V) from nose gear trunnion (67054-00V) attach lug. 5. Install Piper Nose Gear Trunnion Modification Kit 761 074V. 6. Reassemble in reverse order, Steps 3 or 4 (whichever applicable) as outlined above. 7. Install engine cowl. 8. Perform gear retraction and free fall extension to assure proper landing gear operation (refer to PA-28 or PA-32 Service Manual, whichever is applicable. 9. Removeaircraft jacks. Piper Service Bulletin No. 510, Revision B dated August 31, 1976, covers this same subject. An equivalent repair may be approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, P.O. Box 20636, Atlanta, Georgia 30320, telephone 404-526-7407. Amendment 39-2679 became effective August 6, 1976. This amendment 39-2724 becomes effective September 24, 1976.
2007-25-16: We are adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model DC-9-81 (MD-81) and DC-9-82 (MD-82) airplanes. This AD requires, for certain airplanes, inspecting for cracking of the fuselage skin at the upper corners of the forward passenger doorjamb, installing or replacing doublers as applicable, and doing applicable repairs. This AD results from reports of fatigue cracking in the fuselage skin at the upper corners of the forward passenger doorjamb. We are issuing this AD to prevent cracking of the fuselage skin at the upper corners of the forward passenger doorjamb, which could lead to loss of overall structural integrity of the airplane.
2003-26-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes, that requires replacing the existing pressure relief valve on the potable water tank with a new, improved pressure relief valve, which is made of stainless steel and is non-adjustable. For certain airplanes, this AD also requires modification of certain piping to re-locate the pressure relief valve. This action is necessary to prevent rupture of the potable water tank during flight of the airplane, which could result in structural damage to the airplane and its inability to sustain flight loads. This action is intended to address the identified unsafe condition.
76-18-04: 76-18-04 PIPER AIRCRAFT CORPORATION: Amendment 39-2709. Applies to PA-28-235, serial numbers 28-10001 through 28-7610157, equipped with Airborne fuel valve 1-H65- 2, Piper part number 492 259; PA-32-260 serial numbers 32-1 through 32-7600020 equipped with Airborne fuel valve Model 1-H65-2, Piper part number 492 259; PA-32-300 serial numbers 32-40000 through 32-7640109 equipped with Airborne fuel valve Model 1-H65-2, Piper part number 492 259; PA-32R-300 serial numbers 32R-7680001 through 32R-7680423 equipped with Airborne fuel valve Model 1-H65-3, Piper part number 492 262; certificated in all categories. Compliance required within the next ten hours' time in service after the effective date of this AD, unless already accomplished. To prevent fuel valve inner port leakage, accomplish the following: I. Perform the following checks: 1. Fill all fuel tanks to capacity. 2. Actuate the fuel selector valve quick drain handle a minimum of three (3) times. Insure that the handle is actuated through its full travel and release slowly each time. 3. Start engine and run at a 1000 R.P.M. setting with electric fuel pump on. 4. Place fuel selector valve in the OFF position. 5. Continue to run the engine at 1000 R.P.M. until fuel has been exhausted and not to exceed the seven (7) minute duration. If fuel exhaustion occurs and the engine quits within the seven (7) minute running period, make an appropriate log book entry. The checks required by this AD may be performed by the pilot. For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's maintenance record, see FAR 91.173. II. If the engine continues to run for the full seven (7) minute period, replace the fuel selector valve with the appropriate serviceable fuel valve and repeat Paragraph I. An equivalent means of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Piper Service Bulletin No. 519 also pertains to this same subject. This amendment becomes effective September 10, 1976.
2020-02-15: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a report that easy removal of the portable oxygen bottle from its support bracket may not always be possible on certain installations. This AD requires installation of a modified top bracket and new middle bracket on all affected portable oxygen bottle installations. The FAA is issuing this AD to address the unsafe condition on these products.
86-19-05: 86-19-05 CASA: Amendment 39-5406. Applies to CASA Model C-212 series airplanes as listed in CASA Service Bulletin 212-24-33, Revision 2, dated October 23, 1985, certificated in any category. Compliance is required within 90 days after the effective date of this AD. To preclude the loss of navigation and communications capability due to a single electrical system failure, accomplish the following, unless previously accomplished: A. Modify the electrical system in accordance with CASA Service Bulletin 212-24- 33, Revision 2, dated October 23, 1985. 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 inspections and/or modifications required by this AD. Allpersons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. This document 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. This amendment becomes effective October 2, 1986.
76-15-07: 76-15-07 PIPER: Amendment 39-2680. Applies to Models PA-31-325, Serial Nos. 31-7400990, 31-7512006 through 31-7512058; PA-31-350, Serial Nos. 31-5001 through 31-7552108 certificated in all categories. To prevent possible hazards in flight associated with loose elevator balance weights, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished: a. Alter the elevator balance weight attachment in accordance with Piper Elevator Balance Weight Modification Kits No. 761 040 applicable to Model PA-31-325 or No. 761 041 applicable to Model PA-31-350 or approved equivalent alterations. b. Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletin Number 500 refers to this subject). This amendment is effective August 3, 1976.
2007-23-01: The FAA is superseding an existing airworthiness directive (AD), which applies to Goodrich evacuation systems approved under TSO- C69b and installed on certain Airbus Model A330-200 and -300 series airplanes, Model A340-200 and -300 series airplanes, and Model A340-541 and -642 airplanes. That AD currently requires inspecting to determine the part number of the pressure relief valves on the affected Goodrich evacuation systems, and corrective action if necessary. For certain airplanes, this new AD requires an additional inspection to determine the part number of the pressure relief valves, and corrective action if necessary. This AD results from a report indicating that, during maintenance testing, the pressure relief valves on the affected Goodrich evacuation systems did not seal when activated, which caused the pressure in the escape slide/raft to drop below the minimum allowable raft mode pressure. We are issuing this AD to prevent loss of pressure in the escape slides/rafts after an emergency evacuation, which could result in inadequate buoyancy to support the raft's passenger capacity during ditching, and increase the chance for injury to raft passengers. DATES: This AD becomes effective December 11, 2007. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 11, 2007. On July 17, 2006 (71 FR 33606, June 12, 2006), the Director of the Federal Register approved the incorporation by reference of Goodrich Service Bulletin 25-355, dated July 25, 2005.
83-21-01: 83-21-01 WYTWORNIA SPRZETU KOMUNIKACYJNEGO "PZL-RZESZOW": Amendment 39- 4743. Applies to PZL-3S engine. Compliance is required as indicated unless already accomplished. To preclude the possibility of in-flight propeller loss, accomplish the following: (a) Operation of any of the following engine propeller combinations is prohibited: (1) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/1 propeller. (2) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/11 propeller. (3) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/12 propeller. (b) Engines which have had service in any of the engine/propeller combinations listed in (a) must be inspected for wear prior to further operation with any other propellers. This inspection must include a visual inspection of the disassembled rear crankshaft, rear counterweight, rear counterweight pins, front crankshaft, crankshaft nut and propeller shaft. (c) If, during inspections required in (b), any signs of unusual wear or damage are detected, remove the engine from service, inspect for secondary damage, and repair as necessary prior to return to service. (d) Alternate inspections, modifications or other actions which provide an equivalent level of safety may be used if approved by the Manager, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts. (e) This AD supersedes AD 82-23-04 Amendment 39-4489 and emergency AD 83-15-06. This amendment becomes effective October 26, 1983.
86-06-08 R1: 86-06-08 R1 BELL HELICOPTER TEXTRON, INC.: TEXAS HELICOPTER CORPORATION: HAWKEYE ROTOR AND WING: TERYJON AVIATION, INC.: CONTINENTAL COPTERS, INC.: Amendment 39-5260 as amended by Amendment 39- 5626. Applies to Model 47 series, U.S. Army Model OH-13E, U.S. Army Model OH-13H, and Model Fast Kat I (U.S. Army Model OH-13S) helicopters certified in any category equipped with main rotor blade grips, BHTI Part Numbers (P/N) 47-120-135-2, 47-120-135-3, 47-120-135-5, and 47-120-252-1; Main Rotor Grip Assembly BHTI P/N's 47-120-252-7 and 47-120-252-11; and Texas Helicopters, Inc., Parts Manufacturer Approval (PMA) P/N's 74-120-252-11 and 74- 120-135-5. (AD Docket No. 86-ASW-10). Compliance is required as indicated, unless already accomplished. To prevent failure of the main rotor blade grip, accomplish the following: (a) Inspect main rotor blade grips having 1,175 hours or more time in service on the effective date of this AD within the next 25 hours time in service, and thereafter at intervals not to exceed 300 hours time in service in accordance with paragraph (c) of this AD. (b) Inspect main rotor blade grips having less than 1,175 hours time in service prior to the accumulation of 1200 hours time in service and thereafter at intervals not to exceed 300 hours time in service in accordance with paragraph (c) of this AD. (c) Perform a fluorescent dye penetrant inspection of the main rotor blade threads in accordance with Military Standard No. MIL-STD-6866, dated November 29, 1985. The penetrant inspection requirements of MIL-STD-6866 paragraph 4.3 are not required. (d) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. Inspections performed in accordance with MIL-I-6866B through Amendment 3 provide an equivalent level of safety with paragraph (c) of this AD. The inspection requirements of paragraph 5.8 of MIL-I-6866B are not required. (e) This AD does not alter the time in service life limit of the main rotor blade grips. This procedure shall be done in accordance with Military Standard MIL-STD-6866, dated November 29, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. (a) and 1 CFR Part 51. Copies may be obtained upon request to the Commanding Officer, Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania 19120, by referencing MIL-STD-6866 listed in D.O.D. Index of Specifications and Standards. Copies may be inspected at the Office of Regional Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment, 39-5626, becomes effective July 10, 1987. This amendment amends Amendment 39-5260 (51 FR 11300), AD No. 86-06-08.
2007-25-09: 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: As a result of a Wide Spread Fatigue Damage (WFD) calculation on A310 aircraft it was found that a modification of the upper fuselage circumferential joint at FR (frame) 55/58 is necessary to enable the aircraft to reach the Extended Service Goal (ESG). The unsafe condition is failure of the circumferential joint of the upper fuselage, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-26-12: 90-26-12 SIKORSKY AIRCRAFT: Amendment 39-6841. Docket No. 90-ASW-27. Applicability: All Model S-64E helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent operation with a crack in the main rotor blade spar, which could result in possible loss of the helicopter, accomplish the following: (a) Within the next 3 hours' time in service after the effective date of this AD, visually check the BIM pressure indicators of the main rotor blades for black or red color indication. (b) Before further flight, replace any blade with black or red indication visible in the BIM pressure indicator with an airworthy part of the same part number unless the black or red indication is found to be the result of BIM system malfunction. NOTE: Sikorsky Service Bulletin 64B15-4C pertains to operation, maintenance, and check of the main rotor blade with BIM. (c) The checks required by this AD may be performedby the pilot and must be recorded in accordance with Section FAR 43.9. The record must be maintained as required by Section FAR 91.173, 121.380, or 135.439. (d) Repeat the check required by paragraph (a) of this AD prior to the first flight of each day and thereafter at intervals not to exceed either-- (1) Three hours' time in service from the last check for helicopters engaged in seven or more external lifts per hour; or (2) Five hours' time in service from the last check for helicopters engaged in either less than seven external lifts per hour or operation without external cargo. (e) Prior to the first flight of each day, check the BIM pressure indicator for proper functioning as follows: (1) Press in and hold the manual test lever (grenade-type handle) on the raised area of the handle over the pin-type actuation plunger. NOTE: The indicator glass bulb should not be handled since the heat of the hand may change the internal reference pressure and result in an erroneous indicator reading. (2) Depress the actuation plunger fully to shut off the pressure completely from the blade into the indicator. If necessary, press with the thumbs of both hands to overcome the plunger spring force. NOTE: If pressure is applied to the end of the lever on the flat area, the actuation plunger will not fully depress. (3) Verify proper operation of the indicator by observing that a full-black or full-red (unsafe) indication appears in not less than 10 or more than 30 seconds after depressing the plunger for a temperature of -6.7 degrees C (20 degrees F) or above. At lower temperatures, extend the upper limit to the corresponding time listed below: Temperature Time -7.2 to -17.8 degrees C ( 19 to 0 degrees F) 35 seconds -18.3 to -28.9 degrees C (- 1 to -20 degrees F) 40 seconds -29.4 to -40.0 degrees C (-21 to -40 degrees F) 50 seconds -40.5 to -51.1 degrees C (-41 to -60 degrees F) 60 seconds(4) Release the lever and observe that the black or red indication snaps back immediately, leaving an all-white or all-yellow (safe) indication. (5) If the indicator does not meet the specified requirements, then either identify and correct the malfunction or replace the suspect main rotor blade with an airworthy blade of the same part number prior to further flight. (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, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment (39-6841, AD 90-26-12) becomes effective on January 18, 1991.
64-17-05: 64-17-05 CONSOLIDATED AERONAUTICS: Amdt. 777 Part 507 Federal Register July 29, 1964. Applies to Models Lake LA-4, LA-4A and LA-4P Aircraft. Compliance required prior to September 15, 1964. To preclude the possibility of complete breather blockage and subsequent loss of engine oil due to icing, rework the uppermost (-37) elbow located on the oil breather separator container in accordance with Consolidated Aeronautics, Inc. Engineering Order No. 2-657, dated March 2, 1964. This rework consists of locating a 3/8 inch x 3/32 inch whistle slot 3/4 inch from top of breather container. (Consolidated Aeronautics, Inc. Service Letter No. 8, Revision No. 1 dated March 7, 1964, covers this same subject.) This directive effective August 28, 1964.
2020-02-13: The FAA is superseding Airworthiness Directive (AD) 2019-03- 14, which applied to certain Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes. AD 2019-03-14 required revising the existing maintenance or inspection program, as applicable, to incorporate new maintenance requirements and airworthiness limitations. This AD continues to require, and adds new requirements for, revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
93-23-07: 93-23-07 AIRBUS INDUSTRIE: Amendment 39-8741. Docket 92-NM-44-AD. Applicability: All Model A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the center spar section of the wing, accomplish the following: (a) For those airplanes on which the modification described in Airbus Repair Drawing R571-40588 has not been accomplished: Perform high frequency eddy current (HFEC) inspections to detect cracks in the center spar sealing angles adjacent to Rib 8, in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991, at the times specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable: (1) For airplanes that have accumulated less than 12,000 total landings as of the effective date of this AD: Prior to the accumulation of 12,000 total landings or within 2,000 landings after the effective date ofthis AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings. (2) For airplanes that have accumulated 12,000 total landings or more, but less than 14,000 total landings as of the effective date of this AD: Prior to the accumulation of 14,000 total landings or within 2,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings. (3) For airplanes that have accumulated 14,000 total landings or more as of the effective date of this AD: Prior to the accumulation of 500 landings after the effective date of this AD; and thereafter at intervals not to exceed 6,000 landings. (b) For those airplanes on which the average flight time differs from 2.1 hours by more than 10 percent: For purposes of complying with this AD, the initial inspection thresholds and the repetitive inspection intervals specified in paragraph (a) of this AD must be multiplied by an adjustment factor obtained from the formula listed in paragraph 1.C.(3) of Airbus Industrie Service Bulletin A300-57-6027, dated October 8, 1991. (c) For those airplanes on which the modification described in Airbus Repair Drawing R571-40588 has been accomplished: Prior to the accumulation of 15,000 landings after accomplishing the modification, or within 500 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings, perform a HFEC inspection to detect cracks in the center spar sealing angles adjacent to Rib 8, in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991. (d) If any crack is found in the center spar sealing angles, including cracking entirely through the sealing angle, as a result of the inspections required by paragraph (a), (b), or (e) of this AD, prior to further flight, replace the pair of sealing angles on the affected wing and cold work the attachment holes, in accordance with Airbus Repair Drawing R571-40589; and perform the repetitive inspections required by paragraph (c) of this AD. (e) If any sealing angle is found to be cracked through entirely as a result of the inspections required by paragraph (a) or (c) of this AD, prior to further flight, perform additional inspections to detect cracks in the adjacent butt strap and skin panel, in accordance with paragraph 2.B.(5) of Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991. If any crack is found in the adjacent butt strap and skin panel, prior to further flight, repair it in accordance with Airbus Repair Drawing R571-40611. (f) 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 commentsand 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. (g) 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. (h) The inspections shall be done in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, including Appendix 1, dated October 8, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (i) This amendment becomes effective on January 5, 1994.
2019-26-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-112, A319-115, A319-132, A320-214, A320- 216, A320-232, A320-233, A320-251N, A320-271N, A321-211, A321-231, A321-232, A321-251N, and A321-253N airplanes. This AD was prompted by reports of finding container/galley end stop bumpers damaged in service. This AD requires replacement of the affected bumpers with serviceable bumpers, 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.