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77-14-11: 77-14-11 BRITISH AIRCRAFT CORPORATION: Amendment 39-2963. Applies to BAC 1- 11 200 and 400 series airplanes certificated in all categories, and equipped with any of the following flap assemblies: Inboard Flap Assy. Center Flap Assy. Outboard Flap Assy. AB09 A1/2 or AB09 A3/4 or AB09 A5/6 or AK09 A121/2 or AK09 A123/4 or AK09 A125/6 or AK09 A1579/80 or AP09 A3/4 or AP09 A5/6 or AP09 A1/2 or EN09 A3/4 EN09 A5/6 AP09 A501/2 or EN09 A1/2 Compliance is required as indicated. To detect cracks and prevent possible failure of the flap structure, accomplish the following: (a) For airplanes equipped with flap assemblies (R/H and L/H) which do not incorporate Modification 57-PM2961, the following inspections apply: 1) Upon accumulating 20,000 landings on the flap assemblies or within 50 landings after the effective date of this AD, whichever occurs later, unless accomplished within the preceding 200 landings for inboard flap assemblies or 950 landings for center and outboard flap assemblies, visually inspect the top surface skin panels of all flaps for cracks, paying particular attention to the rivet attachment areas. 2) Repeat the inspection of paragraph (a)(1) of this AD at intervals from the last inspection not to exceed 250 landings for the inboard flaps and 1000 landings for the center and outboard flaps. 3) If, during an inspection required by paragraph (a)(1) or (a)(2) of this AD, signs of movement or distress are found at a group of rivets, within 500 landings, unless already accomplished within the preceding 500 landings, conduct an X-ray or visual inspection of the flap internal structure in accordance with paragraph 2.1.1 of the section titled "Accomplishment instructions" of BAC Alert Service Bulletin 57-A-PM5381, Issue 2, dated July 5, 1976, (hereinafter referred to as BAC ASB 57-A-PM5381), or an FAA-approved equivalent. 4) Upon accumulating 20,000 landings on the inboard flapsor within 100 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 3,400 landings, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.1.3 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 5) Repeat the X-ray inspection of the flap structure of the inboard flaps required by paragraph (a)(4) of this AD at intervals not to exceed 3,500 landings from the last inspection. 6) If an inspection required by paragraph (a)(4) or (a)(5) of this AD confirms that the internal structure is free of cracks, and if the skin panels are free of cracks, the intervals of 250 landings for the repetitive visual inspection of the skin panels of the inboard flaps required by paragraph (a)(2) of this AD may be increased to 1,200 landings. 7) Upon accumulating 23,000 landings on the center and outboard flaps, or within 500 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with the instructions contained in paragraph 2.1.6 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (b) For airplanes equipped with flap assemblies (R/H and L/H) that incorporate Modifications 57-PM-1931 and 57-PM-2961, the following inspections apply: 1) Upon accumulating 25,000 landings on the flap assemblies or within 1,000 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.2.1 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 2) Repeat the inspection required by paragraph (b)(1) of this AD, for the inboard flaps only, at intervals not to exceed 5,000 landings. (c) For airplanes equipped with flap assemblies (R/H and L/H) that were originally manufactured to the standard of Modification 57-PM-2961, upon accumulating 25,000 landingson the flap assemblies, or within 1000 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.3.1 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (d) If one or more cracks are found in the top skin panels during an inspection required by this AD, comply with the following as applicable: 1) If skin panel cracks are found that do not exceed two inches in length (measured from the skin panel edge) and no more than three such cracks exist over the span of any one spar with no more than one crack at any rib station, the flap may continue in service provided that each crack is measured for propagation at intervals not to exceed 250 landings. 2) If more than three skin panel cracks are found over the span of any one spar or more than one crack is found at any rib station, all of which measure less than two inches in length (measured from the skin panel edge), before further flight, accomplish temporary repairs in accordance with Figure 2A or 2B of BAC ASB 57-A-PM5381, or accomplish a repair in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 3) If a skin panel crack is found that exceeds two inches in length (measured from the skin panel edge), before further flight, accomplish a repair in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 4) If one or more skin cracks that do not exceed six inches in length are found along a rib flange rivet line, and providing not more than one crack exists at any one rib station and not more than two cracks are found on any one flap surface, before further flight, accomplish a temporary repair of the cracked area in accordance with Figure 3 of BAC ASB 57-A- PM5381, or accomplish a repair in accordance with BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 5) If a skin crack that exceeds six inches in length is found along a rib flange rivet line or if more than two cracks of any length are found on any one flap surface, before further flight, accomplish a repair of the cracked areas in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 6) If skin cracks are found emanating from beneath rubbing strips or external patches, before further flight, remove the rubbing strip or external patch and accomplish a repair in accordance with the criteria established in paragraph (d)(4) or (d)(5) of this AD as applicable. 7) If temporary repairs are accomplished for cracked areas in the skin panels in compliance with paragraph (d)(2), (d)(4), or (d)(6) of this AD, within 15 landings after accomplishing the temporary repair, conduct an X-ray inspection of the internal structure of the flap in the area of the repair in accordance with paragraph 2.1.3 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. If the X-ray inspection confirms that the internal structure is free of cracks, the flap with temporary repairs incorporated may remain in service for a period not to exceed 1,200 landings at which time the temporary repairs must be replaced by repairs in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. (e) If one or more cracks are found in the flap spars as a result of an inspection required by this AD, the following apply: 1) Except as provided in paragraph (e)(2) of this AD, before further flight, repair the cracked area of the spar in accordance with Figure 4 or Figure 5, or both, as applicable, of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 2) If one or more cracks are found in the flanges of the flap spars but they have not progressed into the web of the spar, the flap assembly may remain in service for an additional 600 landings provided that, before further flight, a temporary repair of the affected area is accomplished in accordance with Figure 2A or 2B of BAC Alert Service Bulletin 57-A-PM5381, Issue 2, dated July 5, 1976, or an FAA-approved equivalent. Upon accumulating the 600 additional landings, repair the cracked area of the spar in accordance with Figure 4 or Figure 5, or both, as applicable, of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (f) For the purpose of complying with this AD, subject to acceptance by the assigned Airworthiness Inspector, the number of landings, if not recorded, may be determined by dividing the actual number of flight hours for the particular flap assembly by the operator's fleet average time from takeoff to landing for the airplane type. (g) Upon the request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667, may adjust crack length limitations, approve alternate repetitive inspection intervals and procedures, and approve alternate rework procedures to facilitate continued operations by the operator, if data substantiating such action are submitted by the operator. (h) The repetitive inspections required by paragraphs (a)(2) and (a)(5) of this AD may be discontinued upon the incorporation of Modifications 57-PM-1931, 57-PM-2961, and 57- PM5381. (i) The repetitive inspections required by paragraph (b)(2) of this AD may be discontinued upon the incorporation of Modification 57-PM5381. This amendment becomes effective July 21, 1977.
83-06-10: 83-06-10 SIAI-MARCHETTI: Amendment 39-4597. Applies to Models F260, F260B, and F260C airplanes certificated in any category that are equipped with one of the following propeller governor Part Numbers (PN): HARTZELL PN EQUIVALENT SIAI PN F4-4A 260-13-272-01 F4-4A (F4-11) 260-13-272-05 F4-112 260-13-272-03 F6-15A 260-13-272-07 F4-4A 260-13-272-09 Compliance: Required as indicated, unless already accomplished. To preclude failure of the propeller governor relief valve spring and possible propeller overspeed, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this Airworthiness Directive (AD), and thereafter at each 100 hour time-in-service interval on propeller governors with a relief valve body which has a rectangular port and within the next 500 hours time-in-service from the effective date of this AD and thereafter at each 500 hour time-in- service interval, on propeller governors with a relief valvebody which has a round port, accomplish the following: 1) Visually inspect the governor's relief valve spring PN A-3107 for cracks or breakage in accordance with the "INSTRUCTIONS" section of the manufacturer's Service Bulletin (SB) No. 260B35, dated March 5, 1982, hereinafter referred to as the SB. i) If the relief valve spring is cracked or broken, prior to further flight, repair and bench test the propeller governor assembly at SIAI-Marchetti or at an FAA approved Hartzell propeller governor overhaul repair station. (This requirement is necessary because the relief valve spring will require an adjustment to regulate the oil pressure to a range within factory tolerances.) ii) If the spring is not cracked or broken, reinstall the relief valve spring and return the airplane to service and continue the repetitive inspections as prescribed in paragraph a) of this AD. b) Within the next 500 hours time-in-service after the effective date of this AD or at the time of the next propeller overhaul, whichever occurs first, replace those propeller governor relief valve bodies (Part Number (PN) A-3173) having rectangular ports with relief valve bodies (PN A-3173) having round ports as shown in Fig. No. 2 of the SB and continue the repetitive inspections of paragraph a) of this AD. NOTE: It is not necessary to send the propeller governor to the test bench to change the valve body unless the relief valve spring is changed. SIAI-Marchetti or the FAA approved Hartzell propeller governor certified overhaul repair station provides the inspection and modification identification of all governor assemblies installed on airplanes or supplied as spare parts. Modified governors with the new relief valve body with round ports will be identified by a printed "X" with indelible ink on the data plate. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Operators who have not kept records of hours time-in-service of the propeller governor relief valve body type must substitute airplane hours time-in-service in lieu thereof. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this (AD) can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 7, 1983.
96-11-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Beech Aircraft Corporation (Beech) Model C90A airplanes equipped with an optional Beech electric trim system or a Collins autopilot system. This action requires modifying the elevator electric trim tab actuator assembly. Failure of the elevator electric trim tab system on a Beech Model C90A prompted the proposed AD action. The actions specified by the proposed AD are intended to prevent possible failure of the elevator electric trim tab system, which, if not detected and corrected, could cause loss of airplane maneuverability and possible loss of control of the airplane.
2005-04-14 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Boeing Model 757-200, 757-200CB, and 757-200PF series airplanes. That AD currently requires repetitive inspections to detect horizontal or vertical movement of the shims at the joint of the mid-bulkhead and the upper link fittings; repetitive inspections for cracking of the mid-bulkhead; and corrective action if necessary. That AD also provides optional terminating action for the repetitive inspections. This AD continues to require the existing requirements and optional actions and clarifies certain terminating actions. This AD results from comments received in response to an existing AD, requesting clarification. We are issuing this AD to detect and correct migration of shims at the joint of the mid-bulkhead and the upper link fittings and cracking of the mid-bulkhead, which could result in cracking of the strut and consequent loss of the strut and engine. \n\nDATES: Effective March 15, 2005. \n\n\tOn March 15, 2005 (70 FR 9511, February 28, 2005), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 757-54A0039, Revision 2, dated December 2, 2004; and Boeing Service Bulletin 757-54A0039, Revision 3, dated January 13, 2005. \n\n\tOn April 18, 2003 (68 FR 16200, April 3, 2003), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 757-54A0039, Revision 1, dated June 20, 2002. \n\n\tWe must receive any comments on this AD by October 11, 2005.
97-18-02: This amendment supersedes four existing airworthiness directives (ADs), applicable to Hartzell Propeller Inc. ( )HC-( )(2,3)(X,V)( )-( ) series propellers with aluminum blades, that currently require inspections for cracks in blade shanks and clamps. This amendment requires initial and repetitive dye penetrant and eddy current inspections of the blade and an optical comparator inspection of the blade retention area, and, if necessary, replacement with serviceable parts. In addition, this AD requires initial and repetitive visual and magnetic particle inspection of the blade clamp, dye penetrant inspection of the blade internal bearing bore, and, if necessary, replacement with serviceable parts. Also, for all HC-(1,4,5,8)(2,3)(X,V)( )-( ) steel hub propellers, this AD requires an additional initial and repetitive visual and magnetic particle inspection of the hub and, if necessary, replacement with serviceable parts. This amendment is prompted by reports of cracked blades,blade clamps, and hubs and reports of blade separations. The actions specified by this AD are intended to prevent blade separation due to cracked blades, hubs, or blade clamps, which can result in loss of control of the airplane.
2016-19-02: We are superseding Airworthiness Directive (AD) 2005-15-07 for certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. AD 2005-15-07 required installing insulator and cable ties to the electrical cables of the S routes at the gaps in the raceway in the wing trailing edge and the wing tip and wing root areas. This new AD requires additional modifications in the trailing edges of both wings. This new AD also removes airplanes from the applicability. This AD was prompted by reports of wire chafing in the left-hand wing trailing edge. We are issuing this AD to prevent wire chafing in the trailing edge of the wings, which could result in a short circuit in the vicinity of the fuel tanks, consequently resulting in a potential source of ignition in a fuel tank vapor space and consequent fuel tank explosion.
2016-19-01: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and Mark 0100 airplanes. This AD was prompted by reports of cracking in a certain area of the pressure bulkhead webplate and skin connection angle. This AD requires a one-time inspection of the affected pressure bulkhead webplate and skin connection angle, and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the pressure bulkhead webplate and skin connection angle that could lead to sudden inflight decompression of the airplane, resulting in injury to occupants.
2016-17-09: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2D15 (Regional Jet Series 705) and CL- 600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by two in-service incidents reported on Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes regarding a loss of all air data information in the flight deck. This AD requires revision of the airplane flight manual (AFM) to provide procedures to guide the crew to stabilize the airplane's airspeed and attitude for continued safe flight. We are issuing this AD to prevent loss of air data information that may affect continued safe flight.
2001-24-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time inspection for chafing between the hose for the passenger oxygen system (hereinafter called the "oxygen hose") and adjacent electrical wire bundles at certain passenger service units, and corrective actions, if necessary. This AD also requires rerouting or reorienting the oxygen hose to ensure sufficient clearance between the hose and electrical wire bundles. This action is necessary to prevent chafing between the oxygen hose and adjacent electrical wire bundles, which could result in arcing of a chafed electrical wire bundle and consequent burn-through of the oxygen hose. If this occurs when the oxygen system is pressurized, such arcing could represent a potential ignition source in an oxygen-enriched environment. This action is intended to address the identified unsafe condition.
71-04-04: 71-04-04 CANADAIR AIRCRAFT: Amdt. 39-1156. Applies to all CL-215-1A10 airplanes certificated in all categories. Compliance required as indicated. To prevent hazards in flight associated with fatigue failure of water door tension rod, P/N 215-26058-12, accomplish either (a) or (b): (a) Before further flight, replace water door tension rods, P/N 215-26058-12, which have accumulated a maximum of 700 water drops and at each 700 water drops thereafter, with unused parts of the same part number or with equivalent unused parts approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. For the purpose of this Airworthiness Directive, a water drop is defined as the operation of the water door mechanism with the tanks fully or partially filled, and does not include operations performed for checking the mechanism with the water tanks empty. (b) Before further flight, replace water door tension rods, P/N 215-26058-12, which have accumulated a maximum of 700 water drops, with water door tension rods P/N 215-26105-3 or with equivalent new parts approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (c) The replacement schedule specified in (a) may be decreased by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective February 25, 1971.