Results
2021-25-11: The FAA is superseding Airworthiness Directive (AD) 78-02-03, which applied to all Piper Aircraft, Inc. (Piper) Model PA-23-250 airplanes. AD 78-02-03 required repetitively inspecting the stabilator tip tube and weight assemblies for cracks, inspecting for missing rivets and screws, replacing the forward rib/horn assemblies, and reinforcing the mounting. Since AD 78-02-03 was issued, Piper developed a newly-designed stabilator, which is not subject to the unsafe condition, and revised its service information. This AD retains the actions of AD 78-02-03, but reduces the applicability and requires the actions in the revised service information. The FAA is issuing this AD to address the unsafe condition on these products.
90-26-06: 90-26-06 SAAB-SCANIA: Amendment 39-6833. Docket No. 90-NM-161-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 138, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the horizontal stabilizer, accomplish the following: A. Prior to the accumulation of 16,000 landings or within 90 days after July 13, 1990 (the effective date of AD 90-12-12, Amendment 39-6628), whichever occurs later, accomplish the following: 1. Perform an eddy current inspection to detect cracks in the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55- 013, dated December 1, 1989. If cracks are detected, repair prior to further flight, in accordance with the service bulletin. 2. Reinforce the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55-013, dated December 1, 1989. B. Prior to the accumulation of 16,000 landings, or within 90 days after the effective date of this AD, whichever occurs later, accomplish the following in accordance with the Accomplishment Instructions in SAAB-Scania Service Bulletin 340-55-027, dated June 28, 1990, or Revision 1, October 10, 1990. 1. Remove the left and right drag angles and associated shims. 2. Perform a visual and dye penetrant inspections of the drag angle attaching holes; if cracks are found, repair prior to further flight. 3. Install new drag angles and associated shims. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrenceto the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania AB, Produce Support, S-581.88, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-26-06 supersedes AD 90-12-12, Amendment 39- 6628. This amendment (39-6833, AD 90-26-06) becomes effective on January 16, 1991.
78-01-14: 78-01-14 CESSNA: Amendment 39-3123. Applies to Model 182 Series (S/N's 18260797 thru 18265965) plus all other Cessna Model 182 Series incorporating ELT installations accomplished in accordance with Cessna Service Letter SE73-41 dated December 12, 1973, and Kits AK-150-97 or AK-150-104 or Kits AK-150-110 and AK-172-190 which were supplied by Cessna when Kits AK-150-97 and 150-104 were discontinued. Compliance: Required as indicated unless already accomplished. To preclude the possibility of an in-flight fire due to a loose ELT antenna coaxial cable connector making contact with the terminals of the battery relay and thereby shorting the electrical power to ground, within the next 100 hours time-in-service after the effective date of this AD or by March 15, 1978, whichever occurs first, accomplish the following: A) Install P/N 0712765-1 plastic guard over the P/N S1579 battery relay, or on those Cessna Model 182 airplanes not utilizing a P/N S1579 battery relay install two P/N MS25171-1S and two P/N MS25171-4S rubber nipple covers on the battery relay terminal in those airplanes, in accordance with Cessna Service Letter SE-77-41, dated November 7, 1977, or later approved revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective January 23, 1978.
77-22-03: 77-22-03 LOCKHEED: Amendment 39-3063. Applies to all Model 1329-23A and Model 1329-23D airplanes, serial numbers 5001 through 5092, 5094 through 5096 and 5121; all Model 1329-23E airplanes, serial numbers 5093, 5097 through 5120 and 5122 through 5162; and all Model 1329-25 airplanes, serial numbers 5201 through 5221. Compliance is required as indicated, unless already accomplished. To prevent failure of the reinforcing doubler and ring segment for the lower VHF antenna, accomplish the following: On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes, within the next 25 hours flying time, inspect for cracks in the reinforcing doubler and ring segment for the lower VHF antenna in accordance with Service Bulletin 329-281 or later FAA approved revision. If cracks are found, before further flight, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes on which cracks are not found, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-25 airplanes, serial numbers 5201 through 5221, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329II-53-6 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective October 28, 1977.
2010-16-02: 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: It has been found the occurrence of corrosion on the Auxiliary Power Unit (APU) mounting rods that could cause the APU rod to break, affecting the APU support structure integrity. APU support structure failure could result in loss of power of the APU and possible loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-04-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The aileron hinges and the stabilizer are fastened with steel tube rivets and brass tube rivets. During a complete overhaul, broken brass tube rivets have been detected. It has been determined that, due to production quality issue, the upset heads of the brass tube rivets could break under normal load conditions. This condition, if not corrected, could possibly lead to loss of control of the powered sailplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-15-02: 76-15-02 ALEXANDER SCHLEICHER: Amendment 39-2674. Applies to Rhonlerche II gliders, all serial numbers, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks in the welded area between the flight control horizontal torsion tube and the front control stick mount and to prevent front control stick separation from the mount, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD visually inspect with a 5 power magnifier the welded area between the flight control horizontal torsion tube and the front control stick mount in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (b) If a crack is found in performing the inspection required by paragraph (a) of this AD, prior to further flight, repair cracks and reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (c) If no crack is found in performing the inspection required by paragraph (a) of this AD, within the next 100 hours time in service after the effective date of this AD, reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. This amendment becomes effective August 2, 1976.
94-15-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Aerospatiale Model ATR72 series airplanes. This action requires inspections to detect damage, corrosion, or cracking of the hinge pin on each shock absorber on the main landing gear (MLG), and repair or replacement of the pins, if necessary. This amendment is prompted by reports of rupture of certain hinge pins due to stress corrosion of the pins in the shock absorber on the MLG on Model ATR72 series airplanes. The actions specified in this AD are intended to prevent loss of the MLG during a hard landing due to malfunction of the shock absorber on the MLG.
93-21-05: 93-21-05 AEROSPATIALE: Amendment 39-8719. Docket 93-NM-54-AD. Applicability: Model ATR42-200 and -300 series airplanes, serial numbers 3 through 179 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a severe out-of-trim condition, which could lead to reduced controllability of the airplane, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the autopilot disengagement wiring located at shelf 82VU, in accordance with Aerospatiale Service Bulletin ATR42-22-0012, dated April 2, 1990; or Revision 1, dated October 12, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Aerospatiale Service Bulletin ATR42-22-0012, dated April 2, 1990; or Aerospatiale Service Bulletin ATR42-22-0012, Revision 1, dated October 12, 1992. Revision 1 of Aerospatiale Service Bulletin ATR42-22-0012 contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-4, 7-8 1 October 12, 1992 5-6 Original April 2, 1990 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, 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. (e) This amendment becomes effective on December 13, 1993.
2009-15-16 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all McDonnell Douglas Model DC-9-10 series airplanes, DC-9-30 series airplanes, DC-9-81 (MD-81) airplanes, DC-9-82 (MD-82) airplanes, DC-9-83 (MD-83) airplanes, DC-9-87 (MD-87) airplanes, MD-88 airplanes, and MD-90-30 airplanes. That AD currently requires modifying the flight deck door. This AD revises the applicability by removing certain airplanes. This AD was prompted by a report indicating that certain equipment of the flight deck door is defective. We are issuing this AD to prevent failure of this equipment, which could jeopardize flight safety. \n\nDATES: This AD is effective August 5, 2010, to all persons except those persons to whom it was made immediately effective by AD 2009-15-16, issued July 15, 2009, which contained the requirements of this amendment. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of August 5,2010. \n\tOn July 6, 2010 (75 FR 38017, July 1, 2010), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD. \n\tWe must receive any comments on this AD by September 20, 2010.
2010-16-04: We are adopting a new airworthiness directive (AD) for certain Model 767-200, -300, and -300F series airplanes. This AD requires inspecting to verify the part number of the low-pressure flex-hoses of the flightcrew and supernumerary oxygen system installed under the oxygen mask stowage box at flightcrew and supernumerary oxygen mask locations, and replacing the flex-hose with a new non-conductive low- pressure flex-hose if necessary. This AD results from reports of low- pressure flex-hoses of the flightcrew oxygen system that burned through due to inadvertent electrical current from a short circuit in an adjacent audio select panel. We are issuing this AD to prevent inadvertent electrical current, which can cause the low-pressure flex- hoses used in the flightcrew and supernumerary oxygen systems to melt or burn, resulting in oxygen system leakage and smoke or fire.
86-17-06: 86-17-06 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (Allison, formerly Detroit Diesel Allison): Amendment 39-5370. Applies to Allison 501-D13, -D13A, -D13D, and -D13H engine reduction gear assemblies equipped with thrust sensitive switch assembly, P/N's 6792891, 6794122, 6794359, 6807776, 23005483, or 23005485. Compliance is required within 60 days after the effective date of this AD, unless already accomplished. To prevent the possibility of unwanted autofeather or the inability to autofeather when required, accomplish the following: Replace thrust sensitive switch assemblies, P/N's 6792891, 6794122, 6794359, 6807776, 23005483, and 23005485 with P/N 6870559, a single carbon contact switch assembly, in accordance with the detailed instructions provided in Allison Commercial Engine Alert Bulletin CEB-A-73-84, Revision 2, dated October 1, 1984, or FAA approved equivalent. 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 with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office, may adjust the compliance time specified in this AD. Allison Commercial Engine Alert Bulletin CEB-A-73-84, Revision 2, dated October 1, 1984, 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 Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, Indiana 46206-0420. This document also may be examined at the Office of the Regional Counsel, FAA, ATTN: Rules Docket No. 82-ANE-50, 12 New England Executive Park, Burlington, Massachusetts 01803 and may be examined weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective on September 15, 1986.
2010-16-01: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. The earlier MCAI, Brazilian Airworthiness Directive 2007-08-02, effective September 27, 2007, describes the unsafe condition as: Fuel system reassessment, performed according to RBHA-E88/SFAR- 88 (Regulamento Brasileiro de Homologacao Aeronautica 88/Special Federal Aviation Regulation No. 88), requires the inclusion of new maintenance tasks in the Critical Design Configuration Control Limitations (CDCCL) and in the Fuel System Limitations (FSL), necessary to preclude ignition sources in the fuel system. * * * The new MCAI, Brazilian Airworthiness Directive 2009-08-03, effective August 20, 2009, describes the unsafe condition as: An airplane fuel tank systems review required bySpecial Federal Aviation Regulation Number 88 (SFAR 88) and "RBHA Especial N[uacute]mero 88'' (RBHA E 88) has shown that additional maintenance and inspection instructions are necessary to maintain the design features required to preclude the existence or development of an ignition source within the fuel tanks of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective September 9, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of September 9, 2010. On July 30, 2008 (73 FR 35904, June 25, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD.
2010-15-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During an annual inspection, a water ballast hose connector was found disconnected from the fuselage wall of an Astir CS. The investigation has shown that the hose-fuselage connection bonding has been degraded over years of service. This condition, if not corrected, could lead to the following consequences: --The water contained in the wing tanks could run down into the fuselage and fuselage tail which could cause a displacement of the sailplane centre of gravity and consequently may lead to the loss of the sailplane controllability, or/and --The loosened hose may jam the flight controls (push rods) and consequently may lead to the loss of thesailplane controllability. We are issuing this AD to require actions to correct the unsafe condition on these products.
65-19-04: 65-19-04 LOCKHEED: Amdt. 39-124 Part 39 Federal Register August 26, 1965. Applies to Model 1329 Airplanes, Serial Numbers 5001 through 5050. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 20 hours' time in service, and thereafter at intervals not to exceed 120 hours' time in service from the last inspection. (a) Inspect and repair as necessary the landing gear emergency extension system in accordance with Lockheed Alert Service Bulletin No. 329-176, dated July 9, 1964, or an FAA-approved equivalent. (b) Inspect the main landing gear inboard door latch rollers and actuating mechanisms for improper action or binding. If improper action or binding is found, disassemble the mechanism, clean and inspect all parts, correct the cause of the improper action or binding, and reassemble the latch mechanisms following the lubrication instructions of Lockheed Handbook of Operating and Maintenance Instruction, SMR-151, Section 12-47. (c) The repetitive inspections required by this AD may be discontinued when the modification described in Lockheed Service Bulletin 329-177 or 329-186, or an FAA-approved equivalent is accomplished. (d) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This supersedes AD 64-19-05. This directive effective September 25, 1965.
93-24-07: 93-24-07 CORPORATE JETS LIMITED (FORMERLY BRITISH AEROSPACE, HAWKER SIDDELEY AVIATION, AND DE HAVILLAND AIRCRAFT CO., LTD): Amendment 39-8756. Docket 93-NM-185-AD. Applicability: Model BH/HS 125-600A, HS 125-700A, and BAe 125-800A series airplanes equipped with a Sundstrand Turbomach auxiliary power unit (APU) Model T-62T-39 installed in accordance with Supplemental Type Certificate (STC) SA1923SW; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the sealant installed around the over-temperature sensor located in the fuel control enclosure box of the APU, which could allow any fuel leakage from the APU into the fuel control enclosure box to leak into the aft equipment bay, thus creating a fire hazard, accomplish the following: (a) Within 14 days after the effective date of this AD, deactivate the APU by pulling and collaring in the OFF position the circuit breakers for the APU ignition, APUfuel supply, and the electric power supply for the APU starter circuit. (b) Within 14 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Operation of the Sundstrand Turbomach auxiliary power unit Model T-62T-39 installed in accordance with Supplemental Type Certificate SA1923SW is prohibited." (c) Replacement of the sealant installed around the over-temperature sensor located in the fuel control enclosure box of the APU with new sealant, in accordance with Arkansas Aerospace, Inc., Service Bulletin S.B. 49-72-02, Revision 1, dated August 13, 1993, constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD. After such replacement, the APU may be reactivated and the AFM revision may be removed. (d) An alternative method of compliance or adjustment of the compliancetime that provides an acceptable level of safety may be used if approved by the Manager, Special Certification Office, FAA, Rotorcraft Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Special Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Special Certification Office. (e) 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. (f) This amendment becomes effective on December 23, 1993.
79-18-07: 79-18-07 MOONEY: Amendment 39-3547. Applies to Mooney Mite Models M-18L S/N's 2 and up, M- 18C S/N's 201 and up, M-18LA S/N's 100 through 200, M-18C55 S/N's 323 and up, certificated in all categories. Compliance required as indicated: To prevent failure of structural areas due to wood deterioration and to detect other wood and glue joint deterioration in the fuselage and wood wing, accomplish the following within the next 30 days after the effective date of this AD, unless already accomplished within the last 35 months, and thereafter at intervals not to exceed 36 months from the last inspection. (1) Remove the fabric inboard of station 12 on both wings over the main and auxiliary wing spars. Inspect spars for cracks and delaminations especially at all bolt hole locations and in the area of the landing gear attachments. (2) If not already provided, apply a water resistant cloth or plastic adhesive such as duct tape at the wing to fuselage joint from the wing leading edgeto the wing trailing edge under the metal fairing strip, to prevent entry of water at this point. (3) Inspect all wood and glue joints in the wheel well area for cracks and wood deterioration. (4) Remove fabric between fuselage stations 29 to 35.5. Inspect plywood joints for wood deteriorations. (5) Apply hand pressure on top of plywood turtleback in the area of fuselage station 105. If softness is detected, remove fabric and inspect for wood cracks. (6) Inspect welds for cracks and welds which do not completely fill fillet cross section area at rudder and elevator hinges and control horns with a 10-power glass. (7) Inspect the fuel tank attachment points to the fuselage in the areas of the attachment bolts for deterioration. (8) Inspect glue joints in the area of the battery for separation and deterioration. (9) Clear all drain holes in fuselage. (10) If any defects noted in paragraphs (1) through (8) above are detected, repair in accordance with FAA AdvisoryCircular AC 43.13-1A or approved equivalent, or replace with an identical new part or equivalent, prior to further flight. Equivalent repairs or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (11) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection time in this airworthiness directive. This amendment is effective September 3, 1979.
73-19-03: 73-19-03 MITSUBISHI HEAVY INDUSTRIES, LTD: Amdt. 39-1716. Applies to Mitsubishi Model MU-2B airplanes (S/N 004, and 006 through 038); MU-2B-10, and -15 airplanes (S/N 101, and 103 through 120); MU-2B-20, and -25 airplanes (S/N 005, 102, and 121 through 271). Compliance is required as indicated. To prevent the failure of the nose gear actuating system, accomplish the following: Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the nose gear actuating assembly and its supporting structure in accordance with Mitsubishi MU-2 Service Bulletin No. 155, dated June 26, 1972, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Pacific- Asia Region. This amendment becomes effective October 8, 1973.
69-11-04: 69-11-04 BELL: Amdt. 39-778. Applies to Model 206A helicopters. Compliance required as indicated. To balance directional control pedal forces at cruise flight, to prevent pedal creep and to eliminate a possible interference between the pilots' feet and protruding head screws in the instrument console, accomplish the following: a. Install and adjust the spring, P/N 206-001-721, and friction clamp, P/N 206-001- 710, within 50 hours' time in service after the effective date of this AD, unless already accomplished, in accordance with the instructions in Bell Helicopter Company Service Bulletin No. 206A-5, Reissue dated May 23, 1969, or later FAA-approved revision or in accordance with instructions approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. b. Inspect and adjust, if necessary, the spring, P/N 206-001-721, and friction clamp, P/N 206-001-710, within 50 hours' time in service after the effective date of this AD, unless accomplished within the last 50 hours' time in service, in accordance with Item 4 on Page 2 of Bell Helicopter Company Service Bulletin No. 206A-5, Reissue dated May 23, 1969, or later FAA-approved revision, or in accordance with instructions approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. c. Replace the three protruding head screws on the right and left side of the instrument panel console that are adjacent to the pilots' pedals and install equivalent flat head screws within 50 hours' time in service after the effective date of this AD, unless already accomplished, in accordance with the instructions in Bell Helicopter Company Service Letter No. 206A-120, dated May 16, 1969, or later FAA-approved revision or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (Bell Helicopter Company Model 206A Maintenance and Overhaul Instructions Interim Revisions No. 206A-69-20 and No. 206A-69-21 dated May 15, 1969, and No. 206A-69-22 dated May 23, 1969, pertain to this subject.) This amendment becomes effective May 28, 1969. Revised June 14, 1969.
93-17-11: 93-17-11 DE HAVILLAND, INC.: Amendment 39-8682. Docket 93-NM-41-AD. Applicability: Model DHC-8-100 series airplanes, serial numbers 003 through 315 inclusive, 317 through 344, inclusive, and 346 through 349 inclusive; and Model DHC-8-300 series airplanes, serial numbers 100 through 319 inclusive, 321 through 337 inclusive, 339, 341, and 342; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced strength and fail-safe capability of the structural attachment of the horizontal stabilizer to the airplane, accomplish the following: (a) Within 250 landings after the effective date of this AD, perform a one-time magnetic particle inspection of the horizontal stabilizer midspar attachment bolts to detect cracks at the radius transition between the bolt head and shank in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (b) If any crack is found in a bolt, priorto further flight, replace both midspar attachment bolts with serviceable bolts in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (c) As of the effective date of this AD, no person shall install a midspar attachment bolt, part number MS21250-10070, on any airplane unless, prior to installation, the bolt has been inspected using magnetic particle techniques to detect cracks in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. (d) 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (e) 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. (f) The inspection and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A8-55-18, dated February 5, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. 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. (g) This amendment becomes effective on October 8, 1993.
57-24-01: 57-24-01 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required at next overhaul but not later than July 31, 1958. To improve the durability of the impeller drive gear assemblies of the subject engines, intermediate impeller drive gear P/N 145316 must be replaced with P/N 138464 gear, or any gear approved after December 1, 1957.
99-10-07: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-10-07, which was sent previously to all known U.S. owners and operators of Raytheon Aircraft Corporation (Raytheon) Beech Models 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4, B90, C90, C90A, E90, H90, and F90 airplanes. This AD requires inspecting for interference or damage between the elevator control cable and equipment under the cockpit floor panels (wire harnesses, stainless steel clamps, etc.) and running a cloth wrap around the control cable to detect broken strands of the control cable. This AD also requires replacing or repairing any damaged items, securing any component that is interfering with the elevator control cable, and installing additional supports and clamps as necessary to prevent sagging or further interference. This AD resulted from reports of reduced or loss of elevator control on five of the affected airplanes. The actions specified by thisAD are intended to detect and correct interference between the elevator control cable and equipment under the cockpit floor panels before the elevator control cable breaks, which could result in loss of elevator control with potential loss of control of the airplane. Comments for inclusion in the Rules Docket must be received on or before July 6, 1999.
92-02-18: 92-02-18 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8445. Docket No. 92-ANE-61. Applicability: Garrett Engine Division, Allied-Signal Incorporated, Model TFE731-5BR turbofan engines installed on but not limited to Dassault Aviation Model Mystere Falcon 20 and 900 series airplanes. Compliance: Required prior to further flight, unless accomplished previously. To prevent multiple inflight engine failures, accomplish the following: (a) For engines identified on the data plate as Part Number (P/N) 3075330-2 or P/N 3075370-1, discontinue inflight operation. (b) This AD is an interim directive until approved corrective action is available. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and thensend it to the Manager, Los Angeles Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles ACO. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) This amendment becomes effective on February 10, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 92-02-18, issued January 14, 1992, which contained the requirements of this amendment.
99-03-07: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model DHC-7 series airplanes, that requires removal of all attachment bolts and pre-load indicating (PLI) washers of the wing-to-fuselage attachment fittings; a one-time visual inspection to detect corrosion of each attachment bolt; and installation of new attachment bolts and PLI washers of the wing-to-fuselage attachment fittings. 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 failure of the attachment bolts of the wing-to-fuselage attachment fittings due to stress corrosion cracking, which could result in reduced structural integrity of the airplane.
80-16-03: 80-16-03 LET BLANIK: Amendment 39-3861. Applies to Model L 13 gliders, certificated in all categories. Compliance required as indicated. To prevent failure of the horizontal stabilizer outer end ribs, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, visually inspect the radii of the horizontal stabilizer end ribs for cracks in accordance with paragraph A, "Inspection," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA- approved equivalent. (1) If, during this inspection no cracks are found on either rib, before further flight, unless already accomplished, reinforce the stabilizer end ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin L 13/052, not dated, or an FAA-approved equivalent, at which time no further action is required by this AD. (2) If, during this inspection cracks are found and the total crack length on either rib exceeds 10 mm,before further flight, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number in accordance with paragraph C, "Replacement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent, and reinforce both ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent, at which time no further action is required by this AD. (3) If, during this inspection any cracks are found but the total crack length on each rib does not exceed 10 mm - (i) Before further flight, replace and reinforce stabilizer end ribs in accordance with paragraph (a)(2) of this AD at which time no further action is required by this AD; or (ii) Accomplish the following: (A) Before further flight, unless already accomplished, repair all cracks and reinforce both ribs in accordance with paragraph B, "Reinforcement of stabilizer end rib," LET Mandatory Bulletin No. L 13/052, not dated, or an FAA-approved equivalent; and (B) At intervals not to exceed 100 hours time in service from the last inspection, visually inspect the radii of the horizontal stabilizer outer end ribs in accordance with the method specified in paragraph (a) of this AD. (b) If, during any of these repetitive inspections accomplished in accordance with paragraph (a)(3)(ii)(B) of this AD any further cracking is found on either rib, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number and reinforce any replacement ribs in accordance with the methods specified in paragraph (a)(2) of this AD, at which time no further action is required by this AD. (c) For those gliders on which the stabilizer end ribs were reinforced in accordance with LET Mandatory Bulletin No. L 13/042, dated August 16, 1976, or an FAA-approved equivalent, comply with paragraph (a) of this AD. (1) If no cracks are found during the inspection required by paragraph (a) of this AD, no further action is required by this AD. (2) If any cracks are found during the inspection required by paragraph (a) of the AD, replace both ribs (except that a crack-free rib need not be replaced) with new ribs of the same part number and reinforce any replacement ribs in accordance with the methods specified in paragraph (a)(2) of this AD at which time no further action is required by this AD. (d) For the purpose of this AD, "total crack length" means the combined length of all cracks on a rib, including those cracks already repaired. (e) For the purpose of this AD, an FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. NOTE: Cracks in the horizontal stabilizer end ribs may be caused by failure to protect critical parts of the glider during ground transportation or hand assembly or disassembly. This amendment becomes effective August 11, 1980.