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99-17-04: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires replacement of the fairlead support assemblies of the aileron control cable located in the nacelle outboard fittings with new, improved assemblies; and replacement of certain attachment screws with new screws. This amendment also provides an option for performing repetitive inspections until accomplishment of the replacement. This amendment is prompted by reports of aileron cable wear due to chafing found between the aileron control cables and nylon grommets. The actions specified by this AD are intended to prevent such chafing, which could result in failure of the aileron cables, and consequent reduced controllability of the airplane.
2018-22-04: We are superseding Airworthiness Directive (AD) 2017-01-02, which applied to certain The Boeing Company Model 787-8 and 787-9 airplanes. AD 2017-01-02 required an inspection for discrepant inboard and outboard trailing edge flap rotary actuators, and replacing the rotary actuator or doing related investigative and corrective actions if necessary. This AD continues to retain those actions. This AD also adds airplanes to the applicability and reduces the number of affected actuators. This AD was prompted by a report indicating that some inboard and outboard trailing edge flap rotary actuators may have been assembled with an incorrect no-back brake rotor-stator stack sequence during manufacturing. We are issuing this AD to address the unsafe condition on these products.
95-04-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires inspection to detect cracking of the outboard and inboard surfaces of the upper spar angles of certain wing pylons, and repair of any cracked upper spar angles. This amendment requires repetitive inspections to detect cracking of the upper spar angles, and revision of the applicability to exclude an airplane and to include certain other airplanes. This amendment is prompted by an additional report of cracking of the upper inboard spar cap. The actions specified in this AD are intended to prevent reduced structural integrity of the airplane due to cracking in the subject areas.\n\n\tThe incorporation by reference of McDonnell Douglas Alert Service Bulletin MD11-54A049, Revision 1, dated February 7, 1995, as listed in the regulations, is approved by the Director of the Federal Register as of March 17, 1995.\n\n\tThe incorporation by reference of McDonnell Douglas MD-11 Alert Service Bulletin A54-49, dated December 2, 1994, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 12, 1995 (59 FR 66669, December 28, 1994).\n\n\tComments for inclusion in the Rules Docket must be received on or before May 1, 1995.
58-20-04: 58-20-04 VERTOL: Applies to All Models 42 Series and 44 Series Helicopters. Compliance required as soon as possible but not later than December 1, 1958. Fatigue failures of the 22D1073-4 jaw clutch driven and 22D1137-4 jaw clutch driver coupling have been found on both military and commercial Models 42 and 44 Series helicopters. Failure of the teeth of these couplings can preclude successful reengagement of the clutch, thereby disconnecting the rotor drive system from the engine. To prevent failures of this nature, both the aforementioned driver and driven couplings must be replaced by the new 42D1142-1 and 42D1143-1 driver and driven couplings respectively. The replacement couplings are of a new twelve-tooth design and as such, require the replacement of the following additional parts and rework to account for differences in jaw teeth height and travel: .... Parts to be replaced New replacement part Spring 22D1170-1 63D2363-1 Cam 3D3143 04D1043-1Ream two existing holes 0.3750/0.3755-inch diameter thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pin and AN 381-3-10 cotter pin. Drill and ream 0.3750/0.3755-inch diameter, two additional places, on 1.5 centerline thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pins when yoke diameter is 1.00 inch. Install AN 381-3-10 cotter pins. All couplings removed should be destroyed or permanently marked in a manner that will assure retirement from service. (Vertol's S.D.T.M.-1866 covers this same subject.) This supersedes AD 58-10-04.
67-13-02: 67-13-02 MCDONNELL DOUGLAS: Amdt. 39-592 as amended by amendment 39-3352. Applies to Models DC-6 and DC-7 Series Airplanes Including Military Models. \n\n\tAmendment 39-402 (32 F.R. 6343), AD 67-13-02, is revised. \n\n\t(a)\tBefore further flight, except as provided in (e) and (f) of this AD, install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at any cabin pressure differential. For purposes of complying with this AD, the structural configuration of the airplane, physical determination of condition of the structure, and the method of repair or replacement of affected parts, shall be determined in accordance with (b) through (d). \n\n\t(b)\tThe structural configuration of the airplane shall be determined as follows: \n\n\t\t(1)\tCONFIGURATION I. \n\n\t\t(2)\tDC-6 and DC-7 Series airplanes with fuselage numbers 794 and higher including those DC-6B, DC-7B, and DC-7C airplanes with these fuselage numbers that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(ii)\tModel DC-6 and DC-6A airplanes with fuselage numbers 1 through 768 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-6 Service Bulletin No. 616 (R.H side only), No. 617 (Part II), No. 622, and No. 636 (Part III). \n\n\t\t(iii)\tModel DC-6B airplanes with fuselage numbers 174 through 786 that have been manufactured or modified in service, or both to incorporate either the modification and replacement provisions of Douglas Service Bulletin No. 616 (R.H. side only), No. 617 (Part II), No. 622, No. 636 (Part III), and No. 731 (Part III), or the modification and replacement provisions of Douglas Service Bulletin No. 815 (comprising essentially the same information specified in the other Douglas Service Bulletins referred to in this subdivision). Model DC-6B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-6B airplanes described in this subdivision do not include those airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(iv)\tModel DC-7 and DC-7B airplanes with fuselage numbers 350 through 791 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90, No. 182 (Part III), and No. 218 (Parts I, III, IV, V, and VI). Model DC-7B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(v)\tModel DC-7C airplanes withfuselage numbers 656 through 792 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90 and No. 275. Model DC-7C airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-7C airplanes described in this subdivision do not include those airplanes that have been modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(2)\tCONFIGURATION II. \n\n\t\tDC-6 and DC-7 Series airplanes other than the Configuration I airplanes specified in subparagraphs (1) (i-v) of this paragraph. This includes those DC-6B, DC-7B, and DC-7C airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data but do not incorporate a large cargo door on the forward L.H. side of the fuselage. This also includes those DC-6B and DC-7C airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\tNOTE: For purposes of complying with this AD, for an airplane to be considered a configuration I airplane under (b)(1) (iv): \n\n\t(1)\tAll Douglas Service Bulletins described in the pertinent subdivision must have been complied with: \n\n\t(2)\tThe accomplishment of a repair in accordance with a specified Douglas Service Bulletin, without having accomplished the modification and replacement of parts in accordance with that same service bulletin is not considered compliance with that service bulletin; and \n\n\t(3)\tStructural components previously replaced or repaired or both in a manner other than that specified in (d) of this AD must now be reworked in accordance with that paragraph. \n\n\t(c)\tThe physical determination of condition of the structure of DC-6 and DC-7 Series airplanes shall be determined as follows: \n\n\t\t(1)\tINTERNAL INSPECTION. \n\n\t\tAn Internal Inspection shall consist of a close visual inspection of all exposed fuselage structure on the R.H. side of the fuselage in the area of the crew door, including an inspection of the fuselage frame, skin and longerons, nose-to-fuselage attach angles, door jamb, and skin attachments in that area. The area to be inspected shall include that area extending from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door opening and from 12 inches below to 12 inches above the door opening. To accomplish this inspection all internal repair doublers, lining, and insulation must be removed, and all visible sealant and paint must be stripped off. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t\t(2)\tEXTERNAL INSPECTION. \n\n\t\tAn External Inspection shall consistof a close visual inspection of all exposed external portions of the crew door jamb and all of the adjacent fuselage skin from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door and from 12 inches below to 12 inches above the door opening. To accomplish this inspection, all external repair doublers that have been installed on the door jambs and the fuselage skin, and the crew door scuff plate must be removed. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t(d)\tMETHOD OF REPAIR OR REPLACEMENT OF AFFECTED PART. Any structural component that exhibits evidence of corrosion damage, cracking, or fracture, must be replaced with a new part or repaired in accordance with the applicable Douglas Service Bulletin specified in (b) of this AD or replaced or repaired in a manner approved by the Chief, Aircraft Engineering Division, FAA WesternRegion. \n\n\t(e)\tConfiguration I and Configuration II airplanes that have completed both an Internal Inspection and an External Inspection or both an Inspection A and an Inspection B (specified in (b)(1) and (2) of AD 67-07-04) and have accomplished the repair or replacement of structural components as necessary in accordance with (d) of this AD may be operated at a pressure differential up to the normal maximum permissible pressure differential (4.16 or 5.46 p.s.i.) for the particular airplane type. When operation at any cabin pressure differential has initially been resumed under this paragraph, thereafter affected airplanes must be inspected in the manner prescribed in (g) of this AD. \n\n\t(f)\tThose Configuration I and Configuration II airplanes previously classified as Configuration A airplanes (in accordance with (a)(1) of AD 67-07-04), that have also completed an Inspection B under AD 67-07-04, and repair or replacement of structural components in accordance with (d) of this ADmay be operated in accordance with an operating limitation placard prescribing a maximum permissible pressure differential of 4.0 p.s.i. When operation under this paragraph has initially been accomplished, thereafter affected airplanes must be inspected in accordance with (g) of this AD. \n\n\t(g)\tREPETITIVE INSPECTIONS. \n\n\t\t(1)\tConfiguration I airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform a External Inspection within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(2)\tConfiguration II airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform an External Inspection within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection withinperiods not to exceed 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(3)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 1,500 hours' time in service from the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 1,500 hours' time in service from the initial Inspection A and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(4)\tConfiguration II airplanes previously classified as Configuration A or Configuration B airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter withinperiods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service from the initial Inspection A and thereafter within 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(5)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(6)\tConfiguration II airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04- \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,200 hours' time in service from the last External Inspection. \n\n\t(h)\tThe repetitive inspections required by paragraph (c) may be discontinued: \n\n\t\t(1)\tOn DC-6 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 865, dated March 1, 1968, (or later FAA-approved revision) have been accomplished; and \n\n\t\t(2)\tOn DC-7 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 417, dated March 1, 1968, (or later FAA-approved revision) have been accomplished. \n\n\t(i)\tAircraft modified for unpressurized operations by a modification approved by the Chief,Aircraft Engineering Division, FAA Western Region in which the initial External and Internal inspections and required repair of cracks has been accomplished may: \n\n\t\t(1)\tAt intervals not to exceed 200 hours' time in service, in lieu of the repetitive inspection intervals of paragraph (g), inspect the areas specified in paragraph (c)(2) in accordance with an FAA approved maintenance program. \n\n\t\t(2)\tRestoration of the cabin pressurization system to operational status negates the relief provided by paragraph (i). \n\n\t(j)\tEquivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(k)\tSpecial flight permits may be used in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis supersedes AD 67-07-04. \n\n\tThis amendment 39-3352 becomes effective December 1, 1978.
2000-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires inspection of certain components, and corrective action, if necessary. The actions specified by this AD are intended to prevent loosening of the locknut holding the main landing gear (MLG) piston to the ramrod, which could result in detachment of the MLG piston from the ramrod and loss of hydraulic control of the MLG. This action is intended to address the identified unsafe condition.
93-09-10: 93-09-10 MCDONNELL DOUGLAS: Amendment 39-8576. Docket 92-NM-124-AD.\n\n\tApplicability: All Model DC-8 series airplanes, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect the main landing gear brakes having the part numbers indicated below to determine wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake that is within this limit.\n\n\nDouglas Brake\nPart Number\nBendix\nPart Number\nMaximum Wear\nLimit (inches)\n5610206-5001\n150787-1\n150787-2\n0.7\n0.7\n\n\n\n5713612-5001\n151882-1\n151882-2\n0.7\n0.7\n\n\n\n5773335-5001\n154252-1\n0.5\n\n\n\n5773335-5501\n154252-2\n0.5\n\n\n\n5759262-5001\n2601412-1\n2601412-2*\n0.5\n0.75\n\n\t* Brakes having this part number include part number 2601412-1 brakes that have been modified in accordance with McDonnell Douglas Service Bulletin 32-181, dated October 29, 1992.\n\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program.\n\n\t(c)\tAn 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 (ACO), 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, Los Angeles ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane toa location where the requirements of this AD can be accomplished.\n\n\t(e)\tThis amendment becomes effective on June 21, 1993.
2018-21-13: We are superseding Airworthiness Directive (AD) 2018-11-05 for certain Honda Aircraft Company LLC (Honda) Model HA-420 airplanes. AD 2018-11-05 required incorporating a temporary revision into the airplane flight manual (AFM) and replacing the faulty power brake valve (PBV) upon condition. We issued AD 2018-11-05 as a short-term action to address the immediate need to detect and replace a faulty PBV. This AD retains the actions required in AD 2018-11-05 and requires replacing the faulty PBV with the improved part. We are issuing this AD to address the long-term corrective action and address the unsafe condition on these products.
2005-24-10: The FAA is adopting a new airworthiness directive (AD) for certain American Champion Aircraft Corporation (ACAC) Models 7AC, 7ACA, S7AC, 7BCM, 7CCM, S7CCM, 7DC, S7DC, 7EC, S7EC, 7ECA, 7FC, 7GC, 7GCA, 7GCAA, 7GCB, 7GCBA, 7GCBC, 7HC, 7JC, 7KC, 7KCAB, 8KCAB, and 8GCBC airplanes. This AD requires you to make a temporary Pilot's Operating Handbook (POH) limitation entry or install a temporary placard prohibiting aerobatic flight if you operate the airplane before the required inspection of this AD; inspect for incorrect swaging width of the cable Nicopress sleeves on the elevator, rudder, aileron, and flap control cables; replace cables that have incorrect sleeve swage width; remove POH limitation or placard prohibiting aerobatic flight after inspection and replacement of cables with incorrect sleeve swage width; and report any findings of incorrect sleeve swage width to FAA. This AD results from partial loss of aileron control because an incorrectly swaged cable sleeve allowed thecable to slip. We are issuing this AD to detect and correct incorrect swaging widths of the flight control cable Nicopress sleeves, which could result in failure of the elevator, rudder, aileron, and flap controls. This failure could lead to loss of control of the airplane.
69-15-01: 69-15-01 PIPER: Amdt. 39-796. Applies to the following models: PA-28-180/-235, PA- 28R-180/-200, and PA-32-260/-300. The following are affected serial numbers: PA-28-180, Serial Nos. 28-4378 through 28-5406 PA-28-235, Serial Nos. 28-11040 through 28-11257 PA-28R-180, Serial Nos. 28-30005 through 28-31095 PA-28R-200, Serial Nos. 28-35001 through 28-35265 PA-32-260, Serial Nos. 32-1111 through 32-1165 PA-32-300, Serial Nos. 32-40566 through 32-40715 Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent control wheel retaining pin from dislodging, install a self-tapping steel screw adjacent to the retaining pin for each control wheel in accordance with Piper Service Bulletin No. 295, or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective 21 July 1969.