Results
89-12-07: 89-12-07 BOEING: Amendment 39-6232. \n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent reduced lateral control caused by icing of the aileron control cables, accomplish the following: \n\n\tA.\tWithin the next 15 months after the effective date of this AD, unless already accomplished within the last 3 months, and thereafter at intervals not to exceed 18 months, perform the following: \n\n\t\t1.\tGain access to the cavity aft of the wing center section. \n\t\t2.\tRemove all debris and foreign material, clean the cavity, and verify all drains are open and clean. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal MaintenanceInspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6232, AD 89-12-07) becomes effective on July 10, 1989.
91-09-14 R1: 91-09-14 R1 BOEING: Amendment 39-8876. Docket 93-NM-170-AD. Revises AD 91-09-14, Amendment 39-6972.\n \n\tApplicability: All Model 737-100, -200, and -200C series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent failure of the secondary support to sustain engine loads, in the event of failure of the aft engine mount cone bolt, which could result in engine separation from the wing, accomplish the following: \n\n\t(a)\tWithin the next 45 landings after May 20, 1991 (the effective date of AD 91-09-14, amendment 39-6972), accomplish the following: \n\n\t\t(1)\tInspect the aft mount cone bolt indicator for proper alignment. Improper alignment indicates a broken aft cone bolt. Broken cone bolts must be replaced, prior to further flight, with bolts that have been inspected in accordance with Boeing Alert Service Bulletin 737-71A1212, dated December 22, 1987, using magnetic particle inspection techniques. Repeat the inspection of the indicator at intervals thereafter not to exceed 45 landings. \n\n\t\t(2)\tUnless previously accomplished within the last 255 landings, inspect the aft mount cone bolt improved secondary support for missing nuts, evidence of bolt wear, and disbonded honeycomb core in accordance with Boeing Service Bulletin 737-71-1250, dated June 14, 1990. Except as provided in paragraph (b) of this AD, missing nuts, bolts worn outside the limits specified in the service bulletin, or disbonded honeycomb core must be replaced, prior to further flight, with new or repaired identical parts. Repeat the inspection at intervals not to exceed 300 landings.\n \n\t(b)\tPerform the following inspections if discrepant hardware is found during the inspections required by paragraph (a)(2) of this AD, and replacement hardware is not immediately available: \n\n\t\t(1)\tPrior to further flight, and thereafter at intervals not to exceed 300 landings, inspect for cracks in the aft engine mount cone bolt, in accordance with Boeing Alert Service Bulletin 737-71A1212, dated December 22, 1987, using ultrasonic inspection techniques. Replace cracked cone bolts, prior to further flight, with bolts that have been inspected in accordance with the above service bulletin, using magnetic particle inspection techniques. Replacement (newly installed) cone bolts must be ultrasonically inspected for internal cracking in accordance with the provisions of this paragraph at intervals not to exceed 300 landings. \n\n\t\t(2)\tAt the next ultrasonic inspection, as required by paragraph (b)(1) of this AD, unless previously accomplished within 150 to 300 landings after cone bolt installation, accomplish a torque check to verify that the cone bolt is torqued to the proper torque limit specified in the appropriate Boeing maintenance manual. This check is to be accomplished without loosening the bolt. After every cone bolt installation, accomplish the torque check procedure required by this paragraph, between150 landings and 300 landings following installation. Replacement of discrepant hardware in accordance with paragraph (a)(2) of this AD constitutes terminating action for the requirements of this paragraph. \n\n\t\t\t(i)\tIf the cone bolt torque is below one-half the specified torque, remove the cone bolt and replace it with a serviceable bolt. \n\n\t\t\t(ii)\tIf the cone bolt torque is equal to, or above one-half the specified torque, but below the specified torque, re-torque to the specified level and re-check the torque within the next 150 to 300 landings. If, at that time, the torque is below 90 percent of the specified torque, replace the cone bolt with a serviceable bolt.\n \n\t(c)\tReplacement of the existing aft engine mount secondary support with a new, modified secondary support, Kit Number 65C37057-1, in accordance with Boeing Service Bulletin 737-71-1289, dated August 19, 1993, constitutes terminating action for the inspections required by paragraphs (a)(2), (b), (b)(1), and (b)(2) of this AD. \n\n\t(d)\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, Seattle 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with Federal Aviation Regulations (FAR) 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n \n\t(f)\tThe optional replacement shall be done in accordance with Boeing Service Bulletin 737-71-1289, dated August 19, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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.\n \n\t(g)\tThis amendment becomes effective on May 18, 1994.
84-11-03: 84-11-03 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4866. Applies to all Sikorsky Model S-61 L/N/A series helicopters, certificated in all categories and authorized for flight with gross weights in excess of 19,500 pounds, when equipped with the following tail rotor drive system components: a. Flange Part Number (P/N) S6135-66228-0 installed at the input and output couplings of the intermediate gearbox. b. Flange P/N S6135-64013-0 installed at either end of the pylon drive shaft and at the aft end of the section IV tail drive shaft (shaft immediately forward of the intermediate gearbox). c. Flange P/N S6135-66657-0 installed at the input coupling of the tail gearbox. Compliance is required as indicated (unless already accomplished). To intercept impending failure of the flanges identified above, accomplish the following: d. For flanges with more than 800 hours time in service since new, inspect the flange for cracks utilizing a 5-power or greater magnifying glass in the area surrounding the bolt attachments within the next 15 hours time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals no to exceed 15 hours time in service from the last inspection. e. If cracks are found, replace the flange and assure proper alignment of intermediate gearbox, tail gearbox, and pylon drive shaft before further flight. f. Upon request, with substantiating data submitted through an FAA maintenance inspector, equivalent methods of compliance or adjustment in the inspection intervals or compliance time may be approved by the Manager, Boston Aircraft Certification Branch, FAA, New England Region. This amendment becomes effective June 6, 1984.
88-02-01 R1: 88-02-01 R1 GULFSTREAM AEROSPACE: Amendment 39-5849 as amended by Amendment 39-6105. Applicability: Model G-IV series airplanes, Serial Numbers 1000 through 1059, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the potential display and use of hazardously misleading information from the flight guidance computer (FGC) during an ILS approach, accomplish the following: A. Prior to further flight, add the following to the limitations section of the Airplane Flight Manual (AFM) and notify all crewmembers. This may be accomplished by inserting a copy of this AD in the AFM: "ILS approaches utilizing the flight director and/or autopilot are prohibited." B. Prior to further flight, affix an appropriate placard(s) on the instrument panel in full view of both crewmembers, stating: "FLIGHT DIRECTOR/COUPLED ILS APPROACHES PROHIBITED." C. Prior to further flight, affix an appropriate placard tothe Approach Mode Arm (APR) switch on the autopilot control panel stating: "USE PROHIBITED." D. Within 15 days after the effective date of this AD, disable the approach mode in the autopilot/flight director in a manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. E. 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 Manger, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through a FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. F. Installation of the modification of the autopilot/radio altimeter in accordance with Gulfstream Aerospace Aircraft Service Change (ASC) #53A, dated May 12, 1988, constitutes terminating action for the requirements of paragraphs A. through D., above. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. Airworthiness Directive 88-02-01 (Amendment 39-5849) was effective March 4, 1988, except to those to whom it was made immediately effective by priority letter AD 88-02-01 issued January 15, 1988. This amendment (39-6105, AD 88-02-01 R1) becomes effective February 13, 1989.
85-25-08: 85-25-08 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5189. Applies to Allison Model 250-C28 and -C30 Series engines, which incorporate compressor mount assembly P/N 6896021, 6898966, or 6898611 installed in rotorcraft certificated in any category. The following engine model and compressor serial numbers are affected: ENGINE MODEL COMPRESSOR SERIAL NUMBER 250-C28B CAC 70011 thru 70793, 70795 250-C28C CAC 28001 thru 28021 250-C30, -C30P, -C30S CAC 90001 thru 90822 EXCEPT: Existing Model 250-C28 and -C30 Series engines which have incorporated Allison Commercial Engine Bulletin CEB 72-2085/3085, Revision 1, dated April 30, 1985, or FAA approved equivalent. Compliance is required as indicated unless already accomplished. To prevent possible failure of the compressor mount that can cause misalignment and subsequent failure of compressor to turbine shafting spline joints which may lead to an inflight loss of power or disconnect of the gas producer turbine rotor with a subsequent inflight shutdown/overspeed uncontained turbine wheel failure, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished within the last 200 hours time-in-service, and thereafter at intervals not to exceed 300 hours tim-in- service from the last inspection, perform the following: Inspect P/Ns 6896021, 6898966, or 6898611 compressor mount assembly in accordance with the accomplishment instructions of Allison CEB-A-72-2080/3081 dated September 15, 1982, or FAA approved equivalent. The following continued service criteria apply for compressor mount assemblies found to have a crack(s) during the inspection: (1) If there is only one crack in the compressor mount assembly and that crack has not progressed to within 3/8 inch of the edge of the mount sheet metal, the mount assembly can continue in service provided thatinspection is made at intervals not exceeding 25 hours since the last inspection. (2) If the crack has progressed to within 3/8 inch of the edge of the mount sheet metal, or if there is more than one crack of any length, the compressor mount assembly must be removed from service before further flight. (b) At the next compressor assembly overhaul/repair event, but not later than November 30, 1986, perform the following: Replace P/N 6896021, 6898966, or 6898611 compressor mount assembly with P/N 23007217 in accordance with the Accomplishment Instructions of Allison CEB 72-2085/3085, Revision 1, dated April 30, 1985, 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. The following Allison commercial engine bulletins are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1): CEB-A-72-2080/3081 dated September 15, 1982 CEB-72-2085/3085, Revision 1, dated April 30, 1985. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-42, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective January 6, 1986.
2019-03-02: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. 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 an incorrect size bolt may have been used to assemble the elevator bellcrank pivot joint. We are issuing this AD to require actions to address the unsafe condition on these products.
94-18-07: This amendment supersedes two existing airworthiness directives (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes and certain Model MD-11 series airplanes, that currently require inspections to determine the serial numbers and to detect defects in the upper and lower lock links on the nose landing gear (NLG), and rework or replacement of any defective link with a serviceable link. This amendment requires additional inspections and provides optional terminating action for those inspections. This amendment is prompted by additional reports of defects found on links that are required to be inspected by the existing AD's. The actions specified in this AD are intended to prevent collapse of the NLG.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 15, 1994.\t\n\tComments for inclusion in the Rules Docket must be received on or before October 31, 1994.
88-08-03: 88-08-03 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5886. Applies to all Aerospatiale Model SA 365N series helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent failure of the attachment bolts of the spherical thrust bearings, accomplish the following: (a) Replace attachment beam bolts (P/N 365A31-1898-20) for the spherical thrust bearings as follows -- (1) For bolts which have 900 or more hours' time in service on the effective date of this AD, replace the bolts within the next 100 hours' time in service; and (2) For bolts which have less than 900 hours' time in service on the effective date of this AD, replace the bolts before they reach 1,000 hours' time in service. (b) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (c) In accordance with FAR 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. NOTE: Aerospatiale Service Bulletin No. 01.20 pertains to this subject. This amendment, 39-5886, becomes effective April 29, 1988.
86-10-07: 86-10-07 SHORT BROTHERS, LTD.: Amendment 39-5302. Applies to certain Model SD3-60 airplanes, as described in Short Brothers, Ltd., Service Bulletin SD360-32-19, dated March 1985, certificated in any category. To prevent the failure of the nose landing gear main fitting, accomplish the following within 90 days after the effective date of this AD, unless previously accomplished: 1. Inspect using eddy current methods and rework, as necessary, the main fitting of the nose landing gear in accordance with Dowty Rotol Service Bulletin 32-26SD, dated December 19, 1984. 2. 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. 3. 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 bythis AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Short Brothers Aircraft, 2011 Crystal Drive, Arlington, Virginia 22202-3702. 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 June 16, 1986.
2019-03-04: We are superseding Airworthiness Directive (AD) 2018-11-16 for all Engine Alliance (EA) GP7270 and GP7277 turbofan engines with a certain engine fan hub assembly. AD 2018-11-16 required a one-time eddy current inspection (ECI) of the engine fan hub blade slot bottom and blade slot front edge for cracks, a visual inspection of the engine fan hub assembly for damage, and removal of parts if damage or defects are found that are outside serviceable limits. This AD retains these requirements, but expands the population of affected engine fan hub assemblies and revises the compliance time for the inspections. This AD was prompted by the FAA's determination that inspections need to be expanded to all EA GP7270 and GP7277 turbofan engines. We are issuing this AD to address the unsafe condition on these products.
2000-15-17: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87); Model MD-88 airplanes; and Model MD-90-30 series airplanes; that requires installation of a pipe support and clamps on the hydraulic lines in the aft fuselage; replacement of the hydraulic pipe assembly in the aft fuselage with a new pipe assembly; and installation of drain tube assemblies and diverter assemblies in the area of the auxiliary power unit (APU) inlet; as applicable. This amendment is prompted by reports of smoke and odor in the passenger cabin and cockpit due to hydraulic fluid leaking into the APU inlet, and subsequently, into the air conditioning system. The actions specified by this AD are intended to prevent such hydraulic fluid leakage due to fatigue vibration and cracking in the flared radius of a hydraulic pipe in the aft fuselage, which could result in smoke and odors in the passenger cabin or cockpit.
97-20-13: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-20-13 which was sent previously to all known U.S. owners and operators of Eurocopter Deutschland Model EC135 P1 and T1 helicopters by individual letters. This amendment is prompted by the discovery of cracks on the stator blades of the fenestron tail rotor (tail rotor). The actions specified by this AD are intended to prevent failure of the tail rotor and subsequent loss of control of the helicopter.
89-07-03: 89-07-03 SHORT BROTHERS, PLC: Amendment 39-6159. Applicability: Model SD3-30 series airplanes, equipped with Menasco nose landing gear, Part No. 18001, having nose landing gear Serial Numbers 017 through 097 with pintle pins P/N 18109-3 or 18110-3 installed, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Prior to the accumulation of 30,000 landings on the nose landing gear pintle pins, or within the next 250 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 30,000 landings, replace nose landing gear pintle pins, part number (P/N) 18109-3 and 18110-3 pintle pins, in accordance with Short Service Bulletin SD330- 32-119, dated February 1988. NOTE: Shorts Service Bulletin SD330-32-119 references Menasco Service Bulletin 32- 69, dated August 11, 1981, for instructions for accomplishing the pintle pin replacement. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6159, AD 89-07-03) becomes effective April 26, 1989.
88-18-06: 88-18-06 MORAVAN: Amendment 39-5994. Applies to Model ZLIN 526L (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD and every 100 hours TIS thereafter, unless already accomplished. To preclude structural airframe failure, accomplish the following: (a) Visually inspect, using a 3-power magnifying glass, the forward portion of the cabin area tubular structure around the airplane leveling points, for cracks using supplementary lighting as required in accordance with MORAVAN Mandatory Service Bulletin Z526L, dated July 30, 1987. If a crack is found, before further flight repair the crack in accordance with instructions from MORAVAN approved by the Manager, Aircraft Certification Staff, AEU-100. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may beused if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B- 1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; or MORAVAN National Corp., 765-81 Otrokovice, Czechoslovakia; or may examine this document at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5994, becomes effective on September 8, 1988.
79-20-08: 79-20-08 GREAT LAKES: Amendment 39-3580. Applies to Models 2T-1A-1 and 2T- 1A-2 airplanes having a Lycoming IO-360-B1F6 or AIO-360-B1G6 engine installed. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo preclude engine induction system blockage by pieces of failed alternate air doors and resulting power loss, accomplish the following: \n\n\tA)\tWithin the next 25 hours time-in-service after the effective date of this AD: \n\n\t\t1.\tVisually inspect the aircraft induction system drain fitting located in the induction elbow below the fuel injector for blockage or restriction. If the hole is restricted in the weld area or not drilled through the elbow, before further flight open up the restricted hole or drill a hole in the elbow at the fitting location using a No. 10 (.193) drill. \n\n\tB)\tWithin 25 hours time-in-service after the effective date of this AD and each 100 hours time-in-service thereafter: \n\n\t\t1.\tVisually inspect the alternate air door for distortion, heat damage and cracks. If any of these conditions are noted, before further flight repair the existing door or fabricate and install a new door in accordance with Figure I of this AD. \n\n\t\t2.\tVisually inspect the induction system including the filter for cleanliness, security and damage from backfire or induction system fires. Before further flight, repair or replace any damaged components necessary to restore the system to an airworthy condition. \n\n\tC)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective on October 8, 1979. \n\n\nFIGURE 1
2019-01-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. This AD was prompted by a report that showed a non- compliance exists on some in-service galley attendant seat fitting installations. The non-compliance could result in flight attendant seats failing in a high-G crash. This AD requires modifications for galley mounted seat fittings. We are issuing this AD to address the unsafe condition on these products.
88-24-08 R2: 88-24-08 R2 MCDONNELL DOUGLAS: Amendment 39-6071, as revised by Amendment 39-6108, is further revised by Amendment 39-6469. Docket No. 89-NM-41-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and subsequent failure of the fuselage skin or longerons, accomplish the following: \n\n\tA.\tPrior to the accumulation of 45,000 landings, or within 30 days after January 28, 1989, (the effective date of Amendment 39-6108), whichever occurs later, unless accomplished within the last 2,500 landings, perform initial external low and high frequency eddy current inspections of the fuselage skin and longerons from longeron 7 left through 7 right, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 1 of that service bulletin. \n\n\tNOTE: Inspections performed in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, N/C, dated November 2, 1988, Revision 1, dated December 22, 1988, or Revision 2, dated April 21, 1989, meet the requirements of this paragraph. \n\n\tB.\tPrior to the accumulation of 30,000 landings, or within 90 days after the effective date of this amendment, whichever occurs later, unless accomplished within the last 2,500 landings, perform initial external low and high frequency eddy current inspections of the fuselage skin and longerons from longeron 7 left through 7 right, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 1 of that Service Bulletin. \n\n\tNOTE: Inspections performed in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, N/C, dated November 2, 1988; Revision 1, dated December 22, 1988; or Revision 2, dated April 21, 1989; meet the requirements of this paragraph. \n\n\tC.\tPrior to the accumulation of 2,500 landings after the accomplishment of the external inspections in accordance with paragraph A. or B., above, perform an aided visual inspection of the longerons from longeron 10 left through 10 right from inside the fuselage, in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989, within the range of fuselage stations for the particular series airplanes as specified in Table 2 of that Service Bulletin. \n\n\tD.\tAs an option to the initial visual inspection required by paragraph C., above, for airplanes that have previously accomplished an internal visual inspection of only longerons 7 left through 7 right prior to the effective date of this amendment: Prior to the accumulation of 2,500 landings after that internal visual inspection, perform an external high frequency eddy current inspection of longerons 8 left through 10 left, and 8 right through 10 right, within the range of fuselage stations for the particular series airplanes, as specified in Table 2 of McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989. Repeat this external eddy current inspection at intervals not to exceed 2,500 landings until the internal visual inspection (of longerons 10 left through 10 right) required by paragraph C., above, is accomplished prior to the accumulation of 7,500 landings after the effective date of this amendment. \n\n\tE.\tExcept as provided by paragraph D., above, conduct repetitive inspections according to either paragraph E.1. or E.2., below: \n\n\t\t1.\tRepeat the external eddy current and internal visual inspections as required by paragraphs A., or B., and C., above, at intervals not to exceed 5,800 landings: or \n\n\t\t2.\tRepeat the external eddy current inspections as required by paragraph A. or B., above, from longerons 10 left through 10 right at intervals not to exceed 2,500 landings. \n\n\tF.\tIf cracks are detected prior to further flight, repair in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-230, Revision 3, dated September 28, 1989. If Option II, Condition 2, of the Service Bulletin is selected, accomplish removal of interim repair doubler(s) and accomplish permanent longeron repair(s) within 2,500 landings after installation of the interim repair doublers. \n\n\tG.\tCompletion of the rework procedure defined in McDonnell Douglas Service Rework Drawing SR09530132, Revision B, dated July 28, 1989, constitutes terminating action for the repetitive inspection requirements of this AD. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, CI-HCO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229East Spring Street, Long Beach, California. \n\n\tThis AD revises AD 88-24-08 R1 (Amendment 39-6108) which revised AD 88-24-08 (Amendment 39-6071). \n\n\tThis amendment (39-6469, AD 88-24-08 R2) becomes effective on February 12, 1990.
89-04-02: 89-04-02 FACET AEROSPACE PRODUCTS, CO (MARVEL SCHEBLER): Amendment 39-6109. Applicability: Facet Models MA-4-5, MA-5, and MA-6AA carburetors manufactured after April 1984, having Part Numbers (P/N) and Serial Numbers (S/N) as listed herein: Carburetors Serial Number Model: MA-4-5 P/N 10-3878 G-54-11129 thru G-54-11136, G-55-11500 thru G-55-12064 P/N 10-4164-1 K-49-9001 thru K-49-9023 P/N 10-4404 R-48-11501 thru R-48-11721 P/N 10-4404-1 R-45-11005 and R-45-11007 A0-45-11000 thru A0-45-11101 P/N 10-5054 BZ-16-3000 thru BZ-22-3110 P/N 10-5193 CP-5-3500 thru CP-5-3967 P/N 10-4893 BD-5-10000 P/N 10-4893-1 CL-4-3700 thru CL-7-3776 P/N 10-5284 DV-0-500 thru DV-0-505 DV-1-1000 thru DV-1-1392 Model: MA-5 P/N 10-4865 BC-33-5001 thru BC-33-5005 Model: MA-6AA P/N 10-4218-1 AK-37-3002 P/N 10-4401-1 AC-38-3278 thru AC-38-3298 AC-40-4001 thru AC-40-4021 P/N 10-4438-1 AH-29-6000 thru AH-29-6009 The carburetors listed above are used on, but not limited to: Textron Lycoming Models O-360, O-540, VO-540, and TVO-435 series engines. Teledyne Continental Model O-470 series engines. Pezetel (Franklin) Model 6A-350 series engines. Compliance: Required within the next 200 hours time in service, or when the carburetor is removed from the engine, whichever occurs first, unless already accomplished. To prevent possible jamming of the carburetor throttle, accomplish the following: (a) Check all Facet (Marvel Schebler) Model MA-4-5, MA-5, and MA-6AA carburetors manufactured after April 1984 to determine the carburetor part number and serial number. These numbers can be found on the carburetor nameplate which is located on the throttle body. NOTE: When checking the carburetor serial number for comparison to the above listing, disregard the center number, as described in the service bulletin, since this is used for Facet internal blueprint control only. (b)If the part number and serial number are listed above, remove the carburetor, disassemble it, and replace the air metering stop pin, P/N 62-226, with the air metering stop pin, P/N 62-F1, in accordance with the instructions given in Facet Service Bulletin A1-88, dated August 1988. (c) Stamp or etch a "P" on the lower portion of the carburetor nameplate and make an engine logbook entry to indicate compliance. NOTE: If the serial number is not one of those listed above, corrective action is not required. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, ANE-170, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, New York Aircraft Certification Office, ANE-170, may adjust the compliance time specified in this AD. Facet Service Bulletin A1-88, dated August 1988, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 551(a)(1). All persons affected by this directive, who have not already received this document from the manufacturer may obtain copies upon request to Facet Aerospace Products, Co., 1048 Industrial Park Road, Bristol, Virginia 24201. This document may also be examined at the Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 88-ANE-39, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6109, AD 89-04-02) becomeseffective on March 8, l989.
2019-02-02: We are adopting a new airworthiness directive (AD) for all Pacific Aerospace Ltd. Model FBA-2C1, FBA-2C2, FBA-2C3, and FBA-2C4 airplanes. This AD was prompted by a report of corrosion found in the external and internal surfaces of an elevator push-pull rod. This AD requires an inspection for corrosion of the elevator push-pull rod assembly, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2006-09-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600, A310-200, and A310-300 series airplanes. This AD requires modifying the forward outflow valve of the pressure regulation subsystem. This AD results from a report of accidents resulting in injuries occurring on in-service airplanes when crewmembers forcibly initiated opening of passenger/crew doors against residual pressure, causing the doors to rapidly open. In these accidents, the buildup of residual pressure in the cabin was caused by the blockage of the outflow valve by an insulation blanket. We are issuing this AD to prevent an insulation blanket or other debris from being ingested into and jamming the forward outflow valve of the pressure regulation subsystem, which could lead to the inability to control cabin pressurization and adversely affect continued safe flight of the airplane.
95-26-13: This amendment supersedes Airworthiness Directive (AD) 76-25-06, which currently requires replacing oil cooler hoses on The New Piper Aircraft, Inc. (Piper) Model PA28-140 airplanes, and inspecting for a minimum clearance between the oil cooler hose assemblies and the front exhaust stacks and adjusting if proper clearance is not obtained. This action maintains the clearance inspection and oil cooler hose replacements, requires this inspection and these replacements to be repetitive, and extends the applicability to include PA32 series and other PA28 series airplanes. It also provides the option of installing approved TSO-C53a, Type D oil cooler hose assemblies as terminating action for the repetitive inspection requirement. Numerous incidents/accidents caused by oil cooler hose rupture or failure on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent these oil cooler hoses from failing or rupturing, which could result in engine stoppage and subsequent loss of control of the airplane.
99-01-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking in certain areas of the fuselage; and corrective action, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the fuselage, which could result in reduced structural integrity of the airplane.
87-04-02: 87-04-02 CONSTRUCCIONES AERONAUTICAS S.A. (CASA): Amendment 39- 5556. Applies to Model C-212 airplanes identified in CASA Service Bulletin 212-32-21, Revision 1, dated June 4, 1986, certificated in any category. Compliance is required within 45 days after the effective date of this AD. To prevent loss of aircraft control on the runway caused by fractured nose landing gear components, accomplish the following, unless already accomplished: A. Modify the nose landing gear in accordance with the accomplishment instructions of CASA Service Bulletin 212-32-21, Revision 1, dated June 4, 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer, may obtain copies upon request to Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 2, 1987.
2019-01-03: We are superseding Airworthiness Directive (AD) 2016-18-01, which applied to certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2016-18-01 required repetitive lubrication of the forward and aft trunnion pin assemblies of the right and left main landing gears (MLGs); repetitive inspection of these assemblies for corrosion and chrome damage, and related investigative and corrective actions if necessary; and installation of \n\n((Page 3291)) \n\nnew or modified trunnion pin assembly components, which terminated the repetitive lubrication and repetitive inspections. Since we issued AD 2016-18-01, we have determined that rotable parts were not addressed in that AD, and it is therefore necessary to include all airplanes of the affected models in the applicability. This AD retains the requirements of AD 2016-18-01, adds airplanes to the applicability, and prohibits the installation of a MLG or MLG trunnion pin assembly under certain conditions. We are issuing this AD to address the unsafe condition on these products.
2000-10-08: This amendment adopts a new airworthiness directive (AD) that applies to Eurocopter France Model SA-365N1, AS-365N2, and SA-366G1 helicopters and requires conducting inspections of each tail rotor blade for bonding separation, measuring the clearance between the tip of each tail rotor blade and the circumference of the air duct, and replacing the blade if necessary. This amendment is prompted by an inflight incident in which the tail rotor blades were significantly damaged due to bonding separation. The actions specified by this AD are intended to prevent damage to a tail rotor blade, loss of tail rotor control, and subsequent loss of control of the helicopter.