Results
98-14-06: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes. This amendment requires repetitive inspections for discrepancies of the spring strut assembly of the forward door of the main landing gear (MLG), and replacement of the existing spring strut assembly with a new or serviceable part, if necessary. This amendment also requires eventual replacement of the existing spring strut assembly with an improved part, which, when accomplished, terminates 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 prevent failure of the spring strut assembly of the forward door of the MLG, which, if not corrected, could result in inability to extend the MLG.
80-12-07 R2: 80-12-07 R2 FOKKER: Amendment 39-8023. Docket No. 91-NM-172-AD. Revises AD 80- 12-07 R1. Applicability: Model F-27 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the unsafe conditions identified below, accomplish the following: (a) Within the next 100 hours time-in-service after August 7, 1980 (the effective date of AD 80-12-07 R1), except as specifically provided in paragraphs (a)(40), (a)(43), and (a)(53) of this AD, accomplish the following: (1) Applies to airplanes S/N 10105 through 10110. To prevent jamming of the nose landing gear in the retracted position due to leakage of the shock absorber, install cam, P/N 27.1-5101-001-162, at Station 1400 in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 72, dated April 22, 1959. (2) Applies to airplanes S/N 10105 through 10108. To prevent partial loss of electrical power capacity in flight due to inadequate attachment of bus bars on panels 1, 2, and 3, modify the bus bar attachment in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 71, Issue 2, dated September 30, 1959. (3) Applies to airplanes S/N 10105 through 10119, except S/N 10115. To prevent failure of the nose gear steering system due to trapped air in the steering motor, install by- pass lines with non-return valves over the nosewheel steering circuit follow-up valve in accordance with Fokker Modification No. 86, Issue 2, dated September 14, 1959. (4) Applies to airplanes S/N 10105 through 10110. To prevent loss of electrical DC generator power in flight as a consequence of a single failure resulting in inadequate grounding of generator master switches, replace the grounding cable serving both switches with two separate grounding cables for the port and starboard generator switches, respectively, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-14, Issue 2, dated October 1, 1959. (5) Applies to airplanes S/N 10105 through 10110 and 10116, 10118 and 10119. To prevent the loss of electrical DC generator power in flight as a consequence of a single failure resulting in inadequate grounding of the generator control panel, install additional grounding provisions for generator control panels in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-19, Issue 2, dated October 1, 1959. (6) Applies to airplanes S/N 10111 through 10114 and 10120 through 10122. To prevent jamming of an emergency door as a consequence of the guide rollers springing from the guide plates, enlarge the door rollers and strengthen the guide plates in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-22, dated October 21, 1959. (7) Applies to airplanes S/N 10105 through 10122 and 10126 through 10135. To prevent unsatisfactory operation of the control systems for controlling engine power, elevator and rudder trim tabs, gust lock, emergency shut-off valves, and fuel crossfeed, reinforce the attachment of the control cable guide assemblies in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-23, dated November 30, 1959. (8) Applies to airplanes S/N 10105 through 10122, 10127 through 10136, 10138, and 10139. To prevent cracks in the elevator main spar web which could affect attachment of the elevator outer hinge, reinforce the elevator main spar at station 3979 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-26, Issue 3, dated January 27, 1960. (9) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141. To prevent fatigue failure of engine control levers, install levers of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F5, Issue 3, dated May 30, 1960. (10) Applies to airplanes S/N 10105 through 10122, 10126, 10127, 10131 through 10136, 10138, and 10139. To prevent damage to the flap limit switches due to overtravel, relocate the flap system limit switches in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-17, Issue 2, dated February 2, 1960. (11) Applies to airplanes S/N 10109 through 10122 and 10127 through 10135. To prevent asymmetric extension of wing flaps due to certain failures of the mechanical drive system, modify the flap control system in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 74, Issue 2, dated March 4, 1960. (12) Applies to airplanes S/N 10105 through 10122 and 10126 through 10140. To prevent reduced control due to play in pilot and copilot control wheels, modify the control wheel attachment provisions in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-18, dated February 3, 1960. (13) Appliesto airplanes S/N 10105 through 10122 and 10126 through 10141. To avoid internal short circuits in electrical connectors, replace the connectors with connectors of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-23, Issue 4, dated February 14, 1961. (14) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141 with elevators not reinforced in accordance with Fokker F-27 Service Bulletin No. B-76. To prevent failure of elevator hinge brackets which could jeopardize control of the airplane, replace the elevator hinge brackets at Stations 3979 and 2460 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-28, Issue 2, dated July 13, 1960. (15) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141, having elevators not reinforced in accordance with Fokker F-27 Service Bulletin No. B-76. To prevent cracks in the elevator main spar web which could affect theelevator center hinge attachment, reinforce the elevator main spar at Station 2460 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-27, Issue 2, dated July 13, 1960. (16) Applies to airplanes S/N 10105 through 10122, 10126 through 10141, and 10143 through 10148. To prevent undue vibration stresses in propeller blades which could result in failure of a propeller blade in flight, restrict the engine idling speed to values above 7,000 rpm by revising the dial marking on the rpm indicators in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-3, dated April 11, 1960. (17) Applies to airplanes S/N 10105 through 10148. To prevent failure of aileron hinge brackets, inspect the aileron hinge brackets, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-32, Issue 4, dated January 18, 1961. (18) Applies to airplanes S/N 10105 through10122, 10126 through 10141, 10143 through 10148, 10151, and 10153. To prevent a dormant electrical failure which could result in the inability to extend the landing gear following a single failure in the landing gear electrical control circuit, modify the landing gear electrical control circuit in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-26, dated July 26, 1960. (19) Applies to airplanes S/N 10105 through 10122 and 10126 through 10153. To prevent malfunction of the gust lock/engine interference system which possibly could result in takeoff with the flights controls locked, modify the gust lock system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F-9, Issue 2, dated November 24, 1960. (20) Applies to airplanes S/N 10105 through 10179. To prevent blockage of the pitot-static system due to accumulation and freezing of water which could cause erroneous indications of airspeed and altitude, modify the pitot-static system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-7, Issue 2, dated May 19, 1961. (21) Applies to airplanes S/N 10105 through 10188. To prevent deformation of the H.P.C. control lever rub plate which could impair controllability by preventing feathering of the associated propeller, install a rub plate of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F-11, Issue 2, dated November 27, 1961. (22) Applies to all Fokker F-27 airplanes incorporating Fokker F-27 Service Bulletin No. H-10. To prevent malfunction of the engine water/methanol system due to malfunction of the non-return valve, P/N 27.1-8420-018-001, which could result in power deficiency during takeoff, dismantle and inspect the non-return valves, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. H-24, dated October 29,1962. (23) Applies to airplanes S/N 10105 through 10213. To prevent blockage of the pitot-static system due to the accumulation and freezing of water which could cause erroneous indications of airspeed and altitude, modify the pitot-static system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-19, dated December 20, 1962, and Amendment No. 1, dated July 15, 1964. (24) Applies to airplanes S/N 10145 through 10223. To prevent unwanted propeller auto-feathering in flight due to ingress of moisture in electrical connectors V2609 and V2610, install electrical connectors of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-71, dated May 1, 1963. (25) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. G-7. To prevent failure of the propeller feathering system due to malfunction of the H.P.C. switches located on the engine firewall, inspect and test the switches, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. G-5, Issue 2, dated October 8, 1963. (26) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. B-146. To detect, arrest, and to prevent possible internal corrosion of the failsafe steel tubular structures of the empennage, the wing flap track support assembly, and the engine mounts, conduct X-ray inspections, and rectify as appropriate, in accordance with Section A, Planning Information, and Section B, Accomplishment Instructions, of Fokker F-27 Service Bulletin No. B-146, dated July 26, 1963, including Amendment No. 1, dated July 30, 1964. (27) Applies to airplanes up to and including S/N 10240. To prevent damage of flight control rods due to the accumulation of water and consequent corrosion or bursting due to freezing, inspect the flight control rods, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-61, Issue 3, dated October 30, 1964, as amended by Amendment No. 1, dated January 20, 1965, and Amendment No. 2, dated November 24, 1966. (28) Applies to airplanes S/N 10105 through 10253. To prevent failure of the horizontal stabilizer spar web, inspect the front and rear spar areas for cracks and loose rivets between Station 227.5 LH and RH, rectify as appropriate, and apply structural reinforcement in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-150, dated June 18, 1964, and Amendment No. 1, dated January 26, 1965. (29) Applies to airplanes S/N 10105 through 10274. To prevent fatigue failure of structure supporting the rudder trim tab control brackets which possibly could lead to flutter of the trim tab, replace bracket, P/N 27.1-3401-026-005, with a new bracket of improved design, and reinforce the bracket supporting structure, in accordance withthe Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-169, Issue 2, dated June 10, 1965. (30) Applies to airplanes S/N 10105 through 10274. To prevent fatigue failure of structure supporting the elevator trim tab control brackets which possibly could lead to flutter of the trim tab, replace bracket, P/N 27.1-3201-041-002, with a new bracket of improved design, and reinforce the bracket supporting structure in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-170, dated May 31, 1965. (31) Applies to airplanes S/N 10249 through 10274 incorporating Fokker F-27 Service Bulletin No. I-26. To prevent failure of the brazed high-pressure tube assemblies, PNEU 370 and PNEU 371, of the pneumatic system (which operates the landing gear, brakes, and nose- wheel steering), modify the pneumatic system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. I-30, dated July 30, 1965. (32) Applies to airplanes S/N 10105 through 10293. To prevent jamming of nose gear doors due to deterioration of the door seals which has resulted in failure to extend the nose gear, inspect the nose wheel door seals, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 53-67, (B-185), Revision 1, dated August 15, 1967. (33) Applies to airplanes S/N 10105 through 10316. To prevent possible distortion of the horizontal stabilizer nose section, inspect the nose section for damaged sandwich structure, and the attachment angles on the front stabilizer spar for cracks and correct location, and rectify as appropriate, in accordance with the Accomplishment Instructions, Part II, of Fokker F- 27 Service Bulletin No. 55-39, (B-204), Revision 3, dated May 15, 1967. (34) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. D-56. To prevent failure of the nose gear lock in the extended position due to failure of the light-alloy actuator piston, replace the light-alloy piston with a new stainless steel piston in accordance with the Accomplishment Instructions of Dunlop Service Bulletin No. 36- 95, Revision 1, dated October 21, 1966. (35) Applies to all Fokker F-27 airplanes not incorporating Dowty Rotol Accessory Gearbox Modification No. GB 2294. To prevent failure of an accessory gearbox due to failure of the input bevel gear which could interrupt electrical and pneumatic power, incorporate an input bevel gear of improved design in accordance with Dowty Rotol Service Bulletin No. 83-291, Revision 2, dated October 1966, or Fokker F-27 Service Bulletin No. 83-12 (E-35), dated May 15, 1967. (36) Applies to airplanes S/N 10105 through 10264 incorporating Graviner fire extinguisher top caps, P/N A126. To prevent malfunction of the engine fire extinguishing systems due to material defects in the top caps, replace top caps, P/N A126, with caps of improved material, identified as P/N A126(2), in accordance with the Embodiment Instructions of Graviner Service Bulletin No. 26-A20, dated September 30, 1964. (37) Applies to airplanes S/N 10162 through 10355 incorporating a cargo door. To prevent possible failure of the pneumatic system due to inadequate wall thickness of the pneumatic tube located between the main bottle and the pneumatic panel, replace the pneumatic tube, PNEU 341, with a new tube of increased wall thickness, PNEU 428, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 36-23, (I-33), dated October 2, 1967. (38) Applies to airplanes S/N 10105 through 10350. To prevent failure of an accessory gearbox front mounting flexible link due to misalignment which could result in loss of power, inspect the flexible links of the gearbox front mountings, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 83-14, dated June 24, 1968.(39) Applies to all Fokker F-27 airplanes with pneumatic systems incorporating Dunlop Dehydrator (bottle P/N ACM 16773), or Dunlop Oil & Watertrap (bottle P/N ACM 16772) manufactured prior to 1959. (Date of manufacture is marked on bottle.) To prevent pneumatic system failure due to stress corrosion of pressurized bottles, replace bottles P/N ACM 16772 and P/N ACM 16773, manufactured prior to 1959 with serviceable bottles of the same part number but manufactured in 1959 or subsequent, in accordance with Dunlop Service Bulletin No. 36-187, Revision 3, dated July 27, 1970. (40) Applies to all Fokker F-27 airplanes. To detect and repair cracks in the rabbet area of fuel tank access doors of the lower outer wing area which possibly could reduce structural strength of the wing, inspect for cracks in the areas of the lower wing skin cut-outs of the fuel tank access doors, and rectify as appropriate, in accordance with the Compliance and Accomplishment Instructions of FokkerF-27 Service Bulletin No. 57-46, Revision 5, dated March 1, 1978. (41) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. 55-49. To detect and repair cracks and corrosion in fittings which attach the vertical stabilizer to the fuselage, inspect fittings for cracks and corrosion, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-48, Revision 2, dated February 7, 1977. (42) Applies to all Fokker F-27 airplanes that are equipped with AiResearch aileron trim tab actuator (RH), P/N 525458, 540604-1, or 540604-2-1, but that do not incorporate Fokker F-27 Service Bulletin No. 27-105 or AiResearch Service Bulletin F27/20-12. To prevent malfunction of the RH aileron trim tab actuator due to failure of the actuator setscrew which possibly could reduce the airplane's lateral trim capability, modify the RH aileron trim tab actuator in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-105, dated October 19, 1973. (43) Applies to all Fokker F-27 airplanes. To detect and repair corrosion and cracks in fittings which attach the rear spar of the horizontal stabilizer to the fuselage, inspect fittings for cracks and corrosion and rectify as appropriate, in accordance with the Compliance and Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-50, dated March 22, 1974. (44) Applies to airplanes S/N 10446 through 10504 incorporating passenger interior. To prevent unwanted unlatching of the hatrack service panels as the result of a hard landing which could cause consequent possible interference in an emergency evacuation situation, install panel fasteners of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 25-40, dated August 8, 1974. (45) Applies to Fokker F-27 airplanes incorporating an engine mount P/N 27.1-8101-000-403 with a serialnumber between 590 and 725. To prevent failure of the engine mount due to use of improper material when manufactured, inspect the engine mount upper tubes for cracks adjacent to the welds, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 71-25, Revision 1, dated January 30, 1975. (46) Applies to airplanes S/N 10105 through 10522. To prevent cable slippage from drum of aileron control due to inadequate flange on aileron cable drum, inspect cable drums, P/N 27.1-5133-002-702, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-109, Revision No. 1, dated October 4, 1976. (47) Applies to airplanes S/N 10105 through 10516 incorporating aileron control rod P/N 27.1-1333-004. To prevent possible disconnection of an aileron control rod from the differential sector due to failure of the control rod bearing, install washers and bearings of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-110, Revision 1, dated February 16, 1976. (48) Applies to airplanes S/N 10512 and below incorporating the large cargo door. To prevent unwanted opening of the large cargo door in flight due to wear and distortion, inspect the locking and signaling provisions, and rectify as appropriate, in accordance with Part I of the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 52-55, Revision 1, dated December 22, 1975, and reinforce the door stiffening profile in accordance with Part II of that Service Bulletin. (49) Applies to airplanes S/N 10529, 10534, 10536 through 10541, having IPECO crew seats not incorporating IPECO Service Bulletin No. A001-25-2. To prevent unwanted movement of crew seats in flight due to wear of the track lock stopblock, incorporate track lock stopblocks of improved design in accordance with the Accomplishment Instructions, Part II, ofFokker F-27 Service Bulletin No. 25-43, dated September 6, 1976. (50) Applies to airplanes S/N 10505 and 10507 through 10515. To prevent instability of the DC generator control system due to interaction with the static inverters which could result in malfunction of required navigation and communication equipment, modify the AC lighting conversion system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 24-63, dated October 11, 1976. (51) Applies to airplanes S/N 10408 through 10510. To prevent loosening of the aileron stops due to improper design which possibly could adversely affect aileron deflection and lateral control, modify the aileron stop installations in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-112, dated October 18, 1976. (52) Applies to airplanes S/N 10458 and below not incorporating Fokker F-27 Service Bulletin No. 36-26 (Dunlop Service Bulletin No. 36-156). To prevent possible failure of the pneumatic system due to cracking of isolating valve bodies P/N ACM 16724 or ACM 26573 which could deprive the airplane of normal wheel braking and nosewheel steering, modify the isolating valve body in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 36-26, dated June 13, 1977, or Dunlop Service Bulletin No. 36-156, Revision 4. (53) Applies to all Fokker F-27 airplanes that have accumulated more than 10,000 flights. Compliance is required within the next 1,000 hours time-in-service after August 7, 1980. To prevent possible fatigue cracks and loose rivets in the upper surface of the RH horizontal stabilizer torsion box, inspect the torsion box structure, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-53, dated October 3, 1977. (54) Applies to airplanes S/N 10505 through 10521, 10525 through 10531, 10534 through 10557, 10559, and 10561 through 10564. To prevent loss of the main instrument panel fluorescent lighting system due to short circuiting, inspect the fluorescent lamps, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 33-24, dated January 30, 1978. (b) An alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment 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 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 fromthe manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Airworthiness Directive 80-12-07 R2 revises AD 80-12-07 R1, Amendment 39-3855. This amendment (39-8023, AD 80-12-07 R2) becomes effective on September 10, 1991.
2016-10-10: We are superseding Airworthiness Directive (AD) 2014-20-01 for certain Bombardier, Inc. Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. AD 2014-20-01 required repetitive inspections for any fuel leak in the right-hand landing lights compartment, and related investigative and corrective actions if necessary. AD 2014-20-01 also provides for an optional replacement of the connector of the fuel boost pump canister of the auxiliary power unit (APU), which terminates the repetitive inspections. This new AD requires replacing the connector of the fuel boost pump canister of the APU. This AD was prompted by the determination that a terminating action for the repetitive inspections is necessary. We are issuing this AD to detect and correct fuel leaks in the right-hand landing lights compartment, which, in combination with the heat generated by the taxi lights and landing lights on the ground reaching the auto-ignition temperature of the fuel, could result in ignition of any fuel or fumes present in the right-hand landing lights compartment.
2001-06-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Models 172R and 172S airplanes. This AD requires a one-time inspection for proper engine idle speed and fuel control mixture setting and adjustment, as necessary. This AD also requires incorporating engine operating procedures into the pilots operating handbook (POH) and FAA- approved airplane flight manual (AFM). This AD is the result of reports of rough engine operation because of an over-rich fuel mixture (improper fuel flow settings). The actions specified by this AD are intended to detect and correct such improper fuel flow settings, which could result in rough engine operation or engine stoppage. This over-rich fuel mixture also contributes to the engine not restarting during flight when using published in-flight restart procedures.
2001-06-09: This amendment supersedes an existing airworthiness directive (AD), applicable to General Electric Company (GE) CF6-80A3 series turbofan engines, that currently requires initial and repetitive on-wing borescope inspections of the left hand aft engine mount link assembly for cracks, bearing migration, and bearing race rotation, and if necessary, replacement with serviceable parts. This AD requires initial and repetitive visual inspections of both left hand and right hand aft engine mount link assemblies for separations, cracks, and bearing race migration. Cracked or separated parts will have to be replaced prior to further flight. If spherical bearing race migration is discovered, a borescope inspection for cracks is also required. If no cracks are discovered by the additional borescope inspection, assemblies would have a 75-cycle grace period for remaining in service before replacement. Finally, installation of improved aft engine mount link assemblies will constitute terminating action to the inspections of this AD. This amendment is prompted by a recent analysis of internal bearing friction and bearing migration and inspections, which revealed migrated spherical bearing races on two CF6-80A3 series and ten CF6-80C2 series aft engine mount links. The actions specified by this AD are intended to prevent aft engine mount link failure, which can result in adverse redistribution of the aft engine mount loads and possible aft engine mount system failure.
2016-10-01: We are adopting a new airworthiness directive (AD) for all M7 Aerospace LLC Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), and SA227-TT airplanes. We received reports of failed elevator control rod ends due to corrosion and lack of lubrication. This AD requires initial and repetitive inspections and lubrication of the elevator control rod ends and bearings with replacement as necessary. We are issuing this AD to correct the unsafe condition on these products.
90-17-10: 90-17-10 BRITISH AEROSPACE, PLC: Amendment 39-6698. Docket No. 90-NM-73-AD. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect cracks in the right and left main landing gear (MLG) pintle forward reaction rod lug and the rear bearing spigot, and to prevent a collapse of the MLG, accomplish the following: A. Prior to the accumulation of 30,000 landings or within 1,400 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,400 landings, perform an ultrasonic inspection of the forward reaction rod lug on all pintles Pre-Modification PM3247, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5492, Issue 2, dated October 18, 1989 (Reference Appendix 1, and Figures 1 and 2). If cracks are suspected as a result of this inspection, perform a dye penetrant inspection with thefront reaction rod disconnected and the spherical bearing housing and bushing removed from the pintle lug in accordance with the service bulletin. B. Prior to the accumulation of 30,000 landings or within 1,400 landings after the effective date of this AD, whichever occurs later, unless accomplished within the last 2,800 landings, and thereafter at intervals not to exceed 4,200 landings, perform a dye penetrant inspection of the forward reaction rod lug on all pintles Pre-Modification PM3247, with the front reaction rod disconnected and the spherical bearinghousing and bushing removed from the pintle lug, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5492. Issue 2, dated October 18, 1989. C. Perform the initial and repetitive ultrasonic inspections of the right and left MLG pintle rear bearing spigots, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5492, Issue 2, dated October 18, 1989, at the following intervals: 1. Prior tothe accumulation of 25,000 landings, or within 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,000 landings, perform an inspection of pintles having part numbers identified in paragraph 2.3 of the service bulletin. 2. Prior to the accumulation of 30,000 landings, or within 1,400 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,400 landings, perform an inspection of pintles having part numbers identified in paragraph 2.4 of the service bulletin. 3. Prior to the accumulation of 40,000 landings, or within 1,400 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,400 landings, perform an inspection of pintles having part number identified in paragraph 2.5 of the service bulletin. D. If cracked pintles are found as a result of the inspections required by paragraphs A., B., or C. of this AD, replace the pintles prior to further flight, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5492, Issue 2, dated October 18, 1989. E. All right and left MLG pintles must be replaced prior to reaching the life limits (scrap life) identified in Appendix 1 of British Aerospace Alert Service Bulletin 32-A-PM5492, Issue 2, dated October 18, 1989. F. 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 concurrence to the Manager, Standardization Branch, ANM-113. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to abase 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6698, AD 90-17-10) becomes effective on September 17, 1990.
2016-10-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce Trent 800 series engines. This AD was prompted by reports of heat damage to the strut aft fairing heat shield primary seal, as well as heat and wear damage to the heat shield insulation blankets. This AD requires repetitive inspections for cracks and heat damage to the strut aft fairing lower spar web structure (a flammable fluid zone barrier), for wear to the heat shield primary seal, and, as applicable, for heat and wear damage to heat shield insulation blankets; and related investigative and corrective actions if necessary. This AD also provides optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct cracks and heat damage to the strut aft fairing lower spar web structure (a flammable fluid zone barrier), wear to the heat shield primary seal, and heat and wear damage to heat shield insulation blankets, which could lead to through-cracks in the aft fairing lower web structure and heating of the aft fairing lower web structure, and consequent uncontrolled fire in the aft fairing, fuel tank ignition or possible departure of the engine.
2001-06-04: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Model DC-8-33, -42, -55, and -61 series airplanes. This action requires detailed visual and eddy current inspections of the lower wing skin at the 3 outboard fasteners of stringer 64 end fitting to detect cracks; and corrective actions, if necessary. This action is necessary to prevent fatigue cracking of the lower wing skin, which could reduce structural integrity and loss of fail-safe capability of the airplane. This action is intended to address the identified unsafe condition. \n\n\tThe incorporation by reference of McDonnell Douglas Service Bulletin DC8-57-100, Revision 02, dated June 21, 2000, as listed in the regulations, is approved by the Director of the Federal Register as of April 9, 2001. The incorporation by reference of McDonnell Douglas Service Bulletin DC8-57-100, Revision 01, dated August 26, 1998, as listed in the regulations, was approved previously by the Directorof the Federal Register as of February 29, 2000 (65 FR 3794, January 25, 2000).\n\n\tComments for inclusion in the Rules Docket must be received on or before May 22, 2001.
2001-04-13: This amendment supersedes an existing airworthiness directive (AD) for Eurocopter France (ECF) Model SA.315B, SA.316B, SA.316C, SE.3160, and SA.319B helicopters. That AD requires initial and recurring inspections of the main rotor blade (blade) spar for cracks. This amendment requires initial and recurring dye penetrant or eddy current inspections for a cracked blade spar at 100- hour time-in-service (TIS) intervals or 600 cycles, whichever occurs first, rather than the 25-hour TIS intervals currently required. This amendment is prompted by an accident in which an ECF Model SA.315B helicopter blade failed due to fatigue cracking. The actions specified by this AD are intended to prevent separation of a blade and subsequent loss of control of the helicopter.
2016-09-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD requires repetitive inspections of the bilge barriers located in the forward and aft cargo compartments for disengaged decompression panels, and reinstalling any disengaged panels. This AD was prompted by several reports of disengaged decompression panels found on in-service airplanes. We are issuing this AD to detect and correct disengaged decompression panels from the bilge barriers located in the forward and aft cargo compartments. In the event of a cargo compartment fire, this condition would provide a path for smoke and Halon to enter the flight compartment and passenger cabin, which could result in the inability to contain and extinguish a fire.
2001-05-04: This amendment adopts a new airworthiness directive (AD) that applies to all PIAGGIO AERO INDUSTRIES S.p.A (PIAGGIO) Model P-180 airplanes. This AD requires you to inspect the flap actuators for incorrect maneuvering and evidence of grease and oxidation around the gear box (actuators with any of these conditions are referred to as problem actuators). If you find a problem actuator, this AD requires you to immediately replace the flap actuators with improved design actuators or repair the existing actuators to the improved design level. If you do not find a problem actuator, this AD requires you to repeat the inspection until the installed actuators are of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to detect and remove problem flap actuators from service. Continued operation with problem actuators could result in flap systemfailure, with consequent reduction in, or loss of, control of the airplane.
52-10-01: 52-10-01 CURTISS-WRIGHT: Applies to all Model C-46 aircraft. Compliance required as soon as possible, but not later than August 1, 1952. To provide circuit protection for the leads to both ammeters in the electric power system, the following shall be accomplished: In those aircraft having the ammeter shunts in the positive generator leads, install a circuit breaker or fuse in each ammeter lead as close as practicable to the shunt.
2001-04-14: This amendment supersedes an existing airworthiness directive (AD) for Societe Nationale Industrielle Aerospatiale (currently Eurocopter France) Model AS350 and AS355 series helicopters that currently requires inspecting the fuselage frame (frame) for a crack at the fuselage-to- tailboom interface and replacing or repairing, as necessary. That AD also requires a fastener torque check and retorquing, as necessary. This amendment retains the requirements of the existing AD but would increase the inspection interval from 1,200 hours time-in-service (TIS) to 2,500 hours or 6 years TIS, whichever occurs first. This amendment revises the time interval for inspecting the frame at the fuselage-to-tailboom interface to coincide with the inspection interval specified in the maintenance manual. The actions specified by this AD are intended to eliminate confusion and unnecessary costs and to prevent a cracked frame, tailboom failure, and subsequent loss of control of the helicopter.
2001-04-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767 series airplanes. This action requires repetitive testing of the elevator control system to determine if an elevator power control actuator (PCA) is rigged incorrectly due to yielded or failed shear rivets in a bellcrank assembly for the elevator PCA, and follow-on actions, if necessary. This action is necessary to prevent continued operation with yielded or failed shear rivets in a bellcrank assembly for the elevator PCA, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2022-25-51: The FAA is adopting a new airworthiness directive (AD) for all Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. The FAA previously sent this AD as an emergency AD to all known U.S. owners and operators of these airplanes. This AD was prompted by reports of the autopilot/autothrottle system design resulting in inadvertent engagement of the autopilot when the flightcrew was attempting to engage the autothrottle late into the take-off phase or when attempting to re-engage the autothrottle during takeoff after uncommanded disconnect. This AD requires revising the Limitations section of the existing airplane flight manual (AFM) by revising the title of the existing autopilot AFM limitation, include a new warning prior to the existing autopilot engagement limitations, and include a new limitation prohibiting selecting or reselecting autothrottle during takeoff after thrust levers are advanced to the takeoff setting after the existing autopilot engagement limitations. The FAA is issuing this AD to address the unsafe condition on these products.
76-08-01 R1: 76-08-01 R1 SIKORSKY AIRCRAFT: Amendment 39-2581 as amended by Amendment 39- 4006. Applies to Sikorsky S-61L helicopters prior to and including Serial No. 61454, and S-61A, S-61D, S-61E, and S-61V helicopters. Compliance required as indicated. To prevent possible separation of the tail rotor pylon due to cracks in the pylon hinge fittings, accomplish the following: (a) Within 30 hours' time in service after the effective date of this AD, unless already accomplished within the last 120 hours' time in service, and thereafter at intervals not to exceed 150 hours' time in service from the last inspection, inspect the upper and lower pylon hinge fitting assemblies, P/N S6120-66117-0 and -2, and P/N S6120-66120-0 and -2, in accordance with Section 2, Paragraphs B and A (1) of Sikorsky Service Bulletin No. 61B20-13C, dated November 12, 1980, or later FAA approved revisions, or in accordance with equivalent methods approved by the Chief, Engineering and Manufacturing Branch, New England Region. (b) If a crack is found around the edge of the bushings in the lug or in the shaded area shown in Detail B, Figure 1, of the above service bulletin, replace the fitting prior to further flight. (c) If a crack is found on the flat surface of the alignment pad, and the crack is below the limits of Detail B, Figure 1, of the above Sikorsky Service Bulletin or later FAA approved revisions, rework to remove the crack in accordance with Section 2, Paragraph C, of the above Sikorsky Service Bulletin or later FAA approved revisions or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, New England Region. If the crack is beyond the limits of Detail B, Figure 1, replace the fitting prior to further flight. (d) If it is found that contact has been made between the fitting and the lug alignment pad, or less than 0.010 inch clearance exists in this area, perform a rework and inspection of the fittings, prior tofurther flight, in accordance with Section 2, Paragraph C of the above Sikorsky Service Bulletin or later approved revisions, or in accordance with equivalent methods approved by the Chief, Engineering and Manufacturing Branch, New England Region. The manufacturer's procedures identified and described in this directive are 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 these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the FAA, New England Region Headquarters, Burlington, Massachusetts. This AD supersedes Amendment 39-1921 (39 F.R. 28975), AD 74-17-06. Amendment 39-2581 became effective April 30, 1976. This amendment 39-4006 becomes effective December 29, 1980.
77-22-02: 77-22-02 BELLANCA AIRCRAFT: Amendment 39-3065. Applies to Bellanca Models 14-19-3 Serial Numbers 4106 thru 4228, 14-19-3A Serial Numbers 4229 thru 4342, 17-30 Serial Numbers 30001 thru 30262 and 17-30A Serial Numbers 30263 thru 30853 series aircraft equipped with P/N 191106, 191898 nose landing gear engine mount certificated in all categories. Compliance required as indicated below. 1. Within the next 50 hours time in service after the effective date of the airworthiness directive and thereafter at intervals not to exceed 100 hours time in service from the last inspection until Bellanca Kit SK1267-4019 Note 3 is installed, visually inspect with a 10x magnification glass both forward left and right hand portions of the engine mount bed rail frame nose landing gear support structure Bellanca Part No. 191106 and 191898 in accordance with Bellanca Service Letter #B-96 or later FAA approved revisions. 2. If no cracks or tube buckling are found, repaint in accordance with Bellanca's Service Letter #B- 96 and repeat inspection as set forth in paragraph 1 above within next-following 100 hours in service. 3. If cracks are found in the engine mount bed frame, the bed frame must be either modified in accordance with Bellanca Service Kit SK1267-4019 or repaired in accordance with Advisory Circular 43-13-1A, Chapter 2, Section 2. Only those tubes modified in accordance with SK1267-4019 shall be exempt from the inspection provisions of paragraph 1. 4. If tube buckling is found in the engine mount bed frame, the bed frame must be modified in accordance with Bellanca Service Kit SK1267-4019. 5. Aircraft may be flown in accordance with FAR 21.197 to a base where the modification (SK1267-4019) may be performed. 6. Report immediately to Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region, if cracks are found; telephone (312)694-4500, ext. 424. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) TheBellanca Aircraft inspections and procedures identified in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 522(a)(1). The Bellanca Aircraft Service Letters incorporated herein may be obtained upon request to Bellanca Aircraft Corporation, P.O. Box 69, Municipal Airport, Alexandria, Minnesota 56308, telephone (612)762-1501. These documents may also be examined at the FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and the Great Lakes Region. This amendment becomes effective November 2, 1977.
2016-09-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD requires a detailed inspection for correct installation of the flex hose clamp of the occupant backup air supply and a general visual inspection for damage of the flex hose, and related investigative and corrective actions if necessary. This AD was prompted by a report indicating that flex hoses of the occupant backup air supply were found disconnected from the adjacent fiberglass duct on two airplanes. We are issuing this AD to detect and correct an incorrect clamp installation on the inboard end of the flex hose, which allows the flex hose to slowly become disconnected from the adjacent fiberglass duct, and damage to the hose. This condition, in conjunction with a cargo fire event, can potentially lead to decreased airflow to the main deck, possibly resulting in smoke and/ or toxic fumes penetrating into the main deck passenger compartment, which could result in injury to the passengers or cabin crew.
2022-25-18: The FAA is superseding Airworthiness Directive (AD) 2005-06- 14, which applied to certain British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes. AD 2005-06-14 required repetitive inspections for cracking of the outer links on the main landing gear (MLG) side stays, and corrective actions if necessary. AD 2005-06-14 also provided an optional terminating action for the repetitive inspections. Since the FAA issued AD 2005-06-14, there has been a report of additional cracking on a MLG side stay on which the terminating action has been done. This AD continues to require the actions specified in AD 2005-06-14 and requires new repetitive inspections for cracking of the MLG side stay outer link and replacement if necessary as specified in a United Kingdom (U.K.) Civil Aviation Authority (CAA) (U.K. CAA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-03-52: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2001-03-52 that was sent previously to all known U.S. owners and operators of Bombardier Model CL-600-2B16 (CL-604) series airplanes by individual notices. This AD requires revising the airplane flight manual to provide the flight crew with revised aft center of gravity (CG) limits. This action is prompted by issuance of mandatory continuing airworthiness information by a foreign airworthiness authority. The actions specified by this AD are intended to prevent fuel migration under conditions of acceleration and/or climb, which could result in the airplane exceeding the aft center of gravity limit, and consequent loss of control of the airplane.
81-20-03: 81-20-03 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 4247. Applies to Model A109A helicopters certificated in all categories with tail rotor drive shaft support bearings P/N 109-0424-01-1 installed (7 places). Compliance required as follows, unless already accomplished. To prevent hazardous loss of directional control due to failure of a tail rotor drive shaft support bearing and subsequent failure of the tail rotor drive shaft, accomplish the following: a. Before the first flight of each day after the effective date of this AD, visually check all seven tail rotor drive shaft support bearings, P/N 109-0424-01-1, for general condition, security, excessive play, slippage, or loss of lubricant. If any signs of damage, overheat, looseness, slippage, or loss of lubricant exist, the tail rotor drive shaft and all bearings and associated collars, retention rings, and dust boots must be further inspected and relubricated, or replaced as applicable, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or an FAA-approved equivalent, prior to further flight. b. Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 600 hours' time in service, inspect and relubricate, or replace as applicable, the tail rotor shaft, bearings, collars, and associated parts, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or FAA-approved equivalent. Defective parts found during this activity must be replaced with serviceable like parts prior to further flight. The daily check required by paragraph a. of this AD may be performed by pilots authorized under FAR 43.3(h) to perform preventative maintenance on this helicopter provided: c. The pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct the check required by this AD; andd. The rotorcraft is equipped with hinged inspection access panels located in the cooling fan cowl (for Nos. 1 and 2 bearings), over the tail boom section (for Nos. 3, 4, 5, and 6 bearings) and in the tail rotor vertical fin fairing (for No. 7 bearing). NOTE: Bearings are numbered from front to rear. See FAR 91.173 for the requirements regarding the listing of compliance with paragraphs A and B of this AD in the aircraft's maintenance records. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, or by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where the inspections required by paragraph b. of this AD (initial compliance with Agusta Bollettino Tecnico No. 109-30) may be accomplished. This amendment becomes effective November 12, 1981, for all persons except those to whom it was made immediately effective by priority mail AD No. 81-20-03 dated September 29, 1981.
2016-08-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A320-214, -232, and -233 airplanes; and Airbus Model A321- 211 and -231 airplanes. This AD was prompted by reports of incorrect installation of jiffy joint connectors on cables connected to certain passenger service units (PSUs), which could cause the passenger oxygen container to malfunction if the connector becomes disengaged during flight due to vibration. This AD requires identification of the affected PSUs, and depending on findings, doing applicable related investigative and corrective actions. We are issuing this AD to prevent failure of the door of the passenger oxygen container to open in the event of airplane decompression, resulting in lack of oxygen supply and consequent injury to occupants.
2001-04-07: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires you to install a thermal protection sleeve on the propeller governor flexible cable. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent loss of propeller control because of hardening or blocking of the control cable, which could result in the inability to control propeller pitch and inability to feather the propeller. Such failure could lead to loss of airplane control.
95-01-51: 95-01-51 AIRBUS INDUSTRIE: Amendment 39-9125. Docket 94-NM-248-AD. Applicability: All Model A300, A300-600, A310, A330, and A340 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of a cockpit sliding window and subsequent rapid decompression of the fuselage, accomplish the following: (a) Within 7 days after the effective date of this AD, perform an inspection of the left- and right-hand sliding side windows in the cockpit to identify the part number (P/N) of those windows, in accordance with paragraph 4.1 of Airbus All Operators Telex (AOT) 30-01, dated December 22, 1994. (b) If no window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, no further action is required by this AD. (c) If any window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, prior to further flight, accomplish either paragraph (c)(1), (c)(2), or (c)(3) of this AD in accordance with Airbus AOT 30-01, dated December 22, 1994. (1) Deactivate the associated sliding window defogging system in accordance with the procedures specified in paragraph 4.2.2 of the AOT. The defogging system may remain deactivated until the window is replaced in accordance with paragraph (c)(3) of this AD. Or NOTE 2: This AD may permit the defogging system to be deactivated for a longer time than is specified in the Master Minimum Equipment List (MMEL). In any case, the provisions of this AD prevail. (2) Install thermo-sensitive indicators in two areas of the sliding side window (left- and right-hand sides) in accordance with the procedures specified in paragraph 4.3 of the AOT. Thereafter, perform a daily inspection of the indicators to determine if the 60-degree segment of any indicator turns from light grey to black, in accordance with the procedures specified in paragraph 4.3 of the AOT. If any indicator turns black, prior to further flight, deactivate the associated sliding window defogging system in accordance with paragraph (c)(1) of this AD. Or (3) Replace the PPG Industries window with a serviceable window manufactured by PPG Industries or by SPS, in accordance with the procedures specified in paragraph 5.1 of the AOT. After such replacement, no further action is required by this AD. (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, 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 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Airbus All Operators Telex 30-01, dated December 22, 1994. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on February 14, 1995, to all persons except those persons to whom it was made immediately effective by telegraphic AD T95-01-51, issued December 29, 1994, which contained the requirements of this amendment.