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86-05-02: 86-05-02 UNITED INSTRUMENTS, INC.: Amendment 39-5317. Applies to altimeter Part Numbers 5934, 5934A, 5934M, 5934AM, 5934P, 5934PA, 5934PM, 5934PAM, 5934D, 5934PD, 5934AD, and 5934PAD with the following serial numbers: 6C461 thru 6C999 7C000 thru 7C999 8C000 thru 8C999 9C000 thru 9C999 0D000 thru 0D999 1D000 thru 1D999 2D000 thru 2D869 NOTE 1: This AD is applicable to pressure sensitive altimeters that do not have encoding capabilities. The affected altimeters were manufactured after February 1, 1985. Compliance: Required as indicated unless already accomplished. To prevent possible erroneous altitude information from being displayed to the pilot, accomplish the following: (a) For all altimeters that are installed in an aircraft, prior to further flight, (1) Check each installed altimeter or check the aircraft's permanent maintenance record to determine if the altimeter falls within the Serial Number designations set forth in this AD. The owner/operator of the aircraft may make this check. (2) If, as a result of this check, it is determined that the altimeter falls within these designations, check the altimeter by applying a slight outward pull on the adjustment knob while turning the knob and determine that the altitude indication pointers and the barometric pressure dial remain synchronized. (3) The holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) may conduct this check on any airplane owned or operated by him. The person accomplishing this must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (4) If the altitude pointers do not move simultaneously with the barometric dial, prior to further flight remove the altimeter and return it to United Instruments, Inc., 3625 Comotara Avenue, Wichita, Kansas 67226, no later than July 1, 1986. Replacement altimeters must be serviceable units. NOTE 2: It is recommendedbut not required by this AD, that the above check for synchronized movement be accomplished each time the altimeter barometric pressure dial is adjusted. (b) Regardless of the results of the check specified in paragraph (a) of this AD, on or before July 1, 1986, for all affected altimeters installed in an aircraft, remove the altimeter and return it to United Instruments, Inc. at the above address. Replacement altimeters must be serviceable units. (c) For all affected altimeters not installed in an aircraft, prior to further use but no later than July 1, 1986, return the altimeter to United Instruments, Inc., at the above address, for examination and modification as required. (d) For each altimeter returned to United Instruments, Inc. per the instructions of paragraphs (a), (b) and (c) above, the examination and rework by United Instruments, Inc. will be identified by a yellow dot approximately 1/4 inch (6.4mm) diameter on the lower half of the rear case and the letter"M", approximately 1/8 inch (3.2mm) in height stamped on the data plate just before the word "altimeter". Units that have been reworked and so marked may be used as serviceable replacement parts. (e) Aircraft may be flown in accordance with Federal Aviation Regulation (FAR) 21.197 to a location where this AD can be accomplished. Prior to dispatch, set the altimeter to field elevation and do not reset in flight. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. United Instruments Service Bulletin No. 2, dated February 24, 1986, pertains to the subject of this AD. All persons affected by this directive may obtain copies of the documents referred to herein upon request to United Instruments, Inc., 3625 Comotara Avenue, Wichita, Kansas 67226, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 28, 1986, to all persons except those to whom it has already been made effective by priority letter AD from the FAA dated February 28, 1986, and is identified as AD 86-05-02.
98-20-36: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4 series airplanes, that currently requires inspections for cracks of the fuselage, wings, and vertical stabilizer structures; and repairs or modifications, if necessary. That AD was prompted by reports of cracking in several areas of the fuselage, wings, and vertical stabilizer structure due to fatigue-related stress. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could result in reduced structural integrity of the fuselage, wing, and vertical stabilizer. This action provides for a new optional terminating action, for certain airplanes, and expands the applicability of the existing AD to include additional airplanes.
2019-03-28: We are superseding Airworthiness Directive (AD) 2016-07-23, which applied to all Airbus SAS Model A318 and A319 series airplanes; Model A320-211, A320-212, A320-214, A320-216, A320-231, A320-232, and A320-233 airplanes; and Model A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231, and A321-232 airplanes. AD 2016-07-23 required, for certain airplanes, repetitive replacements of the fixed fairing upper and lower attachment studs of both the left-hand (LH) and right-hand (RH) main landing gear (MLG); and repetitive inspections for corrosion, wear, fatigue cracking, and loose studs of each forward stud assembly of the fixed fairing door upper and lower forward attachments of both the LH and RH MLG; and replacement if necessary. AD 2016-07-23 also provided an optional terminating modification for the repetitive replacements of the fixed fairing upper and lower attachment studs. This AD retains the requirements of AD 2016-07-23 and, for certain airplanes, requiresre-identification of the LH and RH MLG fixed fairing assemblies' part numbers. This AD was prompted by a determination that for some airplane configurations, associated fixed fairing assembly part numbers susceptible to fatigue cracking were not listed in certain service information required by AD 2016-07-23. In addition, we have determined that additional work is necessary to re- identify the fixed fairing assembly part [[Page 8599]] number on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
96-24-06: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 96-24-06 that was sent previously to all known U.S. owners and operators of certain Cessna Model 560 series airplanes by individual letters. This AD requires revising the FAA-approved Airplane Flight Manual (AFM) to provide the flightcrew with limitations, operational procedures, and performance information to be used during approach and landing when residual ice is present or can be expected. This amendment is prompted by reports indicating that, while operating in icing conditions or when ice is on the wings, some of these airplanes have experienced uncommanded roll at a speed at (or slightly higher than) the speed at which the stall warning system is activated. The actions specified by this AD are intended to prevent uncommanded roll of the airplane during approach and landing when residual ice is present or can be expected.
87-15-01: 87-15-01 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5672. Applies to Model 206L-1 and 206L-3 helicopters, certificated in any category, with stabilizer assembly, Part Number (P/N) 206-023-119-151, installed. Compliance is required as indicated (unless already accomplished). To prevent abnormal flying qualities and possible failure of the stabilizer assembly, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, inspect the stabilizer assembly P/N 206-023-119-151 and determine if one of the following Serial Numbers (S/N) is installed: A0-02065, A0-02069, A0-02075, A0-02080, A0-02084, A0-02095, A0-02097, A0-02126, A0-02132, A0-02136, A0-02144, A0-02149, A0-02150, A0-02166, A0-10644. If one of these stabilizers/ assemblies is installed, replace prior to further flight. Note: Typically the P/N and S/N are located in the concave portion of the trailing edge of the stabilizer assembly (fixed portion) forward of the elevator assembly (movable portion). (b) Alternative inspections, modifications, or other actions which provide an equivalent method of compliance may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment, 39-5672, becomes effective August 6, 1987.
85-02-03: 85-02-03 BOEING: Amendment 39-4985. Applies to all Boeing Model 737-200 series airplanes equipped with Boeing Autopilot Accessory Units, part numbers 65-52812-201, -203, - 206, -207, -210, -211, -214, and -216 certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude the potential of a hard landing due to runaway stabilizer trim, accomplish the following: \n\n\tA.\tPrior to July 31, 1985, modify the Autopilot Accessory Units listed above in accordance with Boeing Service Bulletin 737-22-1062 dated September 16, 1983. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, Seattle, Washington. \n\n\tThis amendment becomes effective March 1, 1985.
97-19-16: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 97-19-16, that was sent previously to all known U.S. owners and operators of Fokker Model F28 Mark 0100 series airplanes equipped with Rolls-Royce Tay 650-15 engines, by individual notices. This AD requires a revision to the FAA-approved Airplane Flight Manual (AFM) to include procedures to prohibit use of reverse engine thrust power settings between idle and emergency maximum; and submission of a report to the airplane manufacturer. This action is prompted by a report that, during preparation for takeoff, an engine fan blade failure occurred, followed by an engine fire. The actions specified by this AD are intended to prevent uncontained engine fan blade failure due to high cycle fatigue cracking, which could result in loss of thrust from the affected engine and secondary damage to aircraft and/or fire.
2019-03-14: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FAN JET FALCON and FAN JET FALCON SERIES C, D, E, F, and G airplanes. This AD was prompted by a determination that new and more restrictive airworthiness limitations and maintenance requirements are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations and maintenance requirements. We are issuing this AD to address the unsafe condition on these products.
84-20-01: 84-20-01 ALEXANDER SCHLEICHER: Amendment 39-4871. Applies to Models ASW 15 and ASW 15 B sailplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent elevator bellcrank failure due to fatigue, accomplish the following: (a) Within the next 10 takeoffs or 25 hours time-in-service, whichever occurs first, unless already accomplished within the last 90 takeoffs or 75 hours time-in-service, and thereafter at intervals of 100 takeoffs or 100 hours time-in-service, whichever occurs first, visually inspect the bellcrank for cracks in accordance with Item 1 of the Instructions of Alexander Schleicher Technical Note No. 21 (TN No. 21), dated November 24, 1981. (1) If no cracks are found, reconnect and re-rig the rudder following the manufacturer's instructions contained in TN No. 21. (2) If cracks are found, prior to further flight, replace the bellcrank in accordance with Item 2 of TN No. 21. Use repairinstruction "A" of the technical manual for the applicable ASW 15 type sailplane. Thereafter, at intervals of 100 takeoffs or 100 hours time-in- service, whichever occurs first, perform the inspection required by Item 1 above. (b) In lieu of replacement of the bellcrank, reinforcement of the bellcrank and modifications of the fin spar and root rib may be accomplished in accordance with Item 2 of the action required of Alexander Schleicher Technical Note No. 22 (TN No. 22), dated November 1, 1982. After reinforcement of the bellcrank in accordance with TN No. 22, the repetitive inspection of this AD is no longer required and TN No. 21 is no longer applicable. The Alexander Schleicher Technical Notes No. 21 dated November 24, 1981, and No. 22 dated November 1, 1982, identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 522(a)(1). All persons affected by this directive who have not already received these documents fromthe manufacturer may obtain copies upon request to Alexander Schleicher Segelflugzeubau, D-6414 Poppenhausen, Federal Republic of Germany. These documents may also be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlingon, Massachusetts 01803. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium, telephone 513.38.30. This amendment becomes effective October 1, 1984.
2019-03-24: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-400 series airplanes. This AD was prompted by reports of cracking in the splice plate on the lower sill of the overwing emergency exit doors. This AD requires repetitive inspections for such cracking and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
99-07-09: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3201 airplanes. This AD requires replacing the nose landing gear downlock actuator, the flap actuator, the steering selector valve, the hydraulic reservoir, and the emergency selector valve. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent internal corrosion of the hydraulic components on airplanes where these components were exposed to water contamination, which could result in reduced or loss of control of the airplane.
2019-03-26: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of passenger service units (PSUs) becoming detached from the supporting airplane structure in several Model 737 series airplanes. This AD requires modifying the PSUs and life vest panels by replacing the existing inboard lanyard and installing two new lanyards on the outboard edge of the PSUs and life vest panels; measuring the distance between the hooks of the torsion spring of the lanyard assembly; replacing discrepant lanyard assemblies; and re-identifying serviceable lanyard assemblies. We are issuing this AD to address the unsafe condition on these products.
2006-12-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus transport category airplanes. This AD requires replacing the existing vent float valve with a new, improved vent float valve. This AD results from reports of failure of the vent float valve in the left-hand outboard section of the trimmable horizontal stabilizer. We are issuing this AD to prevent, in the event of a lightning strike to the horizontal stabilizer, sparking of metal parts and debris from detached and damaged float valves, or a buildup of static electricity, which could result in ignition of fuel vapors and consequent fire or explosion.
98-04-44: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires replacement of the groove pins on the doors of the center main landing gear (MLG) with new pins, modification of the bolt head, installation of an antirotation plate, and modification of the hinge pins on the doors of the MLG by the installation of oversize bolts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent detachment of the center MLG door during flight, which could pose a hazard to persons or property on the ground.
2000-11-19 R1: The FAA is revising an existing airworthiness directive (AD) that applies to certain Boeing Model 767-200 and -300 series airplanes. That AD currently requires repetitive inspections to detect wear or damage of the door latches and disconnect housings in the off-wing escape slide compartments, and replacement of any discrepant component with a new component. This new AD revises the applicability of the existing AD to refer to a later revision of the referenced service bulletin, which removes airplanes that are not subject to the identified unsafe condition. This AD results from reports of worn and damaged door latches and disconnect housings in the off-wing escape slide compartments. We are issuing this AD to ensure deployment of an escape slide during an emergency evacuation. Non-deployment of an escape slide during an emergency could slow down the evacuation of the airplane and result in injury to passengers or flightcrew. We are also issuing this AD to detect damaged disconnect housings in the off-wing escape slide compartments, which could result in unexpected deployment of an escape slide during maintenance, and consequent injury to maintenance personnel. \n\nDATES: The effective date of this AD is July 18, 2000. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-25A0260, Revision 1, dated January 25, 2001; Boeing Service Bulletin 767-25A0260, Revision 2, dated August 26, 2004; Boeing Service Bulletin 767-25A0260, Revision 3, dated July 7, 2005; and Boeing Service Bulletin 767-25A0275, Revision 3, dated April 24, 2003; listed in the AD as of July 17, 2006. \n\n\tOn July 18, 2000 (65 FR 37015, June 13, 2000), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 767-25A0260, dated July 9, 1998.
2009-01-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several cases of loss of internal components from the Hydro Mechanical Unit (HMU) low fuel pressure switch Hydra-Electric part number (P/N) 9 550 17 956 0 into the fuel system, have been reported on Arriel 2 engines. The loss of internal components from the low fuel pressure switch into the fuel system may lead to a rupture of the HP-LP pumps drive shaft shear pin, and thus to a possible uncommanded in-flight shutdown (IFSD). On a single-engine helicopter, an uncommanded IFSD results in an emergency autorotation landing and in certain conditions may lead to an accident. We are issuing this AD to prevent forced autorotation landing, or an accident.
2018-22-11: We are adopting a new airworthiness directive (AD) for all Safran Helicopter Engines, S.A. (Safran Helicopter Engines), ASTAZOU XIV B and H model engines with certain 3rd-stage turbine wheels installed. This AD requires initial and repetitive inspections of the 3rd-stage turbine wheels. This AD was prompted by a report that six 3rd-stage turbine wheels were returned to service after a repair that could result in exceedance of the allowable vibration threshold during operation. We are issuing this AD to address the unsafe condition on these products.
91-01-05: 91-01-05 BOEING: Amendment 39-6850. Docket No. 90-NM-155-AD. \n\n\tApplicability: Boeing Model 757 series airplanes, as listed in Boeing Service Bulletin 757-25-0061, Revision 2, dated June 29, 1989, certificated in any category. \n\n\tCompliance: Required within 60 days after the effective date of this AD, unless previously accomplished. \n\n\tTo reduce the potential for reduced passenger evacuation capability during an emergency, accomplish the following: \n\n\tA.\tModify the number 3 left and right emergency exit doors by replacing the door catch assembly support and performing an operational check, in accordance with Boeing Service Bulletin 757-25-0061, Revision 1, dated June 9, 1988, or Revision 2, dated June 29, 1989. \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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: Therequest should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6850, AD 91-01-05) becomes effective on January 31, 1991.
87-11-08 R1: 87-11-08 R1 AEROSPATIALE: Amendment 39-5628 as amended by amendment 39-5984. Applies to ATR-42 series airplanes, certificated in any category, unless the equivalent of Production Modification 1397 was installed prior to delivery. Compliance is required as indicated, unless previously accomplished. To prevent simultaneous loss of both pilots' primary attitude and heading information generated by Attitude and Heading Reference Systems (AHRS), accomplish the following: A. Within 15 days after June 8, 1987 (the effective date of Amendment 39-5628, AD 87-11-08), accomplish the following: 1. Isolate the pilots' AHRS (AHRS Number 1) from the System Avionics Standard Communications Bus (ASCB) in accordance with Aerospatiale Service Bulletin ATR- 42-34A-0016, dated March 23, 1987, and ensure that Electronic Flight Instrument System (EFIS) Symbol Generators having part number 700544-411, Mod-level U or subsequent, have been installed. 2. Insert the following intothe Airplane Flight Manual (AFM) Limitations Section 2. This can be accomplished by inserting a copy of this AD into the AFM and into the Flight Crew Operations Manual (FCOM), if used. a. "Disconnect autopilot at or above 200 feet above ground level (AGL)." b. "Approach operations are limited to Category I or higher weather minima." B. Replacement of the Attitude and Heading Reference Systems (AHRS) with a modified AHRS, and connection of four (4) wires between terminal blade 67VT1 and connector 1FP1-AA, in accordance with Aerospatiale Service Bulletin ATR42-34-340018, Revision 1, dated September 22, 1987, constitutes terminating action for the requirements of paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAAPrincipal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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 39-5984 amends AD 87-11-08, Amendment 39-5628. This Amendment, 39-5984, becomes effective September 3, 1988.
87-23-03: 87-23-03 BRITISH AEROSPACE: Amendment 39-5757. Applies to all Model Viscount 700, 800, and 810 series airplanes which have accumulated more than 10,000 landings, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the wing due to cracking, accomplish the following: A. Before further flight: 1. Visually inspect the wing upper surface and end rib in accordance with applicable British Aerospace Preliminary Technical Leaflet No. 185 or No. 316, both dated October 23, 1986. Repeat this inspection at intervals not to exceed 25 landings. 2. Perform eddy current inspection of the wing in accordance with applicable British Aerospace Preliminary Technical Leaflet No. 185 or No. 316, both dated October 23, 1986. Repeat this inspection at intervals not to exceed 1,500 landings. B. Any cracks found as a result of the inspections required by paragraph A., above, must be repaired prior to further flight in a manner approved by the FAA. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Eddy current inspections may be deferred for 15,000 landings after incorporation of Modification D3292 or Modification FG2172 as applicable. All persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. 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 becomes effective December 9, 1987.
89-02-01 R1: 89-02-01 R1 MCDONNELL DOUGLAS HELICOPTER COMPANY (HUGHES HELICOPTER, INC.): Amendment 39-6051 as revised by Amendment 39-6341. Docket No. 88-ASW-43. Applicability: Model 369D, E, F, and FF helicopters, certificated in any category, with main rotor hub retention straps having part number (P/N) 369D21210-BSC or -501 installed. Compliance: Required as indicated, unless already accomplished. (a) Within the next 100 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, conduct inspections of the main rotor blade retention strap assemblies (P/N) 369D21210-BSC, or -501, in accordance with paragraphs a, b, c, d, e, g, i, j, and 1 of Part I, Inspection Procedures, in McDonnell Douglas Helicopter Company Service Information Notice (SIN) DN-154 (369D), EN-44 (369E) or FN-33 (369F and 369FF), dated January 15, 1988. (b) If, as a result of an inspection in paragraph (a) above, two strap pack laminates are determined to have failed in any one leg or tongue area of any strap assembly (failure being defined in the applicable SIN under CAUTION following paragraph e of Part I, Inspection Procedures), conduct the repetitive inspections of all strap packs required in paragraph (a) above and thereafter at intervals not to exceed 25 hours' time in service. (c) For Model 369D hub assemblies (P/N 369D21200) which were subject to inspections under AD 77-15-09 R1 at intervals of 25 hours because of two strap pack laminate failures, conduct the inspections required by this AD within 25 hours' time in service from the last inspection made in accordance with AD 77-15-09 R1, and thereafter at intervals not to exceed 25 hours' time in service. (d) For Model 369D hub assemblies (P/N 369D21200) which were subject to inspections under AD 77-19-04 (retention straps with P/N 369D21210-BSC) at intervals of 25 hours, conduct the inspections required by this AD within 25 hours' time in service from the last inspection made in accordance with AD 77-19-04, and thereafter at intervals not to exceed 25 hours' time in service. (e) For Model 369D hub assemblies, P/N 369D21200, which were subject to inspections under AD 81-10-08 (retention straps with P/N 369D21210-501, S/N 8531 through 9135) at intervals of 25 hours' time in service, conduct the inspections required by this AD within 25 hours' time in service from the last inspection made in accordance with AD 81-10-08, and thereafter at intervals not to exceed 25 hours' time in service. (f) Replace the hub assembly, P/N 369D21200, with a serviceable assembly prior to further flight if, as a result of the inspection of paragraph (a), (b), (c), (d), or (e) above, a strap pack, P/N 369D21210-BSC or -501, is rejected (using the rejection criteria in the applicable SIN under CAUTION following paragraph e of Part I - Inspection Procedures). (g) For strap packs which contain observed damage but are not rejected by the criteria of paragraph (f)-- (1) Record in the maintenance record (Ref. Section 43.9) the locations of observed cracks, fractures, or corrosion in each strap laminate in a manner which includes-- (i) Blade color; (ii) Strap part numbers and serial number; (iii) Laminate number (top being number one); (iv) Leg location (lead or lag); and (v) Tongue location (The tongue location is not the same as the outboard end). NOTE: Strap packs containing cracks in outboard end locations are rejected by the criteria of paragraph (f). (2) Record for each strap pack-- (i) The number of laminate failures; (ii) The number of laminates cracked in the same leg; and (iii) The number of gaps. Airworthiness Directive 89-02-01 superseded the following: AD 77-15-09, Amendment 39-2978 (42 FR 37806; July 25, 1977) as amended by AD 77- 15-09 R1, Amendment 39-3952 (45 FR 70848; October 27, 1980) which was effective October 30, 1980. AD 77-19-04, Amendment39-3039 (42 FR 46923; September 19, 1977), as amended by AD 77-19-04 R1, Amendment 39-3597 (44 FR 61936; October 26, 1979) which was effective November 1, 1979. AD 81-10-08, Amendment 39-4144 (46 FR 33225; June 29, 1981) which was effective June 30, 1981, to all persons except to those to whom it was made immediately effective by priority letter AD 81-10-08 issued May 5, 1981. Amendment 39-6341 revises Amendment 39-6051 (54 FR 105; January 4, 1989), AD 89- 02-01, which became effective on February 2, 1989. Amendment 39-6341, AD 89-02-01 R1, became effective on October 27, 1989. A correction to reflect a change to paragraph (d) became effective on July 19, 1990. This correction is issued to reflect AD's previously superseded by AD 89-02-01, which were inadvertently omitted from AD 89-02-01 R1.
89-05-02: 89-05-02 BEECH: Amendment 39-6144. Applicability: The airplanes listed below, certificated in any category: MODELS SERIAL NUMBERS 35-33, 35-A33, 35-B33, 35-C33, E33 CD-1 through CD-1234 35-C33A, E33A CE-1 through CE-289 E33C CJ-1 through CJ-25 35, 35R, A35, B35, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, S35, V35, V35-TC, V35A, V35A-TC D-1 through D-9068, D-15001 and D-15002 36 E-1 through E-184 95-55, 95-A55, 95-B55, 95-B55A TC-1 through TC-1287 95-C55, 95-C55A, D55, D55A TE-1 through TE-767 56TC TG-2 through TG-83 95, B95, B95A, D95A, E95 TD-2 through TD-721 This AD also applies to any of the following military airplanes which have been modified for civil certification as described on the applicable Federal Aviation Administration Type Certificate Data Sheet or Aviation Specification: T34A, T34B (Commercial Model 45 Series) T42A (Commercial Model 95-B55B) NOTE: The magnesium fittings may have been installed as original equipment or as replacement spares. Compliance: Required as indicated, unless already accomplished. To prevent the failure of the magnesium elevator control fittings, accomplish the following: (a) Within 100 hours time-in-service (TIS) after the effective date of this AD, determine the composition of the elevator control fittings in accordance with the instructions contained in Beech Service Bulletin No. 2242, Revision 1, dated August 1988. (1) If the fittings are determined to be aluminum, no further action is required by this AD. (2) If the fittings are determined to be magnesium, accomplish the actions specified below. (b) At the time of the inspection per paragraph (a), and every 100 hours TIS thereafter, visually inspect each magnesium elevator control fitting for cracks in accordance with the above referenced Service Bulletin. (c) If any fitting is found to be cracked, prior to further flight replace the cracked fitting with an aluminum fitting as described in the above referenced Service Bulletin. (d) The above inspections are no longer required when aluminum fittings have been installed on both elevators. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beechcraft Aero and Aviation Centers; Beech Aircraft Corporation, Commercial Service, Dept. 52, P.O. Box 85, Wichita, Kansas 67201-0085, or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6144, AD 89-05-02) becomes effective on March 24, 1989.
87-04-22: 87-04-22 BOEING: Amendment 39-5566. Applies to Model 767 series airplanes, equipped with General Electric CF6-80 series engines, listed in Boeing Alert Service Bulletin 767- 54A0024 dated December 23, 1986, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo preclude flammable fluid leaking into the engine strut systems raceway from draining onto the engine core, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, inspect the underside of the engine strut system raceway and fill any unsealed openings identified in accordance with Boeing Alert Service Bulletin 767-54A0024 dated December 23, 1986, or later FAA-approved revision. \n\n\tB.\tAn alternate means of compliance or adjustment of 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\tC.\tSpecial flight permits maybe 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 information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment becomes effective March 13, 1987.
2019-03-23: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, and -300 series airplanes, and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that certain sensor struts, in the case of down drive element disconnection, would be unable to provide failure detection information for flap movements. This AD requires repetitive inspections of certain drive station elements and sensor struts; an inspection of certain other drive station elements if necessary; and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
88-10-06: 88-10-06 LOCKHEED AERONAUTICAL SYSTEMS COMPANY-GEORGIA: Amendment 39-5914. Applies to Model 382 series airplanes; Serial Numbers 3946 through 4541, except those airplanes having outer wings installed of a configuration equivalent to Serial Number 4542 or subsequent; certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent severe damage to the outer wing lower surface panels, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, perform an inspection in accordance with Lockheed Service Bulletin A382-57-69, dated November 30, 1987, to determine the existence of repairs on the interior of the outer wing lower surface panel risers between outer wing stations 0.0 and 360. B. If no outer wing lower surface panel riser repair exists, the airplane may be returned to normal service. C. If any outer wing lower surface panel riser repair exists that does not conform to Lockheed Service Bulletin 382-57-70, dated January 28, 1988, prior to further flight, perform inspections in accordance with Lockheed Service Bulletin A382-57-69, dated November 30, 1987, and Work Card SP-209 of SMP515A, Lockheed Hercules Airfreighter Inspection Procedures. 1. If crack(s) are found, prior to further flight, repair in accordance with an FAA-approved method. 2. If no cracks are found, accomplish either of the following: a. Prior to further flight, install repair modification in accordance with Lockheed Service Bulletin 382-57-70, dated January 28, 1988; or b. Reinspect repairs in accordance with Work Card SP-209 of SMP515A, Lockheed Hercules Airfreighter Inspection Procedures, at intervals not to exceed 450 flight hours, until the repair modification is installed, in accordance with Lockheed Service Bulletin 382-57-70. E. 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. 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, Aircraft Certification Office, FAA, Central 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 Atlanta Aircraft Certification Office. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company-Georgia, Attn: Commercial and Customer Support, Department 72-05, Zone 80, 86 South Cobb Drive, Marietta, Georgia 30063. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia. This amendment becomes effective May 25, 1988.