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2021-26-05: The FAA is superseding Airworthiness Directive (AD) 2020-07- 17, which applied to all Saab AB, Support and Services Model SAAB 2000 airplanes. AD 2020-07-17 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2020-07- 17, it has determined that new or more restrictive airworthiness limitations are necessary. This AD retains the requirements of AD 2020- 07-17 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD. The FAA is issuing this AD to address the unsafe condition on these products.
65-22-02: 65-22-02 LOCKHEED: Amdt. 39-139 Part 39 Federal Register September 29, 1965. Applies to Model 1329 Airplanes, Serial Numbers 5001 through 5063. Compliance required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent uncontrolled pitch trim actuation, accomplish the inspection and repair as described in Lockheed Alert Service Bulletin No. 329-218, "Horizontal Stabilizer Trim System- Inspection of A-723L, A-723LA, A-723LD, and A-723N Stabilizer Trim Contactors," or perform an equivalent FAA-approved inspection and repair. This directive effective September 29, 1965.
87-09-03: 87-09-03 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-5995. Final copy of priority letter AD issued May 7, 1987. Applies to Model BO-105, BO-105LS, and BK-117 series helicopters certificated in any category with main rotor blade secondary bolt P/N's 105-14101.35, 105-14101.79, 105-14101.11, and 105-141021.05 installed. Compliance is required as indicated, unless already accomplished. To prevent failure of the secondary main rotor blade retention bolt and possible loss of control of the main rotor blade, accomplish the following: (a) Inspect all bolts having more than 100 hours' time in service for cracks at the junction of the head and shank using a magnetic particle inspection or a dye penetrant inspection method prior to further flight. If the dye penetrant inspection method is used, bolts with solid film lubricant coating shall have the coating removed in the affected area (to approximately 5 MM below the bolt head) using Scotch Brite or equivalent. Use MEK or equivalent to clean the surface prior to dye checking. Coated crack-free bolts need not be recoated prior to reinstallation. (b) Inspect bolts with less than 100 hours' time in service in accordance with paragraph (a) prior to accumulating 100 hours' time in service. (c) If cracks are found, remove bolt from service and replace with an airworthy bolt prior to further flight. (d) Conduct the inspection of paragraph (a) at intervals not to exceed 100 hours' time in service since last inspection. (e) Reinstall bolts in accordance with the following instructions. Lubricate crack-free bolts (per MBB Maintenance Manual) with Molykte BR2 (MBB Maintenance Manual item CM- 102) or Aeroshell grease #22 (MBB Maintenance Manual item CM-101) and install per the applicable MBB Maintenance Manual with the following exceptions: (1) Make certain that no lubricant is on the threaded area of the bolt; (2) Before installing the nut, lightly tap the head of the bolt with aplastic or rubber mallet to seat the bolt in the hole; (3) Install nut, and torque to 70-90 inch pounds (8-11 Newton meters); and (4) If required to install cotter pin, back off the nut to next available cotter pin hole, and install cotter pin. (f) Upon request, an alternate means of compliance which provides an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, Aircraft Certification Division, Department of Transportation, Federal Aviation Administration, Fort Worth, Texas 76193-0100. (g) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. This amendment, 39-5995, becomes effective August 26, 1988, as to all persons except those persons to whom it was made immediately effective by priority letter AD No. 87-09-03, issued May 7, 1987, which contained this amendment.
2010-23-26: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Following the occurrence of cracks on the MLG [main landing gear] rib 5 RH [right-hand] and LH [left-hand] attachment fitting lower flanges, DGAC [Direction Generale de l'Aviation Civile] France AD 2003-318(B) [parallel to part of FAA AD 2006-12- 13] was issued to require repetitive inspections and, as terminating action * * *[.] Subsequently, new cases of cracks were discovered during scheduled maintenance checks by operators of A300B4 and A300-600 type aeroplanes on which the terminating action * * * [was] embodied. This condition, if not corrected, could affect the structural integrity of those aeroplanes. * * * * * We are issuingthis AD to require actions to correct the unsafe condition on these products.
2010-06-03: Drive Shaft
95-26-15: This document publishes in the Federal Register an amendment adopting an airworthiness directive that was sent previously by individual letters to all known U.S. owners and operators of various transport category airplanes equipped with Allied Signal Commercial Avionics Systems CAS-81 TCAS. This amendment is prompted by reports of failure of the audio output of the CAS-81 TCAS. This AD requires a revision to the Airplane Flight Manual to provide the flightcrew with procedures to cycle power to the TCAS processor via the circuit breaker or power bus, and to perform a TCAS functional test to verify proper operation of the TCAS. The actions specified by this AD are intended to ensure that the flightcrew is advised of the potential hazard associated with failure of the audio output of the CAS-81 TCAS, and of the procedures necessary to address it.
72-03-07: 72-03-07 CESSNA: Amdt. 39-1391. Applies to Models 310 (Serial Numbers 310Q0074 through 310Q0425, except 310Q0261, 0271, 0279, 0402, 0409, 0411, 0416, 0420, 0424); Models 340 (Serial Numbers 340-0001 through 340-0009, except 340-0005); Models 401 (Serial Numbers 401B0029 through 401B0204); Models 402 (Serial Numbers 402B0007 through 402B0201); Models 414 (Serial Numbers 414-0052 through 414-0173, except 414-0152, 0153, 0168, 0172); and Models 421 (Serial Numbers 421B0001 through 421B0209, except 421B0144, 0201, 0205, 0208); and all other 300 and 400 series airplanes which may have the original barrel assemblies replaced with new or used assemblies shipped by the manufacturer between January 1, 1970, and December 15, 1971. Compliance: Required as indicated, unless already accomplished. To prevent landing gear failure accomplish the following in accordance with Cessna Service Letter ME71-28 dated December 24, 1971, and Supplement No. 1 dated January 28, 1972, or any equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region: A) Within the next 5 hours' time in service after the effective date of this AD, visually inspect barrel assemblies of the main landing gear upper struts for hydraulic leaks and surface cracks. If such discrepancies are noted, prior to further flight, replace the appropriate barrel assemblies. B) To accomplish the inspection required by Paragraph A the airplane may be flown in accordance with FAR 21.197 to a base where the inspection may be performed. C) Within the next 25 hours' time in service after the effective date of this AD, conduct chemical tests to determine if barrel assemblies of the main landing gear upper struts are composed of dissimilar or incorrect metals. If such discrepancies are noted, prior to further flight, replace with appropriate and correct barrel assemblies. D) Report all defects found in complying with this AD. Such reports must be made in writing and sent to Chief, Engineering and Manufacturing Branch, FAA, Central Region, and should include such items as aircraft serial number, total time in service and nature of defect. (Report approved by the Bureau of the Budget under BOB No. 04-R0174.) This amendment becomes effective February 9, 1972.
92-16-02: 92-16-02 BOEING: Amendment 39-8311. Docket No. 92-NM-119-AD. Supersedes AD 92-06-13, Amendment 39-8193. \n\n\tApplicability: Model 767 series airplanes equipped with General Electric CF6-80C2 engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent deployment of a thrust reverser during flight, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Alert Service Bulletin 767-78A0052, Revision 1, dated February 14, 1992: Within 60 days after March 18, 1992 (the effective date of AD 92-06-13, Amendment 39-8193), revise the wiring in certain panels, the wing-body disconnects, and the wing-strut disconnects, in accordance with Boeing Alert Service Bulletin 767-78A0052, Revision 1, dated February 14, 1992. \n\n\t(b)\tFor airplanes listed in Boeing Alert Service Bulletin 767-78A0052, Revision 2, dated May 28, 1992: Within 60 days after the effective date of this AD, revise the wiring in certain panels, the wing-body disconnects, and the wing-strut disconnects, in accordance with Boeing Alert Service Bulletin 767-78A0052, Revision 2, dated May 28, 1992. Procedures that were accomplished previously in accordance with Revision 1 of the service bulletin, and that have not changed in Revision 2 of the service bulletin, need not be repeated. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then sent it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n \n\t(e)\tThe modification shall be done in accordance with Boeing Service Bulletin 767-78A0052, Revision 2, dated May 28, 1992, which includes the following list of effective pages: \n\n\nPage Number\nRevision Level\nDate \n1, 3-4, 7-8, 12-14\n2\nMay 28, 1992 \n2, 5, 10\n1\nFebruary 14, 1992 \n6, 9, 11\nOriginal\t\nDecember 10, 1991 \n\t\t\t\t\t\t\t\nThis 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. The incorporation by reference of Boeing Service Bulletin 767-78A0052, Revision 1, dated February 14, 1992, was approved previously by the Director of the Federal Register as of March 18, 1992 (57 FR 9381, March 18, 1992). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on July 27, 1992.
92-08-10: 92-08-10 AIRBUS: Amendment 39-8221. Docket No. 91-NM-201-AD. Applicability: Model A310 and A300-600 series airplanes; equipped with pilot and copilot seats manufactured by Sogerma-Socea, as listed in Sogerma-Socea Service Bulletin 25- 188, Revision 1, dated July 2, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced ability of the flight crew to control the airplane, accomplish the following: (a) Within 30 days after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) in accordance with Sogerma-Socea Service Bulletin 25-188, Revision 1, dated July 2, 1991: (1) Perform a visual inspection to detect damage to the aft electrical stop switch (switch reference 3 in Figure 1 of the service bulletin). Prior to further flight, replace any damaged switches found, in accordance with the service bulletin. (2) Determine the manufacturer's serial number on the pilot's andcopilot's seats. If the seats have serial numbers that are less than number 261, or if the horizontal actuator has been replaced, accomplish the following: (i) Measure the amount of clearance between the electrical stop and the mechanical stop of the horizontal actuator. (ii) If the clearance is less than 4mm, prior to further flight, adjust the clearance to more than 4mm in accordance with the service bulletin. (iii) If there is no clearance, prior to further flight, replace the horizontal actuator and adjust the clearance to the proper dimension when fitting the new horizontal actuator, in accordance with the service bulletin. (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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or commentand 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 the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection shall be done in accordance with Sogerma-Socea Service Bulletin 25-188, Revision 1, dated July 2, 1991. 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, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, 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, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on May 29, 1992.
2004-13-05: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter Deutschland (ECD) model helicopters that requires inspecting the vertical fin skin paneling to determine if it was manufactured with the correct wall thickness. This amendment is prompted by a report from the manufacturer that some vertical fins may have been produced with the wrong vertical fin skin thickness. The actions specified by this AD are intended to prevent failure of the vertical fin and subsequent loss of control of the helicopter.
2010-24-10: 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: Damages to the rudder bar locking adjustment tube of a non- reinforced version have been reported to Soci[eacute]t[eacute] Nouvelle (SN) Centrair. This tube had been reinforced in 1984 with a modification. Gliders produced before the introduction of this modification have not been systematically retrofitted. In case of rudder bar locking adjustment tube breaking in flight when adjusting the rudder pedals position, it might interfere with the rudder pedals which could lead to rudder jam or a restricted rudder movement and consequently, to reduced control of the sailplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
93-17-51: 93-17-51 BOEING: Amendment 39-8699. Docket 93-NM-152-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line positions 2288 through 2515 inclusive, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of the horizontal stabilizer, which could severely affect controllability of the airplane, accomplish the following: \n\n\t(a)\tFor airplanes having line positions 2288 through 2347 inclusive: Within 24 hours after the effective date of this AD, perform a detailed visual inspection of the left and right horizontal stabilizer hinge fitting to verify installation of the retention devices on the inner and outer hinge pins. For the purposes of this AD, retention devices are cotter pins, nuts, washers, and bushing retainers. \n\n\t(b)\tFor airplanes having line positions 2348 through 2515 inclusive: Within 15 days after the effective date of this AD, perform a detailed visual inspection of the leftand right horizontal stabilizer hinge fitting to verify installation of the retention devices on the inner and outer hinge pins. \n\n\t(c)\tIf no part is missing, no further action is required by this AD. \n\n\t(d)\tIf any part is missing, prior to further flight, replace the outer pin, inner pin, and all associated retention devices on the affected side of the horizontal stabilizer, in accordance with the procedures described in Boeing 737 Maintenance Manual. \n\n\t(e)\tWithin 24 hours after completion of the inspection required by this AD, submit a report of any finding(s) of discrepancies to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; fax (206) 227-1181. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) andhave been assigned OMB Control Number 2120-0056. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n \n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(h)\tThis amendment becomes effective on October 14, 1993, to all persons except those persons to whom it was made immediately effective by telegraphic AD T93-17-51, issued on August 27, 1993, whichcontained the requirements of this amendment.
79-25-01: 79-25-01 MCDONNELL DOUGLAS: Amendment 39-3627 as amended by Amendment 39-3702. Applies to McDonnell Douglas Model DC-10-10, -10F, -30, -30F, and -40 series airplanes certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo preclude contamination from preventing proper operation of the AiResearch Positive Pressure Relief Valves, accomplish the following: \n\n\t(1)\tWithin the next 300 hours time in service after the effective date of this AD, \n\n\t\t(a)\tModify and reidentify the AiResearch P/N 103506-2 cabin pressure relief valves by the addition of an improved filter in accordance with Douglas Service Bulletin 21-87 dated December 3, 1975 (AiResearch Service Bulletin 103506-21-2271, Revision #1, dated May 15, 1979) or AiResearch Service Bulletin 103506-21-2307, dated June 15, 1978 immediately following cleaning of the valve metering system in accordance with Douglas Service Bulletin A21-103, Revision 1, dated August 7, 1978; or(b)\tUnless already accomplished within the preceding 3,000 flight-hours prior to the effective date of this AD, \n\n\t\t\t(i)\tDisassemble, clean and reassemble the AiResearch P/N 103506-2 cabin pressure relief valves metering systems and adjust/test valves in accordance with Douglas Service Bulletin A21-103, Revision 1, dated August 7, 1978; or \n\n\t\t\t(ii)\tReplace the AiResearch P/N 103506-2 cabin positive pressure relief valves with P/N 103506-2 valves having clean metering systems and test valves in accordance with Douglas Service Bulletin A21-103, Revision 1, dated August 7, 1978. \n\n\t(2)\tIf paragraph (1)(a) above is accomplished, at intervals not to exceed 8,000 hours' time in service thereafter, change the relief valve filter elements and functionally check per the maintenance manual. For airplanes with relief valve filters installed per paragraph (1)(a) of this AD, with total filter time in service of 8,000 or more hours on January 7, 1980; within the next 1,000 hours' time in service after January 7, 1980, and thereafter, at intervals not to exceed 8,000 hours' time in service change the relief valve filter elements and functionally check the valve per the maintenance manual. \n\n\t(3)\tUnless paragraph (1)(a) is accomplished, paragraph (1)(b)(i) or (1)(b)(ii) must be accomplished within 3,000 hour intervals since previous accomplishment, and the original delivery design positive pressure relief valve filter elements must be changed per the Maintenance Manual within 1,500 hour intervals since previous accomplishment. \n\n\t(4)\tIf AiResearch P/N 103624-1 or -2 cabin positive pressure relief valves are installed, prior to the accumulation of 8,000 hours' time in service on the relief valve filter elements, and at intervals not to exceed 8,000 hours' time in service thereafter, change the relief valve filter elements and functionally check valve per the maintenance manual. \n\n\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-3627 became effective January 7, 1980. \n\n\tThis Amendment 39-3702 becomes effective March 3, 1980, and was effective earlier to all recipients of telegraphic AD T80WE-1 dated January 4, 1980.
89-08-12 R1: 89-08-12 R1 BOEING: Amendment 39-6187 as revised by Amendment 39-6462. Docket No. 89-NM-128-AD. \n\n\tApplicability: Model 737-200, -300, and -400 series airplanes, as listed in Boeing Service Bulletin 737-26-1063, dated May 18, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for dispatching an airplane with an inoperative fire/overheat system, accomplish the following: \n\n\tA.\tWithin 10 days after April 24, 1989 (effective date of Amendment 39-6187), inspect the engine fire/overheat detection module to determine the part number. \n\n\t\t1.\tIf part number 10-61096-41, -71, -81, -91, -92, or 10-62061-1, -2, -3, - 11, or -12 is installed, add the following Engine Fire Detection System Test Procedure to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\t\ta.\tPrior to engine start, accomplish fire/overheat warning system test. \n\n\t\t\tb.\tAfter engine start, and with the electrical power supply system in the flight configuration, accomplish the fire/overheat warning system test. \n\n\t\t\tc.\tIn the event of an electrical power supply configuration change in flight (e.g., generator failure), perform the fire/overheat warning system test. In the event that this test is unsuccessful, land at the nearest suitable airport. \n\n\t\t2.\tIf part numbers other than those listed in paragraph A.1., above, are installed, no further action is required. \n\n\tB.\tWithin 120 days after the effective date of this amendment, modify the engine fire/overheat detection module, in accordance with Boeing Service Bulletin 737-26-1063 dated May 18, 1989. Once this modification is accomplished, the limitation required by paragraph A.1., above, may be removed from the AFM. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises AD 89-08-12, Amendment 39-6187. \n\tThis amendment (39-6462, AD 89-08-12 R1) becomes effective on February 12, 1990.
99-02-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires installation of a rubber strip and replacement of connection sheets and the seal retainer on the avionics compartment access door with new parts; and installation of drip pans and additional drain gutters on the avionics racks. 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 the trickling of water into the avionics compartment, which could result in avionics computer and equipment malfunctions.
2010-23-27: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A340-642 operator reported [fault messages "Main Fuel Pump 4'' and "Eng 4 Stall/Surge''] * * * and finally the engine had an auto shutdown [along] with [fault message "Engine 4 Fail''] * * *. * * * * * Simultaneous loss of at least two Main Pumps along with other potential failures related to the in-service event may lead to a dual engine loss. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
87-17-03: 87-17-03 MCDONNELL DOUGLAS: Amendment 39-5704. Applies to McDonnell Douglas Model DC-9-81, -82, and -83 series airplanes, fuselage numbers 909 through 1208, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude the potential of main landing gear wheel assembly separation from the airplane, accomplish the following: \n\n\tA.\tWithin 6 months after the effective date of this AD, inspect the main landing gear axle nut retainer in accordance with the accomplishment instructions of McDonnell Douglas Corporation Alert Service Bulletin A32-206 Revision 1, dated July 18, 1986, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Any retainer assembly found to be improperly installed must be replaced prior to further flight, in accordance with the service bulletin. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective September 13, 1987.
86-05-06: 86-05-06 BOEING: Amendment 39-5244. Applies to all Model 757-200 series airplanes listed in Boeing Service Bulletin 757-27-0057, Revision 1, dated October 17, 1985, certificated in any category. \n\n\tTo eliminate the possibility of the elevator forward override mechanism becoming jammed, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, remove and replace the elevator control forward override assembly cam with a revised cam in accordance with Boeing Service Bulletin 757-27-0057, Revision 1, dated October 17, 1985, or later FAA- approved revision. \n\n\tB.\tSpecial 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. \n\n\tAll persons affected by this proposal who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\tThis amendment becomes effective April 10, 1986.
91-21-10: 91-21-10 BOEING: Amendment 39-8057. Docket No. 91-NM-76-AD. \n\n\tApplicability: Model 767 series airplanes, Groups 1, 2, and 3, as listed in Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent uncommanded asymmetric movement of the leading edge slats due to failure of the No-Back brake combined with disconnect of the torque tube, accomplish the following: \n\n\t(a)\tFor Group 1 and 2 airplanes with leading edge slat offset gearbox No-Back brakes that have not been reworked prior to the effective date of this AD to limit the amount of grease used in the offset gearbox, in accordance with the Accomplishment Instructions, Part V, Offset Gearbox Inspection and Interim Rework, of Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990; Revision 2, dated January 31, 1991; or Revision 3, dated May 23, 1991: \n\n\t\t(1)\tWithin 2,000 flight hours after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight hours, conduct a torque tube and overtravel stop inspection of the inboard and outboard leading edge slat drive system in accordance with the Accomplishment Instructions, Part I, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. Repair or replace failed parts at the time specified in, and in accordance with, the instructions provided in, Parts I, II, III, IV, VI, and VII of that service bulletin, as applicable. \n\n\t\t(2)\tWithin 18 months after the effective date of this AD, replace all inboard and outboard leading edge slat offset gearboxes with modified offset gearboxes in accordance with the Accomplishment Instructions, Part VII, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. Accomplishment of this modification constitutes terminating action for the requirements of paragraph (a)(1) of this AD. \n\n\t(b)\tFor all Group 3airplanes and for those Group 1 and 2 airplanes on which the leading edge slat offset gearbox No-Back brakes have been reworked prior to the effective date of this AD to limit the amount of grease used in the offset gearbox, in accordance with the Accomplishment Instructions, Part V, Offset Gearbox Inspection and Interim Rework, of Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990; Revision 2, dated January 31, 1991; or Revision 3, dated May 23, 1991: Within 24 months after the effective date of this AD, replace all inboard and outboard leading edge slat offset gearboxes with modified offset gearboxes in accordance with the Accomplishment Instructions, Part VII, of Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA,Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\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\t(e)\tThe modification and inspection requirements shall be done in accordance with Boeing Alert Service Bulletin 767-27A0095, Revision 3, dated May 23, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington,D.C. \n\n\tThis amendment (39-8057, AD 91-21-10) becomes effective on November 29, 1991.
2010-10-17: We are adopting a new airworthiness directive (AD) to supersede Airworthiness Directive (AD) 2006-17-01, AD 2006-15-07, AD 2000-02-25, and AD 97-25-02, which applies to certain Mitsubishi Heavy Industries, Ltd. (MHI) various Models MU-2B airplanes. An FAA MU-2B safety evaluation resulted in the standardization of the MU-2B specific training and the FAA-accepted pilot operating checklists through a special Federal aviation regulation (SFAR). MHI revised the airplane flight manuals (AFMs) to align them with the information in that training and the checklists. In addition, incorporating all AFM revisions up to and including this latest AFM revision will incorporate all AFM compliance actions required by the four above-mentioned ADs. This AD would retain from AD 2006-17-01 the inspection of the engine torque indication system and possible recalibration of the torque pressure transducers and would require incorporating all revisions up to and including the latest revisions of the AFM. We are issuing this AD to correct inconsistencies in critical operating procedures between the MU-2B specific training, the FAA-accepted pilot operating checklists, and the AFMs, which, if not corrected, could result in the pilot inadvertently taking inappropriate actions in critical operating conditions.
2010-23-17: 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: This Airworthiness Directive (AD) results from reports of cracks in the engine crankcase. Austro Control GmbH (ACG) addressed the problem by issuing AD No 107R3 which was superseded by ACG AD A- 2004-01. The present AD supersedes the ACG AD A-2004-01. On one hand, introduction by Rotax of an optimized crankcase assembly has permitted to reduce applicability of the new AD, when based on engines' serial numbers (s/n). On the other hand, applicability is extended for some engines that may have been fitted with certain crankcase s/n, supplied as spare parts. In addition, accomplishment instructions given through the relevant Service Bulletins (SB) havebeen detailed to better locate engine's areas that are to be scrutinised. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-02-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Franklin Model 6A4-150-B3 and 6A4-165-B3 reciprocating engines, installed on the following U.S. registered aircraft: N6209M, N74231, and N752C. This action supersedes priority letter AD 94-14-11 that currently requires engines certified to operate on 91 octane or higher avgas to undergo a teardown and analytical inspection for detonation damage, and engines certified to operate on 80 octane avgas to undergo inspection for evidence of possible internal engine damage. This action revises incorrect engine model numbers listed in the priority letter AD. This amendment is prompted by updated information that has identified the correct engine model numbers. The actions specified by this AD are intended to prevent detonation due to low octane, which can result in severe engine damage and subsequent failure.
2010-06-02: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model G58 airplanes. This AD requires inspecting the installation of stand-off hardware between the heater fuel line and the heater over-temperature sensor wires and also brake reservoir tubing and the heater fuel pump wiring for minimum clearance and installing acceptable stand-off hardware if stand-off hardware is missing or inadequate. This AD results from reports received of a power wire shorting out on the brake reservoir tube. We are issuing this AD to detect and correct inadequate clearance of the brake reservoir tubing and the heater fuel pump wiring, which could result in chafing and shorting out of the electrical wiring and chafing of the tubing carrying flammable fluids. This condition could lead to a fire in the nose wheel well.
78-11-07: 78-11-07 BOEING: Amendment 39-3228 as amended by Amendment 39-3268. Applies to Boeing Model 727 series airplanes, certificated in all categories, with horizontal stabilizer jackscrew gimbal support fittings, P/Ns 65-17435-3 and -4. Compliance required as indicated. To detect cracks in the horizontal stabilizer jackscrew gimbal support fittings, accomplish the following: \n\n\tA.\tWithin the next 750 flight hours time-in-service after the effective date of this AD or prior to November 15, 1978, whichever occurs first, unless accomplished within the last 750 flight hours time-in-service or since January 15, 1978, inspect the horizontal stabilizer jackscrew gimbal support fittings for cracking in accordance with paragraph B of this AD. Reinspect per paragraph C of this AD. \n\tB.\t1. Inspect the two (2) lugs of the horizontal stabilizer jackscrew gimbal support fittings, P/N 65-17435-3(LH) and -4(RH), (4 lugs total), which attach to the jackscrew support arms, in accordance with one ofthe following: \n\t\t\ta.\tEddy current inspection, with the jackscrew support arms removed, as specified in Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or \n\t\t\tb.\tLow frequency eddy current inspection, with the jackscrew support arms installed, as specified in Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or \n\t\t\tc.\tA procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t2.\tVisually inspect the remaining exposed portions of the fittings not applicable to paragraph B.1 above. \n\tC.\tRepeat the inspections per paragraph B of this AD at intervals of either 1 or 2 below, as applicable: \n\t\t1.\t1,500 flight hours time-in-service or nine (9) months from the last inspection whichever occurs first, or \n\t\t2.\t3,000 flight hours time-in-service or eighteen (18) months from the last inspection, whichever occurs first, if the fittings have been reworked in accordance with Boeing Alert ServiceBulletin No. 727-55-A73, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tCracked parts are to be replaced or repaired prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-55-A73, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tE.\tTerminating action of this AD consists of replacement of the horizontal stabilizer jackscrew gimbal support fittings (2) with 7075-T73 aluminum alloy material fittings, Boeing P/N 65-17435-5/-6, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tRequests for adjustments of the inspection threshold and intervals in this AD should be made directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such requests should contain substantiating data to justify the increase. \n\tAll persons affected by this directive who have not already received the service bulletin from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3228 became effective July 5, 1978. \n\tThis amendment 39-3268 becomes effective August 16, 1978.
91-24-11 R1: 91-24-11 R1 BOEING: Amendment 39-8175. Docket No. 91-NM-114-AD. Revises AD 91- 24-11, Amendment 39-8097. \n\n\tApplicability: Model 727 series airplanes, line numbers 001 through 875, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the body station (BS) 870 terminal fitting and depressurization of the airplane, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 25,000 total flight cycles or within the next 3,000 flight cycles after the effective date of this AD, whichever occurs later, conduct visual, eddy current, and ultrasonic inspections of the body station (BS) 870 terminal fitting for cracks and web separations, in accordance with Figure 1 of Boeing Service Bulletin 727-53-0194, dated November 8, 1990. During the initial inspection, rework uncracked fastener holes and install oversized fasteners, in accordance with Figure 1 of the service bulletin. Removal of weather caulking material from the fuselage skin butt splice cavity, as shown in Figure 1 of the service bulletin, is not required by this AD. \n\n\t(b)\tIf cracks or separations are found, prior to further flight, repair the BS 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990. After repairs, repeat the inspection requirements of paragraph (a) of this AD as follows: \n\n\t\t(1)\tFor airplanes on which outboard flange cracks are removed by oversizing the fastener holes, repeat the inspections at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t\t(2)\tFor airplanes on which the external doubler is used to repair only outboard flange cracks, repeat the inspections at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t\t(3)\tFor airplanes on which the external doubler is used to repair either web separations, or web separations and outboard flange cracks, repeat the inspections at intervals not toexceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t(c)\tIf no cracks or separations are found, repeat the inspection requirements of paragraph (a) of this AD at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t(d)\tThe partial replacement of the body station (BS) 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990, constitutes terminating action for the inspection requirements of this AD, for the replaced portion of the fitting. Unreplaced portions must continue to be inspected in accordance with this AD. \n\n\t(e)\tThe complete replacement of the body station (BS) 870 terminal fitting in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990, constitutes terminating action for the inspection requirements of this AD. \n\n\t(f)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(g)\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\t(h)\tThe inspection and repair requirements shall be done in accordance with Boeing Service Bulletin 727-53-0194, dated November 8, 1990. This incorporation by reference was previously approved by the Director of the Federal Register as of January 7, 1992 (56 FR 61354), in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(i)\tThis amendment (39-8175), AD 91-24-11 R1, is effective on January 7, 1992.