Results
80-18-11: 80-18-11 FAIRCHILD: Amendment 39-3904. Applies to all Model F27 and FH227 series airplanes certificated in all categories. Compliance required as indicated: To detect cracks in the front spar web, the upper and lower spar caps, skins, stringers and rib caps on the upper and lower surface of the left and right horizontal stabilizer, accomplish the following: (a) For F27A, F27F and F27G airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 250 hours in service, and at intervals not to exceed 300 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with Fairchild Service Bulletin F27-55-6, Revision No. 1, dated March 24, 1980, or an approved equivalent. The 300 hour repetitive inspection may be increased to 1200 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. (b) For F27J and F27M airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 10 hours in service, and at intervals not to exceed 60 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with the above Service Bulletin or an approved equivalent. The 60 hour repetitive inspection may be increased to 150 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. It may be increased to 350 hours in service after incorporation of Fairchild Service Bulletins F27-55-11, dated November 5, 1979, and F27-55-12, dated December 6, 1966, or an approved equivalent. (c) For FH227 type airplanes and for F27A, F27G, F27J, F27F, and F27M airplanes having the FH227 horizontal stabilizer installed, comply with Paragraph (d) within the next 150 hours in service after the effective date of this AD, unless accomplished within the last1050 hours in service, and at intervals not to exceed 1200 hours in service from the last inspection. (d) Inspect the horizontal stabilizer for cracks in accordance with the accomplishment instructions (except Note 1) of Fairchild Service Bulletin FH227-55-13, Revision No. 1, dated March 24, 1980, or an approved equivalent, using X-Ray or dye penetrant in conjunction with a glass of at least 10-power or an approved equivalent. (e) Repair cracked parts or replace them, before further flight, with an unused part of the same part number or an approved equivalent, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (f) Equivalent inspections, repairs or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This AD supersedes AD's 66-27-05 and 66-28-03. This amendment is effective September 4, 1980.
2019-26-10: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report of incorrectly installed flight compartment door edge protection plates on both sides of the upper decompression panel. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a functional check of the flight compartment door decompression latches. The FAA is issuing this AD to address the unsafe condition on these products.
79-14-03: 79-14-03 LOCKHEED CALIFORNIA: Amendment 39-3511. Applies to Lockheed L-1011-385-1 series airplanes certificated in all categories. Compliance required within the next 350 hours time in service, unless already accomplished. To prevent uncontrolled pressure buildup in the hydraulic system return lines and to maintain full flight control capability, accomplish the following: (a) Remove the hydraulic system return filter module inlet shutoff valve assemblies from the hydraulic system return filter modules per Lockheed Service Bulletin 093-29-069, dated June 27, 1979. (b) Equivalent modifications may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to perform the required modifications. This amendment becomes effective July 16, 1978.
2020-01-16: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 series airplanes, Model A330-300 series airplanes, Model A340-200 series airplanes, Model A340-300 series airplanes, Model A340-541 airplanes, and Model A340-642 airplanes. This AD was prompted by the absence of a requirement to remove certain Emergency Procedures in the existing Aircraft Flight Manual (AFM) after accomplishing a certain modification. This AD requires, for airplanes on which a certain modification is done, revising the AFM by removing certain Emergency Procedures in the AFM, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
63-01-01: 63-01-01 GRUMMAN: Amdt. 526 Part 507 Federal Register January 5, 1963. Applies to Model G-164 Aircraft Serial Numbers 101 Through 150 Inclusive. Compliance required within the next 50 hours' time in service after the effective date of the AD. As a result of an investigation of engine mount washers (P/N S-136-1-D), which had failed, installed on Model G-164 aircraft, Serial Numbers 101 through 150 inclusive, it has been established that the engine mount washers presently installed on these aircraft do not conform to the approved Grumman specifications. To preclude the possibility of an engine loss due to these washers, accomplish either (a) or (b): (a) (1) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) furnished by Grumman, that meet the detail drawing P/N S-136-1-D. (2) CAUTION: The replacement washers furnished by Grumman have the same part number as the washers presently installed on the aircraft. (Grumman Service Bulletin No. 21 covers this same subject.) (b) Replace the presently installed engine mount washers, P/N S-136-1-D with washers (16 required) made from 2017T-T4 aluminum alloy, QQ-A-351e or QQ-A-00225/5 anodized per Spec. MIL-A-8625A which have the following geometric dimensions: 0.125-inch + 0.010 thick x 1 3/4-inches + 1/64 outside diameter with a center drilled 25/64-inch + 0.008 or 0.001 diameter hole. This directive effective January 5, 1963.
62-09-04: 62-09-04 PRATT & WHITNEY: Amdt. 424 Part 507 Federal Register April 19, 1962. Applies to All JT3C- 7 and JT3C-12 Turbojet Engines. Compliance required as indicated. Because of fatigue cracking which has occurred in the dovetail attachment of P/N 359403 third stage compressor rotor blades the following is required: (a) For blades previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) as follows: (1) Inspect blades which have accumulated 300 hours or less time in service since the last inspection, prior to the accumulation of 350 hours' time in service and thereafter within each 350 hours' time in service. (2) Inspect blades which have accumulated more than 300 hours' time in service since the last inspection, within the next 50-hours' time in service and thereafter within each 350 hours' time in service. (b) For blades not previously inspected by the procedure described in paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect blades with 700 or more total hours' time in service within the next 50 hours' time in service and every 350 hours' time in service thereafter. (2) Inspect blades with less than 700 total hours' time in service prior to the accumulation of 750 hours' time in service and every 350 hours' time in service thereafter. (c) Incorporate an inspection hole and plug in the compressor case and third stage stator shroud in accordance with Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and its attached sketch to all JT3C-7 and JT3C-12 operators. Using an American Cystoscope Makers, Inc. Model B35A-12 or equivalent viewing instrument inserted through this hole, inspect each third stage blade dovetail attachment for possible cracking in both flanks, rear radius, and rear face. If any crack indications are found, remove the engine prior to further flight and disassemble for confirmation of the indications. Replace any cracked blades. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft (R.G.B.) letter dated February 24, 1962, and attached sketch, to all JT3C-7 and JT3C-12 operators, and P&WA telegraphic message dated February 28, 1962, to all JT3C-7 and JT3C-12 operators, covers the same subject.) This directive effective April 19, 1962.
2020-01-13: The FAA is superseding Airworthiness Directive (AD) 2018-19- 26, which applied to all Dassault Aviation Model MYSTERE-FALCON 200 airplanes. AD 2018-19-26 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. This AD continues to require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
62-10-02: 62-10-02 CURTISS-WRIGHT: Amdt. 427 Part 507 Federal Register April 20, 1962. Applies to all C-46 Series aircraft except the following: Aircraft listed on Aircraft Specification 2A5, C-46R aircraft listed on Aircraft Specification 3A2, Aircraft certificated under STC SA4- 33, Aircraft certificated under STC SA2-422, and any other aircraft meeting all of the fire protection requirements of SR-406C. Compliance required within the next 500 hours of time in service after May 22, 1962. To correct the fire protection deficiencies on the C-46 Series aircraft, the following is required: (a) To prevent fire originating in the engine sections from burning into the wheel well area, accomplish the following or FAA approved equivalent unless already accomplished: (1) Cover the landing gear doors with an 0.015 stainless steel sheet from the forward edge of the doors aft to approximately Station 145 (approximately 55 inches). (2) Cover the fixed portion of the lowerwheel well skin fore and aft between the firewall and the forward edge of the landing gear doors, peripherally between the wheel well door hinge lines, with an 0.015 stainless steel sheet. (3) Cover the sides of the nacelle in the area of the exhaust impingement with an 0.015 stainless steel rectangular sheet approximately 20 inches by 40 inches with the lower, long side boundary along the landing gear door hinge line and the forward, short side even with the forward edge of the existing nacelle skin at the firewall. Attach all of the above steel sheets with monel or steel fasteners. (b) In order to generally improve the powerplant fire protection in C-46 Series aircraft, accomplish the following or FAA approved equivalent unless already accomplished. (1) SHUT-OFF VALVES. Install fluid shut-off valves which may be opened and closed in flight aft of the firewall in all fuel, oil, and hydraulic lines. USAF Technical Order 01-25LA-190 covers this same subject. Ifpropeller or carburetor anti-icing systems are employed and use alcohol or other flammable fluids as the anti-icing medium, the systems described in USAF T.O. AN 01-25LA-2, pages 458-464, are satisfactory except that shut-off valves or a selector valve which can be opened and closed in flight must be provided aft of the firewall to shut off the flow to either engine. The system shall be such as to shut off the pump automatically, or otherwise guard against hazardous pressures, when the flow to both nacelles is stopped. (No shut-off valve will be required for the feathering pump oil lines - see (b)(3)). (2) ENGINE FIREWALLS. Engine firewalls must be rendered fireproof by adequately sealing all openings such as the filtered air duct opening, the oil cooler control rod and filtered air control rod openings, other power plant control openings, holes through the firewall for electric conduits, and any other firewall openings. All attachments through the firewall utilized in renderingthe firewall fireproof shall be monel or steel attachments. (3) PROPELLER FEATHERING PUMP INSTALLATION. The portion of the propeller feathering oil line forward of the firewall between the firewall and the pump shall be of steel or other fireproof material. The line between the pump and governor shall be of fire resistant material with coupled hose assemblies, meeting the requirements of TSO-C42, used in any flexible connections. Electrical conduit for the pump motor and other electrical components forward of the firewall which are essential for propeller feathering shall be fire resistant or protected in a manner to render them fire resistant. Wire conforming to MIL-C-25038 is considered fire resistant. The feathering pump can be considered an adequate means of shutting off the flow of oil in the feathering line. (4) FIRE DETECTORS. The Fenwal continuous type fire detectors (non-repeatable, fusible-alloy, obsoleted in 1950), which were originally provided, must be removed and replaced with unit or continuous type fire detectors conforming with FAA Technical Standard Order, TSO-C11 or FAA approved equivalent. Such detectors shall also meet the requirements specified in subparagraphs (i) through (vi). If unit type detectors are used, they shall be spaced as specified in subparagraphs (i) and (ii) and continuous type detectors, if used, shall be so installed as to provide the same coverage. (i) Engine nacelles: Fire detectors, spaced not over 7 inches apart, shall be installed on the lower half of the forward side of the firewall at its outer periphery, and along the horizontal diameter. Also, fire detectors shall be located so as to be in the air egress pattern for any other openings in the engine or accessory cowling. (ii) Engine mount ring and oil cooler supports: Additional fire detectors, spaced not over 18 inches apart, shall be provided for the upper two-thirds of the engine mount ring. Also, a fire detector shall be installedon each oil cooler support approximately 2 or 3 inches above the oil cooler. (iii) Warning light covers: Fire-warning-light covers or shutters, which are capable of dimming or shutting off the light entirely, must be removed. (iv) Means shall be provided to permit the crew to check in flight the functioning of the electric circuit associated with the fire detection and fire warning systems. (v) Wiring and other components of the fire detection system which are located in the engine and accessory sections shall be of fire resistant construction. (See (b)(2) for firewall attachments.) (vi) Aural fire warning means, along with fire warning lights, shall be installed to indicate the presence of fire in either engine nacelle. (5) ENGINE COMPARTMENT LINES. The following lines carrying inflammable fluids or vapors in the engine compartment shall be fire resistant, and items (a) through (g), inclusive, shall also have fireproof firewall fittings. Flexible connections in lines attached to the engine or subject to relative motion or pressure shall employ fire resistant coupled hose assemblies: (a) carburetors bled back lines, (b) cabin heater fuel lines, (c) oil dilution lines, (d) fuel pressure transmitter lines, (e) oil pressure transmitter lines, (f) manifold pressure lines, (g) all other hydraulic oil lines, (h) all engine fuel lines, (i) engine primer lines, (j) engine breather lines, (k) engine supercharger drain lines, (l) oil separator return lines, (m) vacuum system pressure lines, (n) all main oil lines, (o) engine oil cooler lines, (p) hydraulic pump drain lines, (q) exhaust collector drain lines, (r) oil tank vent lines, (s) fuel pump drain lines. Flexible hose assemblies for those lines noted above shall conform to TSO-C53 Type "C". Metal tubing, hose, and clamp type plumbing utilized in those lines noted above shall consist of steel tubing and fire resistant hose. Aeroquip 624 fire sleeve, or equivalent, may be utilized to render nonfire resistant hose (for the hose, steel tube, and clamp type plumbing) fire resistant. Aluminum firewall fittings, sizes 1-inch and larger, will be acceptable as fireproof fittings. (6) AIRPLANE FLIGHT MANUAL. Appropriate changes to the airplane flight manual shall be prepared to cover emergency procedures associated with the above changes. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the compliance times specified in this AD if the request contains substantiating data to justify the increase for such operator. This directive effective May 22, 1962. Revised June 30, 1962. Revised August 7, 1962.
63-21-01: 63-21-01 GENERAL DYNAMICS: Amdt. 623 Part 507 Federal Register September 26, 1963. Applies to All Model 30 Aircraft. Compliance required within 500 hours' time in service after the effective date of this AD, unless already accomplished. To prevent a ground fault in the landing gear ground safety switch which causes the loss of braking without a warning indication, modify the aircraft landing gear anti-skid wiring system as follows in accordance with Convair Service Bulletin No. 32-37A revised February 26, 1963, or an FAA Western Region Engineering approved equivalent: (a) Add a test switch, relay socket, relay and harnesses; (b) replace the antiskid and light plastic panel, circuit board and plate; and (c) reroute the wiring. (Convair Service Bulletin No. 32-37A pertains to this same modification.) This directive effective October 28, 1963.
2019-22-07: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that during Automatic Flight Control System (AFCS) ALTS CAP or (V) ALTS CAP mode, the flight guidance/autopilot does not account for engine failure while capturing an altitude. This AD requires revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the AFCS. The FAA is issuing this AD to address the unsafe condition on these products.
61-22-02: 61-22-02 CANADAIR: Amdt. 355 Part 507 Federal Register November 1, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. Failures have occurred on the main landing gear rotation lever P/N 4487528 on Model CL-44D4 aircraft. Failure of the lever can cause the landing gear to remain in "up" position when the lever is operated to lower the gear. The following must be accomplished pending the development and installation of a Canadian Department of Transport and FAA approved modification of the affected parts after which no further inspection will be required: (a) Within the next 45 hours' time in service unless already accomplished within the past 180 hours' time in service and at intervals not exceeding 225 hours' time in service thereafter conduct the dye penetrant inspection specified in Canadair Service Information Circular No. 27- CL-44D4 or FAA approved equivalent. Cracked levers must be replaced prior to further flight except for a ferry flightin accordance with the provisions of CAR 1.76. (b) Subsequent to the effective date of this AD, at intermediate intervals between dye penetrant inspections not exceeding each 45 hours' time in service, conduct a visual inspection of the affected part. Cracked levers must be replaced prior to further flight except for a ferry flight in accordance with the provisions of CAR 1.76. (c) Upon request of the operator an FAA maintenance inspector subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective November 1, 1961.
62-11-03: 62-11-03 GRAVINER: Amdt. 429 Part 507 Federal Register April 21, 1962. Applies to Aircraft Equipped With Automatic Fire Extinguisher Cartridge Mark 2, A-716, A-717, A-718, A-719 and Fenwal P/N 690202-3, A-716, A-717, A-718, A-719. (The Fenwal Installations Noted Are Graviner Systems. Some Mark 2 Cartridges Modified to Mark 3 Have "-3" Added to The Number on The Flat Plate, i.e., A-716-3, Etc. This AD Does Not Apply to Mark 3 Cartridges.) Compliance required as indicated. As a result of instances of the igniter wire in extinguisher cartridges becoming corroded in service, the following shall be accomplished: (a) Within the next 275 hours' time in service or the next 60 days, whichever occurs first after effective date of this AD, unless already accomplished within the past 275 hours' time in service or the past 60 days conduct a continuity inspection of the cartridge circuits using a safety ohmmeter which restricts the current used to 13 milliamperes. A resistance reading of between 5 and 6 ohms indicates a serviceable fuse wire. A resistance reading not between 5 and 6 ohms indicates a defective fuse wire. Repetitive inspection of all cartridge circuits shall be accomplished within each succeeding 550 hours' time in service or 120 days, whichever occurs first after the last inspection. (b) Replace defective Mark 2 cartridges with either serviceable Mark 2 cartridges or with Mark 3 cartridges which have an improved fuse wire. If Mark 2 cartridges are installed the repetitive inspection specified in (a) shall be continued. If Mark 3 cartridges are installed the repetitive inspections specified in (a) may be discontinued. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, International Division, may adjust the repetitive inspection intervals specified in this AD to permit compliance of an established inspection period of the operator if the requestcontains substantiating data to justify the increase for such operator. (Graviner Technical Notice No. 2 covers this subject.) This supersedes AD 61-02-01. This directive effective May 22, 1962.
2019-25-13: The FAA is adopting a new airworthiness directive (AD) for all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines with a certain low-pressure compressor (LPC) 1st-stage fan blade installed. This AD requires an ultrasonic inspection of the affected LPC 1st-stage fan blades and replacement of any affected fan blades that fail the inspection. This AD was prompted by a report of an in-flight shutdown (IFSD) of an engine due to the fracture of multiple fan blades. The FAA is issuing this AD to address the unsafe condition on these products.
80-14-07: 80-14-07 AVCO LYCOMING: Amendment 39-3826. Applies to O-320-H series engines, S/Ns L-101-76 thru L-7608-76, O-360-E series engines, S/Ns L-101-77 thru L-455-77; LO-360-E series engines, S/Ns L-101-72 thru L-451-72 and all remanufactured engines of these models shipped prior to November 16, 1979. Compliance required as indicated, unless already accomplished. To prevent failure of valves due to installation of improperly hardened upper exhaust valve spring seats, accomplish the following: Within the next 25 hours in service after the effective date of this AD remove the valve rocker box covers and visually inspect all upper exhaust valve spring seats for part number identification. (a) If all four upper exhaust valve spring seats are identified as Part Number LW-16475 followed by the letters "KLI", in a curved pattern as shown in Lycoming Service Bulletin No. 447, the engine may be returned to service. (b) If any of the upper exhaust valve spring seats are identified asPart Number LW-16475 without the letters "KLI", they must be removed and replaced with seats marked as described in paragraph (a) above. Installation of these valve spring seats shall be accomplished per instructions in AVCO Lycoming S/B No. 435 or Lycoming Overhaul Manual P/N 60294-9 or an approved alternate. Compliance with paragraph (a) of AD 80-04-03 or AVCO Lycoming S/B 447 dated January 11, 1980, will constitute compliance with the requirements of this AD. Equivalent methods of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance time specified in this AD. This amendment is effective July 7, 1980.
80-02-11: 80-02-11 DeHAVILLAND: Amendment 39-3672. Applies to DHC-7 airplanes, S/N 1 through 13 inclusive, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible landing gear support structure failure due to looseness of the main landing gear frame attachment bolts, accomplish the following: 1. Within the next 25 hours in service after the effective date of this AD, unless previously accomplished within the last 295 hours in service, inspect the main landing gear frame bolts, P/N MS21250H10042, for evidence of improper torque. 2. If evidence of improper torque is found at any bolt location, a. cut an access hole at all four bolt locations as detailed in DeHavilland Service Bulletin No. 7-54-4, ACCOMPLISHMENT INSTRUCTIONS, Page 2, paragraphs 1 and 2. Retorque all bolts to 1400-1650 inch-pounds and cover the access holes with snap hole plug P/N CSP80-20 or equivalent. Mark the end of the bolt, nut and adjacent structure with a red line. Visually inspect the red marking at each location for signs of movement at intervals not to exceed 320 hours in service from last inspection until the modification in paragraph 2.b. is accomplished, or b. incorporate DeHavilland modification (Ref. S/B 7-54-4). 3. For bolts that are found to be properly torqued, mark and inspect bolts as above in paragraph 2.a. until the modification is accomplished. 4. Incorporate DeHavilland modification in accordance with S/B No. 7-54-4, ACCOMPLISHMENT INSTRUCTIONS, or equivalent, within 1900 hours in service from the initial inspection in paragraph 1. 5. Equivalent parts and modification must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective January 24, 1980.
2019-25-17: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER (Model 737 NG) series airplanes (although the scope of the AD requirements is limited to operation at specific runways in the U.S., Colombia, and Guyana). This AD requires revising the airplane flight manual (AFM) to prohibit selection of certain runways for airplanes equipped with certain software. This AD was prompted by reports of display electronic unit (DEU) software errors on airplanes with a selected instrument approach to a specific runway. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-13: 80-08-13 DeHAVILLAND: Amendment 39-3747. Applies to DHC-7 model airplanes, Serial Numbers 1 thru 18, certificated in all categories. To prevent possible failure of the main landing gear due to cracking in the upper drag strut, accomplish the following: 1. Prior to next flight, and daily thereafter, visually inspect the lower lug end of the upper drag strut sub=assembly on the main landing gear for cracks, in accordance with ACCOMPLISHMENT INSTRUCTIONS in DeHavilland Alert Service Bulletin A7-32-18, paragraphs 1. and 2., dated February 6, 1980, or equivalent. 2. At intervals of 40 hours in service or 50 landings, whichever occurs first, after the effective date of this AD, with gear partially retracted, inspect lugs for cracks in accordance with paragraph 3. of the above DeHavilland service bulletin ACCOMPLISHMENT INSTRUCTIONS or equivalent. 3. If cracks are found, the upper drag strut assembly must be replaced before further flight by parts with the same part numbers or equivalent, inspected and found serviceable in accordance with the above DeHavilland service bulletin or equivalent. 4. Within 200 hours in service or 250 landings, whichever occurs first, after the effective date of this AD, inspect the upper drag strut lower lug ends by Eddy Current methods in accordance with paragraph 4. of the ACCOMPLISHMENT INSTRUCTIONS in the above DeHavilland service bulletin or equivalent. 5. When inspection in paragraph 4. is accomplished the inspections in paragraphs 1. and 2. are no longer required. 6. Report positive findings, including crack length, from any inspection, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) 7. Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 8. Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective April 16, 1980.
2019-23-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by reports of cracks initiating in the fuselage frame web at body station (STA) 1640. This AD requires, depending on configuration, a general visual inspection for any previous repair, such as any reinforcing repair or local frame replacement repair, repetitive open hole high frequency eddy current (HFEC) inspections for any crack of the fuselage frame web fastener holes, on the left and right side of the airplane, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
79-02-04: 79-02-04 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3396. Applies to Model A109 and A109A helicopters, serial numbers 7109 and below, certificated in all categories, incorporating tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1. Compliance is required as indicated, unless already accomplished. To prevent a possible tail rotor failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, and thereafter following the last flight of each day in which the helicopter is operated, inspect the tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1, for cracks in accordance with Part I of the "Accomplishment" paragraph of Agusta Bollettino Tecnico No. 109-2, dated April 14, 1976, including Rev. A dated May 11, 1976, or an FAA-approved equivalent (hereinafter referred to as Service Bulletin). (b) If a crack is found during an inspection required by this AD, before further flight, except as provided in paragraph (d) of this AD, replace the affected bracket with - (1) A serviceable bracket of the same part number, and continue to inspect in accordance with paragraph (a) of this AD after the last flight of each day in which the helicopter is operated; or, (2) A new support bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. (c) Within the next 100 hours time in service after the effective date of this AD, replace the support bracket, P/N 109-0370-02-1 with a new bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. The repetitive inspections required by paragraphs (a) and (b)(1) of this AD may be discontinued upon installation of a support bracket, P/N 109-0370-12-1, in accordance with this AD. (d) Helicopters may be flown in accordance with FAR's 21.197 and 21.199 to a base where the required work canbe performed. This amendment becomes effective February 19, 1979.
80-03-04: 80-03-04 MCDONNELL DOUGLAS: Amendment 39-3684. Applies to McDonnell Douglas Model DC-9, Series 10, 20, 30, 40, and 50 airplanes and Military C-9 series airplanes certificated in all categories, not incorporating McDonnell Douglas Service Bulletin 49-25 dated November 10, 1973 or the production equivalent of this service bulletin. \n\n\tTo prevent fire hazard caused by possible accumulation of fuel from APU false-starts collecting on lower aft fuselage inner surface, accomplish the following: \n\n\t(a)\tWithin the next 100 hours' time in service from the effective date of this AD unless already accomplished within the last 150 hours' time in service, and thereafter intervals not to exceed 250 hours' time in service from the last inspection, accomplish the following: \n\n\t\t(1)\tVerify that the area adjacent to and above the fuselage drain hole located after the pressure bulkhead at the 5 o'clock position is clear of debris and an open drain path is evident. Clean if necessary to removedebris; insure that the lower edge of the aft pressure bulkhead insulation blanket does not obstruct the drainhole, and \n\n\t\t(2)\tCheck tail compartment for any spilled fuel and clean before starting APU. \n\n\t(b)\tWithin 100 hours' time in service from the effective date of this AD: \n\n\t\t(1)\tRecord in the aircraft logbook all occurrences of APU false starts. \n\n\t\t(2)\tPrior to restart attempt after false start occurrence, check for open drain hole at 5 o'clock position and check for any fuel spills in the aft compartment and clean before restart attempt. \n\n\t\t(3)\tInstall placard in cockpit and revise AFM to read, "Do not attempt to restart APU after a false start until check of drain and AFT fuselage has been accomplished." \n\n\tThe checks required by paragraph (b)(2) of this AD may be performed by the flight crew. \n\n\tNOTE: A maintenance record entry showing compliance and method of compliance with this AD is required by FAR 91.173 and FAR 121.380. \n\n\t(c)\tWithin one year's timein service from the effective date of this AD, unless already accomplished, incorporate the APU exhaust system modification consisting of a baffle on the exhaust duct assembly which diverts residual fuel away from the expansion joint, per McDonnell Douglas Service Bulletin 49-25, dated November 10, 1973. \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 for the accomplishment of inspections, modifications or repairs required by this AD. \n\n\t(e)\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\tThis amendment becomes effective February 11, 1980.
60-09-02: 60-09-02 FORNEY: Amdt. 137 Part 507 Federal Register April 30, 1960. Applies to Models Erco 415 Series and Aircoupe F-1 Aircraft Serial Numbers 1 Through 5678 Incorporating Electrol Hose Gear With Aluminum Scissors. Compliance required not later than July 1, 1960. Bolts used to attach the forged aluminum scissors to the electrol nose gear were found to be brittle. To preclude failure of these bolts and the danger of the nose wheel turning crosswise during landing, the following shall be accomplished: Replace bolts, P/N 415-34330, with AN 5-26 bolts, AN 960 washers (two per bolt) and AN 310-5 nuts. The tightened nut must not cause binding. (Forney Service Bulletin No. 103 covers this same subject.)
2019-23-10: The FAA is superseding Airworthiness Directive (AD) 2019-21-08 for Textron Aviation Inc. (Textron) Models E33, E33A, E33C, F33, G33, 35-C33, 35-C33A, K35, M35, N35, P35, S35, V35, V35A, 36, and certain Models F33A, F33C, V35B, and A36 airplanes. AD 2019-21-08 required inspecting the right aileron flight control cable end fittings (terminal attachment fittings) and replacing any damaged cable assembly. This AD retains all of the actions of AD 2019-21-08 but removes Models K35, M35, N35, and P35 from the applicability. This AD was prompted by a comment the FAA received that AD 2019-21-08 should not apply to Models K35, M35, N35, and P35 airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
81-06-53 R1: 81-06-53 R1 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4124 as amended by Amendment 39-4303. Applies to S-62 series helicopters, certificated in all categories, equipped with P/N S6235-20213 (Goodyear 9430301) or P/N S62350-22013-101 (Goodyear 4000277) rotor brakes discs. Compliance required as indicated, unless previously accomplished. A. To prevent operation with cracked rotor brake discs, accomplish the following: (1) Prior to the next flight and prior to the first flight of each day thereafter, visually inspect the P/N S6235-20213 (Goodyear 9430301) rotor brake disc for cracks in accordance with Paragraph E(1) of Sikorsky Alert Service Bulletin 62B35-12. (2) Within the next 10 flight hours, and every 120 flight hours thereafter, do a detailed inspection of the P/N S6235-20213 (Goodyear 9430301) rotor brake disc installation and a dye penetrant inspection of the P/N S6235-20213 (Goodyear 9430301) rotor brake disc for possible cracks, in accordance with Paragraph E(2) of Sikorsky Alert Service Bulletin 62B35-12. (3) Not later than July 31, 1982, replace P/N S6235-20213 (Goodyear 9430301) rotor brake disc with P/N 62350-22013-101 (Goodyear 4000277) rotor brake disc in accordance with Paragraph 2 of Sikorsky Service Bulletin 62B35-13. (4) Upon completion of the requirements of Paragraph A(3), the inspections required by Paragraph A(1) may be discontinued. (5) Prior to the accumulation of 120 flight hours since new or the last inspection, or within the next 10 flight hours, whichever occurs later, do a detailed inspection of the P/N 62350-22013-101 (Goodyear 4000277) rotor brake disc installation and a dye penetrant inspection of the rotor brake disc for possible cracks, in accordance with Paragraph E(2) of Sikorsky Alert Service Bulletin 62B35-12, except that the minimum thickness for the new disc is .449 inches and the attachment bolt torque is changed per Figures 1 and 2 of Sikorsky Service Bulletin 62B35-13. Thereafter,inspect at intervals not to exceed 120 flight hours. (6) If crack indications exist, replace the disc in accordance with the applicable Sikorsky S-62 Maintenance Manual, and resume inspections as required in Paragraph A(5) above. B. To prevent grounding of helicopters due to nonavailability of serviceable rotor brake discs, the rotor brake system may be temporarily deactivated as follows: (1) Remove rotor brake cylinder (with bracket) and disc from main gearbox per applicable Sikorsky S-62 Maintenance Manual. Cap and clamp lines. (2) Placard cockpit to indicate that rotor brake system is not operational. (3) Rotor brake systems may be reactivated, as soon as serviceable discs are available, by reinstalling cylinder, bracket, and disc in accordance with the applicable Sikorsky S- 62 Maintenance Manual. Remove placard from cockpit, and resume inspections as required by Paragraph A(1), A(2) and A(S), above, as applicable. C. Report within 24 hours anydiscrepancies found to the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. D. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. NOTE: Sikorsky Alert Service Bulletin No. 62B35-12, dated March 12, 1981, applies to this AD. The manufacturer's Alert Service Bulletin and Maintenance Manual identified and described in this directive are incorporated herein and made a part thereof 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 Manager, Technical Services, Commercial Customer Service, Sikorsky Aircraft Division, North Main Street, Stratford, Connecticut 06602. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. Amendment 39-4124 became effective upon publication in the Federal Register except for recipients of the Emergency AD, dated March 16, 1981, for whom it became effective upon receipt. This amendment 39-4303 becomes effective February 18, 1982.
80-07-09: 80-07-09 LEARJET: Amendment 39-3724. Applies to the following models or series and serial number airplanes certificated in all categories: NOTE: A "series" includes all models in a number series, i.e., 25 series includes Models 25, 25A, 25B, 25C, etc. MODEL OR SERIES SERIAL NUMBERS 23 (Model) 23-003 through 23-099 24 (Series) 24-100 through 24-357 25 (Series) 25-003 through 25-291 28 (Model) 28-001 through 28-005 29 (Model) 29-001 and 29-002 35 (Series) 35-001 through 35-274 and 35-278 36 (Series) 36-001 through 36-044 COMPLIANCE: Required as indicated unless already accomplished. To assure that the cabin main entrance upper door will open, in the event of an emergency, accomplish the following: A) Within the next 150 hours time-in-service after the effective date of this Airworthiness Directive (AD), modify the cabin main entrance upper door by, (1) Drilling access holes, installing new mechanism pivot bolts drilled for safety wire and drilling safety wire holes in surrounding structure, as applicable, and (2) safety wiring the bolts, all in accordance with instructions in Gates Learjet Corporation Airplane Modification Kit Number AMK79-9. B) Issuance of a special flight permit in accordance with FAR 21.197 is permitted for the purpose of moving affected airplanes to a location where the modification required by this AD can be accomplished. C) Any equivalent means of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4219. This amendment becomes effective May 1, 1980.
2019-21-13: The FAA is superseding Airworthiness Directive (AD) 2012-22- 18, which applied to all Airbus SAS Model A330-243, -243F, -341, -342, and -343 airplanes. AD 2012-22-18 required repetitive inspections of the three inner acoustic panels of both engine air inlet (intake) cowls to detect disbonding, and corrective actions, if necessary. This AD continues to require all actions required by AD 2012-22-18, with a reduced initial compliance time and reduced repetitive inspection intervals. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by additional reports of engine air inlet cowl collapse. The FAA is issuing this AD to address the unsafe condition on these products.