Results
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.
85-14-10 R2: 85-14-10 R2 HARTZELL PROPELLER PRODUCTS DIVISION: Amendment 39-5098, as amended by 39-5334, is further amended by Amendment 39-5414. Applies to all Hartzell Model ( )HC- ( )( )(X,V) series propellers with Hartzell Part Number C-3-( ) blade clamp assemblies. Compliance required within the next 60 days after the effective date of Amendment 39- 5414, unless already accomplished. To prevent propeller blade clamp failure, accomplish the following: (a) Replace all propeller blade clamp assemblies which have serial numbers ranging from 0 through D5293 with airworthy clamp assemblies, or inspect as follows: (1) Visually inspect the internal, inboard radius area of the clamp, especially next to the clamp bolt hole, for corrosion. Remove from service all clamps showing signs of corrosion (rework is not permitted) and replace with airworthy clamp assemblies. (2) Magnetic particle inspect all internal and external surfaces of the clamp for evidence of cracks in accordance with Hartzell Specification No. H-S-7 dated August 4, 1981, or FAA approved equivalent. Replace all cracked clamps with airworthy clamp assemblies. (3) Penetrant inspect all external surfaces of the blade clamp assemblies within 100 hours since inspection in Paragraphs (a)(1) and (2) above and at intervals not to exceed 100 hours since last inspection. Replace all clamps showing signs of cracks with airworthy clamp assemblies. (b) Replace all propeller blade clamp assemblies which have mismatching serial numbers on each clamp half or which have unreadable serial numbers with airworthy clamp assemblies. (c) Accomplish the following on all blade clamp assemblies which have serial numbers ranging from D5294 through K6336 in accordance with Hartzell Service Instruction No. 159B dated May 23, 1986, or FAA approved equivalent: (1) Using a 10x power magnifying glass, visually inspect the inner bearing race radius, especially next to the inner clamp bolt hole, fordefects in the form of corrosion, tool marks, gouges, scratches, etc. (2) Remove all evidence of defects in the clamp inner bearing race radius. Replace all reworked clamps that exceed the rework limitations defined in the Service Instruction with airworthy clamp assemblies or return to Hartzell for further evaluation. (3) Magnetic particle inspect the clamp for evidence of cracks. Replace all cracked clamps with airworthy clamp assemblies. (4) Replate all reworked clamps. NOTE: Compliance with Amendment 39-5098 constitutes compliance with this AD. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. Hartzell Service Instruction No. 159B dated May 23, 1986, and Hartzell Specification No. H-S-7 dated August 4, 1981, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Hartzell Propeller Products Division, TRW Aircraft Components Group, 350 Washington Avenue, Piqua, Ohio 45356. These documents also may be examined at the Office of Regional Counsel, FAA, Attn: Rules Docket No. 84-ANE-24, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment amends Amendment 39-5098, (50 FR 30417), AD 85-14-10, as amended by Amendment 39-5334, (51 FR 23732), AD 85-14-10 R1. This amendment, 39-5414, becomes effective on September 25, 1986.
95-22-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes. This action requires repetitive inspections to detect fatigue cracking of the shock strut cylinder of the main landing gear (MLG), and replacement of any cracked shock strut cylinder with a serviceable part. This action also provides for installation of brake line hydraulic restrictors on the MLG brake systems, which, if accomplished, terminates the repetitive inspection requirement. This amendment is prompted by a report indicating that fatigue cracking and subsequent fracturing of the shock strut cylinder of the MLG occurred due to high stress loads on the cylinder as a result of braking induced vibration. The actions specified in this AD are intended to prevent such fracturing, which could result in collapse of the MLG and consequent reduced controllability of the airplane during landing.
85-10-04: 85-10-04 AEROSPATIALE (SUD NORD): Amendment 39-5066. Applies to Nord 262A series airplanes, certificated in all categories and equipped with MARTIN type engine fire extinguishing system. Compliance required within 300 hours time in service or 6 months, whichever occurs first, after the effective date of this AD. To prevent failure of the MARTIN type engine fire extinguishing system, accomplish the following, unless previously accomplished: A. Replace non-return valves, MARTIN type 12-09-21950 or ABG SEMCA Ref. 821950, in accordance with Aerospatiale N262 Fregate Service Bulletin No. 26-12, dated November 5, 1984. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 24, 1985.
2006-10-18: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace LP Model Galaxy and Model Gulfstream 200 airplanes. This AD requires revising the Limitations section of the airplane flight manual (AFM) by incorporating revised takeoff performance tables. This AD results from a correction of the power setting logic and table limits in the performance model by the engine manufacturer. We are issuing this AD to ensure that the flightcrew is provided with correct information to ensure a safe takeoff at certain altitudes; inadequate takeoff performance tables used in such conditions could result in reduced control of the airplane during takeoff.
98-25-06: 98-25-06 BOEING: Amendment 39-10931. Docket 98-NM-291-AD.\n\n\tApplicability: The following airplane models, certificated in any category:\n\n\t--\tModel 737-200 and -200C series airplanes, line numbers 6 through 873 inclusive;\n\n\t--\tModel 737-200, -200C, -300, and -400 series airplanes; line numbers 874 through 1642 inclusive; equipped with an aft cargo door having Boeing part number (P/N) 65-47952-1 or P/N 65-47952-524; except:\n\n\t1.\tThose airplanes on which that door has been modified in accordance with Boeing Service Bulletin 737-52-1079; or,\n\n\t2.\tThose airplanes on which the door assembly having P/N 65-47952-524 includes four straps (P/N's 65-47952-139, 65-47952-140, 65-47952-141, and 65-47952-142) and a thicker lower cross beam web (P/N 65-47952-157).\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD.For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent fatigue cracking of the corners of the door frame and the cross beams of the aft cargo door, which could result in rapid depressurization of the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days or 700 flight cycles after the effective date of this AD, whichever occurs later, perform an internal detailed visual inspection to detect cracking of the corners of the door frame and the cross beams of the aft cargo door, in accordance with Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996.\n\n\t\t(1)\tIf no cracking is detected, accomplish the requirements of either paragraph (a)(1)(i) or (a)(1)(ii) of this AD.\n\n\t\t\t(i)\tRepeat the internal visual inspection thereafter at intervals not to exceed 4,500 flight cycles. Or,\n\n\t\t\t(ii)\tPrior to further flight, modify the corners of the door frame and the cross beams of the aft cargo door in accordance with the service bulletin. Accomplishment of such modification constitutes terminating action for the repetitive inspection requirements of this AD.\n\n\t\t(2)\tIf any cracking is detected in the upper or lower cross beams, prior to further flight, modify the cracked beam in accordance with paragraph III.C. of Part I of the Accomplishment Instructions of the service bulletin. Accomplishment of such modification constitutes terminating action for the repetitive inspection requirements of this AD for the repaired beam.\n\n\t\t(3)\tIf any cracking is detected in the forward or aft upper door frame, prior to further flight, repair the frame and modify the corners of the door frame of the aft cargo door, in accordance with paragraph III.E. of Part I of the Accomplishment Instructions of the service bulletin, except as provided by paragraph (b) of this AD. Accomplishment of such modification constitutes terminating action for the repetitive inspection requirements of this AD for the upper door frame.\n\n\tNOTE 2: Cracks of the forward or aft upper door frame, regardless of length, must be repaired prior to further flight in accordance with paragraph III.E. of Part I of the Accomplishment Instructions of the service bulletin.\n\n\t\t(4)\tIf any cracking is detected in the forward or aft lower door frame, prior to further flight, replace the damaged frame with a new frame, and modify the corners of the door frame of the aft cargo door, in accordance with paragraph III.F. of Part I of the Accomplishment Instructions of the service bulletin. Accomplishment of such modification constitutes terminating action for the repetitive inspection requirements of this AD for the lower door frame.\n\n\t(b)\tWhere Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996, specifies that certain repairs are to be accomplished in accordance with instructions received from Boeing, this AD requires that, prior to further flight, such repairs be accomplished in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\t(c)\tModification of the corners of the door frame and the cross beams of the aft cargo door in accordance with Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996, or in accordance with the requirements of AD 90-06-02, amendment 39-6489, constitutes terminating action for the repetitive inspection requirements of this AD.\n\n\tNOTE 3: Modification of the corners of the door frame and the cross beams of the aft cargo door accomplished prior to the effective date of this AD in accordance with Boeing Service Bulletin 737-52-1079, dated December 16, 1983; Revision 1, dated December 15, 1988; Revision 2, dated July 20, 1989; Revision 3, dated May 17, 1990; or Revision 4, dated February 21, 1991; are considered acceptable for compliance with paragraph (c) of this AD.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle ACO. 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 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(e)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(f)\tExcept as provided by paragraph (b) of this AD, the inspections, repair, replacement, and modification (if accomplished), shall be done in accordance with Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on December 24, 1998.