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83-07-14: 83-07-14 BEECH: Amendment 39-4628. Applies to Models F90 (S/Ns LA-2 through LA-7 and LA-103 through LA-146), 200 (S/Ns BB-2 through BB-525, BB-789 through BB-792, BB- 794 through BB-828 and BB-830 through BB-852), 200C (S/Ns BL-18 through BL-36), 200CT (S/N BN-1), 200T (S/Ns BT-1 through BT-7), B200 (S/Ns BB-793, BB-829, BB-854 through BB-868, and BB-870), and B200C (S/N BL-37) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent decompression and possible injury caused by failure of a one-ply window that may have been installed instead of the required multi-ply window, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: a) Inspect all windows and replace each one-ply window that is found with the required multi-ply window in accordance with the criteria contained in Beechcraft Service Instructions Number 1214. b) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a place where this AD may be accomplished, provided a maximum pressure altitude of 25,000 feet and a maximum differential cabin pressure of 4.6 pounds per square inch is not exceeded. c) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This amendment becomes effective on April 18, 1983.
2019-03-16: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 100, 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a report of a main landing gear (MLG) collapse due to a broken drag stay; an investigation revealed that the drag stay failure was due to fatigue cracks, introduced by incorrect machining of the affected drag stay tube during production. This AD requires an inspection of the drag stay unit to determine the signal indication, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
87-18-05 R1: 87-18-05 R1 BOEING: Amendment 39-5722 as revised by Amendment 39-6242. \n\n\tApplicability: Model 767 series airplanes, equipped with General Electric CF6 engines, listed in Boeing Service Bulletin 767-29-0032 dated January 15, 1987, and airplanes Serial Numbers 22322, 23431, 23432, 23494, 23623, and 23624, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracking of the hydraulic pressure line aluminum support brackets in the engine strut, and possible fuel line penetration, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Service Bulletin 767-29-0032, dated January 15, 1987: Within the next 3,000 hours time-in-service after October 7, 1987 (which is the effective date of Amendment 39-5722), replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line, in accordance with that service bulletin. \n\n\tB.\tFor all other airplanes:Within the next 3,000 hours time-in-service after the effective date of this amendment, replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line in accordance with Boeing Service Bulletin 767-29-0032, Revision 1, dated June 16, 1988. \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 for the accomplishment of 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 Amendment 39-5722, AD 87-18-05, which became effective on October 7, 1987. \n\n\tThis amendment (39-6242, AD 87-18-05 R1) becomes effective on July 24, 1989.
2005-24-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, that requires an inspection of the thrust reverser cascades for correct installation; removing and reinstalling the cascade in the correct location, if necessary; and reworking the thrust reverser cascades to add locating spigots (metal protrusions) to each cascade; as applicable. This action is necessary to prevent asymmetric reverse thrust and consequent loss of control of the airplane during reverse thrust operation. This action is intended to address the identified unsafe condition.
98-21-19: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that currently requires deactivation of certain floormat heaters in the cabin area. In addition, that AD provides for optional terminating action for that deactivation. This amendment removes the optional terminating action of the existing AD and adds airplanes to the applicability of the existing AD. 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 short circuiting between the flight attendant's floormat heater and the floor panel, which could cause overheating of the floormat heater and lead to smoke or fire in the airplane cabin.
50-40-01: 50-40-01 BOEING: Applies to all Model 377 Aircraft. A. Compliance required not later than December 15, 1950, unless already accomplished, and at the periodic inspections nearest a 700-hour interval thereafter if not reinforced as indicated below. Thoroughly inspect the nose gear spindle for circumferential cracks in the area adjacent to the weld between the nose gear spindle shaft, P/N 9-13735, and the spindle bearing, P/N 6- 25978. Since these cracks are extremely fine, a close magnaflux, dye penetrant or equivalent inspection is required. (Etching process is not recommended.) If cracks are found, either of the following steps should be taken: (1) Remove the cracks with 3/8-inch diameter grinding tool such that not more than 0.08 inch of the spindle shaft and not more than 0.10 inch of the weld is removed. (Boeing Service Letter No. 94 covers this subject.) If cracks extend beyond these limits the spindle should be reinforced per item (2) below: (2) Reinforcethe nose gear spindle by machining inside of spindle and inserting a 1/2-inch wall steel tube 25-inches long, P/N 5-39516-3. (Boeing Service Letter No. 138A covers this same subject.) B. (P/N 15-22594) Compliance required as indicated. 1. Thoroughly inspect the nose landing gear terminal P/N 15-22594, for cracks in the trapezoidal cutout as soon as practicable, but not later than November 1, 1952, unless already accomplished, and continuing at periodic intervals not to exceed 800 hours thereafter. This cutout is visible by removing the cover plate on the lower end of the strut and turning the nose gear segment. If cracks are found, the strut may be reworked in accordance with item 2 below, and provided cracks are removed, strut may be returned to service. 2. If not already accomplished, at the next landing gear overhaul, grind the sides of the trapezoidal cutout to a 0.50 inch radius at corners to conform to the sketch shown in Boeing's Service Letter 148A. The inspection of item 1 above must also be continued after rework until service experience shows that further cracking will not occur.
86-06-07: 86-06-07 SHORT BROTHERS, LTD.: Amendment 39-5262. Applies to Short Brothers, Ltd., Model SD3-60 airplanes, serial numbers SH 3601 through SH 3665 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD, unless previously accomplished. 1. To prevent control system interference, install extended and additional guards in accordance with Short Brothers, Ltd., Service Bulletin SD360-27-04, dated March 1985. 2. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. 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. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtaincopies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. 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 becomes effective May 2, 1986.
66-23-02: 66-23-02 SENSENICH: Amdt. 39-289 Part 39 Federal Register September 22, 1966. Applies to All Fixed-Pitch Metal Propeller Models with Water-Soluble Mid-Blade Decals. Compliance required within the next 20 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further mid-blade propeller failures resulting from corrosion pits that initiate fatigue cracks under the water-soluble mid-blade decal, accomplish the following: (a) Soak water-soluble mid-blade decals (Sensenich Propeller Bulletin No. R-12 describes decals) with paint remover and rub off with a rag. (Scraping or sanding of decals may inadvertently obscure evidence of possible corrosion.) (b) Apply dye penetrant to the mid-blade area and inspect for corrosion and cracks with a glass of at least three power. (c) Remove corrosive pits 0.015 inch deep or less by sanding with a 220 grit wet or dry abrasive paper and polishing with a paper of 320 grit or finer.(d) Clean area thoroughly and reinspect in accordance with (b) to insure that the removal of all corrosive pits has been accomplished. Clean and spray repaired area with a clear lacquer. (e) Replace before further flight any propeller having corrosive pits 0.015 inch deep or greater or having cracks with a propeller of the same model number that has been inspected and repaired as necessary in accordance with this AD. (Sensenich Propeller Bulletins Nos. R-11, dated March 1, 1966; R-12 dated August 1, 1966, and R-12A dated February 6, 1967, pertain to this subject.) This supersedes AD 66-11-03. This directive becomes effective October 1, 1966. Revised May 16, 1967.
2007-12-05: 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: From airplanes that have installed the Auxiliary Fuel Tank Optional Design Change (O[Auml]M) No. 42-056, three in-service failures of the auxiliary fuel tank venting system have been reported. These failures have led to the inability to supply the complete auxilliary fuel quantity to the main tanks and the collapse of the auxilliary tank. It is suspected that the vent lines were obstructed either by ice accretion under certain climatic conditions or by blockage of the vent valves because of fuel contaminants. Undetected malfunctions of the venting system and damaged auxiliary fuel tanks may lead to a lower usable fuel quantity, subsequent fuel starvation and/or fuel spillage into the nacelle. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-03-15: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-201, -202, and -203 airplanes, and Model A330- 301, -302, and -303 airplanes. This AD was prompted by reports of damaged drain pipes located above the lower aft pylon fairing (LAPF), caused by a contact between the drain pipe and the two u-shape ribs of the LAPF. This AD requires a special detailed inspection for damage, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
58-01-03: 58-01-03 CONVAIR: Applies to the Following Aircraft Equipped With PR-58E5-17 Carburetors in P&W Double Wasp CB16 and 17 Engines; Model 440 Serial 312 Through 420 and All Model 340 With Model 440 Nacelles. Compliance required by first engine overhaul after March 1, 1958, but not later than October 1, 1958. The PR-58E5-17 carburetor setting originally provided in the aircraft has an undesirable leaning tendency. To overcome this deficiency the PR-58E5-29 carburetor setting has been developed and must be incorporated in the above aircraft. Normal fuel metering in carburetors incorporating the PR-58E5-29 "Transport Setting" may result in powers lower than those employed for aircraft certification. This occurs in the high power range with the control in the Auto-Rich position in cases where the carburetor meters on the rich side of the allowable limits. The amount of power loss will vary with different carburetors. Performance information in the FAA approved Airplane Flight Manual is based upon the maximum certificated power ratings of the engine. To obtain full rated power at manifold pressure limits for maximum continuous power, it is necessary to adjust the fuel mixture by the mixture control (takeoff power is not adversely affected by use of the full rich mixture position). (P&WA Engine Operation Information Letter No. 28 covers this subject in further detail.) In order to insure obtaining the power used in aircraft certification, accomplish the following: 1. For MC power during one-engine out operation use Auto-Lean mixture setting. Insert revised pages in the pertinent Airplane Flight Manuals in accordance with Convair Service Bulletins Nos. 340-144A and 440-58. 2. Modify the PR-58E5-17 carburetor setting to the PR-58E5-29 carburetor setting in accordance with Bendix Aircraft Carburetor Service Bulletin No. 820. 3. The Auto-Lean mixture control position should be plainly marked and identified.
81-06-07: 81-06-07 GULFSTREAM AMERICAN CORPORATION (formerly Grumman American Corporation, Grumman Aerospace Corporation): Amendment 39-4054. Applies to Gulfstream American Model G-1159, serial numbers 1 through 258, and 775, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent improper functioning of the landing gear system, accomplish the following: Within the next 10 hours time in service after the effective date of this AD, inspect the landing gear selector valve to determine valve part number (Ref. Gulfstream II Illustrated Parts Catalog (IPC) Figure 32-23, Item 52). (a) If P/N 1159SCH216-1 or P/N 1159SCH216-5 is installed, no further action is required. (b) If P/N 1159SCH216-3 is installed, accomplish the following: (1) Before further flight, install placard adjacent to the landing gear selector handle. The wording of the placard shall be: "INTERRUPTION OF LANDING GEAR RETRACTION OR EXTENSION PROHIBITED",using letters of 1/8 inch minimum height. Concurrently, FAA Approved Flight Manual Supplement No. GII-81-01, dated February 6, 1981, must be added to the Airplane Flight Manual. The Flight Manual Supplement may be obtained from Gulfstream American Corporation, P.O. Box 2206, Savannah, Georgia 31402. (2) Within 60 landing gear operating cycles (one retraction and one extension) after effective date of this AD, replace P/N 1159SCH216-3 landing gear selector valves with either a P/N 1159SCH216-1 or a P/N 1159SCH216-5 valve. Remove the placard and the Airplane Flight Manual Supplement added in section (1) when either of the replacement valves is installed. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. NOTE: Information concerning replacement selector valves may be obtained from Gulfstream American Corporation Customer Bulletin No. 305, amendment No. 1, January 15, 1981. This amendment is effective March 27, 1981.
2019-03-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 airplanes. This AD was prompted by reports of an overheat failure mode of the hydraulic engine-driven pump (EDP), and a determination that the affected EDP needs to be replaced with an improved EDP. This AD requires replacement of a certain EDP with an improved EDP. We are issuing this AD to address the unsafe condition on these products.
2019-03-21: We are adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW airplanes; and Model ERJ 190-200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by reports of corrosion and chromium layer chipping of the forward and aft pintle pins of the main landing gear (MLG) shock struts. This AD requires repetitive inspections for discrepancies of affected forward and aft pintle pins of the MLG shock struts, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
62-10-04: 62-10-04 PRATT & WHITNEY: Amdt. 432 Part 507 Federal Register April 26, 1962. Applies to All JT4A Series Turbojet Engines. Compliance required within the next 85 hours' time in service after the effective date of this directive and thereafter at periods not to exceed 85 hours' time in service from the last inspection. Inspect third stage turbine rotor blades, P/N 405903, 411803, or 411903, for looseness or rattling in accordance with Pratt & Whitney Aircraft telegraphic message of November 15, 1961. If any blade looseness or rattling is found, remove the engine for blade replacement prior to further flight, except that an operator conducting more frequent periodic inspections than at the 85-hour intervals may delay replacement of loose blades for one additional 15-hour period of time in service provided that time in service since a known no loose blade condition will not exceed 85 hours. 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 telegraphic messages of November 15, 1961, and January 29, 1962, cover the same subject.) This directive effective April 26, 1962. (Revised June 14, 1962, for all persons except those to whom it was made effective immediately by individual telegrams dated May 14, 1962.)
2005-24-09: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems propeller assemblies, models 2D34C53/74E-X; D2A34C58/90AT-X; 3AF32C87/82NC-X; D3AF32C87/82NC-X; D3A32C88/82NC-X; D3A32C90/82NC-X; and 3AF34C92/90LF-X. This AD requires, within 10 flight hours or 10 days after the effective date of this AD, whichever occurs first, removing certain serial number propeller hubs from service. This AD results from a report by the manufacturer that they manufactured and released 40 propeller hubs with improperly machined socket retention threads. We are issuing this AD to prevent cracked propeller hubs, which could cause failure of the propeller hub, blade separation, and loss of control of the airplane.
2002-19-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Bombardier-Rotax GmbH 912 F series and 912 S series reciprocating engines with fuel pump assembly part number (P/N) 996.596 installed. This action requires initial and repetitive visual inspections and tests of the fuel pump assembly for fuel leakage. This amendment is prompted by two reports of fuel pump assembly fuel leaks. The actions specified in this AD are intended to prevent in-flight fuel leaks of the fuel pump assembly, which could result in an engine fire.
2005-06-01: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B and EC 155B1 helicopters that requires inspecting the chamfer of the stop on the cabin sliding doors (doors) and installing an airworthy stop if the chamfer exceeds a certain length; and prior to each flight, visually checking the door to determine if it is correctly locked in the open position before flying with the doors open, and checking the locking indicator light and the position of the door handles before flying with the doors closed. This amendment also requires revising the Limitations Section of the Rotorcraft Flight Manual (RFM) to prohibit the opening or closing of a cabin sliding door at airspeeds of 40 or greater knots indicated airspeed (KIAS). This amendment is prompted by a report of a door separating from a helicopter during flight. The actions specified by this AD are intended to prevent separation of a door during flight and damage to the helicopter, resulting in a forced landing or loss of control of the helicopter.
2005-24-04: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-300 series airplanes. This AD requires replacing the frequency converters used to supply power for medical and galley utility outlets with modified frequency converters, and related actions. This AD results from a report indicating that a hard short circuit condition between the output of certain frequency converters and their downstream circuit breakers will produce a continuous output current that could cause the undersized output wiring to overheat when the frequency converters fail to shut off. We are issuing this AD to prevent overheating of the output wiring of the frequency converters, which could result in the failure of a wire bundle and consequent adverse effects on other systems sharing the affected wire bundle.
2019-03-05: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD revises the life limit for the nose landing gear (NLG) assembly. This AD was prompted by revised airworthiness limitations determined by Bell. The actions of this AD are intended to prevent an unsafe condition on these products.
2019-03-03: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series; Model A319 series; Model A320 series; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of multiple angle of attack (AoA) probe blockages. This AD requires all elevator [[Page 4687]] aileron computer (ELAC) units to be upgraded with new software, or replaced with upgraded units. We are issuing this AD to address the unsafe condition on these products.
56-24-01: 56-24-01 CONVAIR: Applies to All 240, 340 and 440 Series Aircraft. Compliance recommended at the next engine overhaul but required on all aircraft by September 1, 1957. Several cases of engine cylinder failures have occurred in which it was subsequently impossible to feather the propeller. The feathering line is presently routed over the top of the No. 8 cylinder and when this cylinder is dislodged, due to stud failures or flange failure, the feathering line is severed thus preventing feathering and causing an additional fire hazard from oil being pumped onto the engine. The record of cylinder failures from studs loosening or breaking indicates that the front row cylinders are mainly involved. To prevent loss of feathering control from such failures, either of the following actions is required: 1. The propeller feathering line is to be rerouted between cylinders. (Convair Service Bulletins Nos. 240-479, 340-205 and 440-23 cover an acceptable method of complying with this modification on Models 240, 340 and 440, respectively.) 2. The propeller feathering line is to be routed between cylinders on the front row of cylinders. It shall be acceptable for the line to pass over the top of a rear row cylinder provided there is adequate flexibility in the line assembly to allow for some displacement without breaking line or fittings in the event of a cylinder failure.
2005-24-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain EMBRAER Model EMB-135 airplanes and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. That AD currently requires revising the airplane flight manual (AFM) to prohibit in-flight auxiliary power unit (APU) starts, and installing a placard on or near the APU start/stop switch panel to provide such instructions to the flightcrew. This new AD adds an optional revision to the AFM that allows limited APU starts and adds a terminating action. This AD results from the airplane manufacturer developing modifications that revise or eliminate the need for restrictions to in-flight APU starts. We are issuing this AD to prevent flame backflow into the APU compartment through the eductor during in- flight APU starts, which could result in fire in the APU compartment.
2019-02-05: We are superseding Airworthiness Directive (AD) 2013-11-03, which applied to certain Viking Air Limited Model CL-215-1A10 and CL- 215-6B11 (CL-215T Variant) airplanes. AD 2013-11-03 required repetitive detailed inspections for cracking of the left-hand (LH) and right-hand (RH) wing lower skin, and repair if necessary. This AD requires repetitive borescope inspections of the LH and RH wing lower skin and repetitive eddy current inspections of the LH and RH wing front and rear lower spar caps. This AD was prompted by reports of a fractured wing lower rear spar cap and reinforcing strap and a report of cracking of the wing lower skin and rear spar. We are issuing this AD to address the unsafe condition on these products.
2004-25-16: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2001-17-13, which applies to aircraft equipped with a Kelly Aerospace Power Systems (Kelly Aerospace) part number (P/N) 14D11, A14D11, B14D11, C14D11, 23D04, A23D04, B23D04, C23D04, or P23D04 fuel regulator shutoff valve used with Kelly Aerospace B1500, B2030, B2500, B3040, B3500, B4050, or B4500 B-Series combustion heaters. AD 2001-17-13 requires you to visually inspect or pressure test the fuel regulator shutoff valves for leaks and replace the fuel regulator shutoff valve if leaks are found. This AD is the result of continued reports of fuel regulator shutoff valve problems and the manufacturer revising the service information to modify the pressure test procedures and to specify installing improved design replacement parts. This AD retains the actions required in AD 2001-17-13, makes the inspection repetitive, and requires installing improved design replacement parts. We are issuing this AD to prevent failure of the fuel regulator shutoff valve, which could result in fuel leakage in aircraft with these combustion heaters. This failure could result in an aircraft fire.