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88-02-05: 88-02-05 SOCATA: Amendment 39-5829 applies to Models TB 20 and TB 21 (Serial numbers 275 through 709) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To detect interference between the moveable portions of the landing gear structure that may prevent extension of the landing gear, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) visually and tactilely (by touch) inspect the main landing gear hinge ball joints for play or interference marks between the articulated strut and the main landing gear box stiffeners as described in SOCATA TB Aircraft Service Bulletin (SB) No. 30, dated, December 1986. (1) If detectable play is observed in the hinge ball joints in interference marks are found on the articulated strut or landing gear stiffener box, before further flight modify the airplane as prescribed in SOCATA TB Aircraft S/B No. 30, dated December 1986. (2) If no looseness or interference is found, within 100 hours TIS after the effective date of this AD modify the airplane as prescribed in SOCATA TB Aircraft SB No. 30, dated December 1986. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000, Brussels, Belgium; Telephone 513.38.30. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to SOCATA Groupe AEROSPATIALE, B.P 38, 65001 Tarbes, France; Telephone 62.51.73.00 or 62.93.99.45 (for recorder); or Mr. Bernard H. Veyssiere, Deputy Product Support Manager, U.S., Aerospatiale, 2701 Forum Drive, Grand Prairie, Texas 75053; Telephone (214) 641.3614; or may examine the document(s) referred to herein at FAA, Office of the RegionalCounsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on February 20, 1988.
79-22-04: 79-22-04 GULFSTREAM AMERICAN CORPORATION (GAC): Amendment 39-3600. Applies to GAC Model AA-5, serial numbers AA5-0001 and subsequent, Model AA-5A, serial numbers AA5A-0001 and subsequent, Model AA-5B, serial numbers AA5B-0001 and subsequent, airplanes certificated in all categories, except those aircraft modified in accordance with AD 79-16-05 which required GAC Service Kit 150 be installed. Compliance is required as indicated, unless already accomplished. To prevent possible aileron oscillation, accomplish paragraphs (a) and (b) or paragraphs (a), (c), and (d): (a) Inspect the aileron system within 25 hours time in service after the effective date of this AD as follows: (1) Inspect aileron trim tabs for loose rivets and general condition. Replace or repair as necessary. (2) Inspect the aileron for damage or delamination. Repair and rebalance as necessary per GAC AA-5 series Service Manual. (3) Inspect aileron bearings and stops for wear, damage, andsecure mounting. Repair per GAC AA-5 series Service Manual. (4) Inspect and adjust rigging and cable tension per GAC AA-5 series Service Manual. (5) Inspect aileron torque tubes for wear and loose joints. Repair per GAC AA-5 series Service Manual. (b) Repeat the inspection in (a) every 100 hours time in service. (c) Within 25 hours time in service after the effective date of this AD, modify the aileron in accordance with: (1) GAC Service Kit No. 150 dated July 13, 1979, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, or (2) An equivalent method of compliance if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (d) If the modification in (c)(1) is accomplished, any autopilot system installed in the aircraft must be disconnected prior to further flight in a manner which will not permit use or reconnection during flight. Install a placard in full view of the pilot utilizing a minimum of 1/4 inch high letters with the wording "AUTOPILOT DEACTIVATED." The use of the autopilot system is prohibited until the STC holder provides instructions for reactivation which have been approved by the Chief, Engineering and Manufacturing Branch of the appropriate FAA Regional Office. (e) The repetitive inspections required by paragraphs (a) and (b) are not required when the aircraft is modified in accordance with paragraph (c). (f) Make appropriate maintenance record entry. This supersedes Amendment 39-3524, AD 79-16-05, as amended by Amendment 39-3586. This Amendment 39-3600 is effective November 9, 1979.
64-27-03: 64-27-03 SUD AVIATION: Amdt. 39-8 Part 39 (New) Federal Register December 2, 1964. Applies to Model SE 210 Caravelle VIR Aircraft. Compliance required as indicated. In order to prevent fatigue failure of the main landing gear steel axle beams accomplish the following: (a) Within 430 hours' time in service after the effective date of this AD and thereafter at intervals not exceeding 430 hours' time in service from the last inspection, visually inspect all main landing gear steel axle beams, P/N's 269028B and 269029B, for cracks around threaded holes, as specified in Hispano Suiza Aeroservice Bulletin No. 91 Section 1, No. 34 dated January 4, 1963. (Note: This inspection may be made without disassembly of tubing support components.) (b) Within 860 hours' time in service after the effective date of this AD and thereafter at intervals not exceeding 860 hours' time in service from the last inspection, remove the lower tubing support shield and visually inspect witha magnifying glass the lower threaded holes in the main landing gear steel axle beams for cracks. (c) Unless previously accomplished remove the lower tubing support shielding and inspect for cracks all lower threaded holes in the main landing gear steel axle beams and surrounding areas using fluorescent magnetic particle inspection or FAA approved equivalent at the following times: (1) For landing gear with between 4,500 hours' and 5,100 hours' total time in service as of the effective date of this AD accomplish the inspection before the accumulation of 5,530 hours' total time in service. (2) For landing gear with 5,100 or more hours' total time in service as of the effective date of this AD accomplish the inspection within 430 hours' total time in service after the effective date of this AD. (d) Within 8,000 hours' total time in service rework all the lower threaded holes on axle beams as specified in Hispano Suiza Aero-service Bulletin No. 91 Section 1, No. 34dated January 4, 1963, or an FAA approved equivalent. The repetitive inspections specified in (b) and the inspection specified in (c) need not be performed after this rework has been accomplished. (e) Within 12,000 hours' total time in service rework in accordance with Hispano Suiza Aeroservice Bulletin No. 91 Section 1, No. 34 dated January 4, 1963, or an FAA approved equivalent all holes in the landing gear which have not previously been reworked in accordance with (d). This AD no longer applies to aircraft on which this rework has been accomplished. (f) Replace any parts found cracked before further flight. (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Division, Paris, France, 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 forsuch operator. (Hispano Suiza Aeroservice Bulletin No. 91 Section 1, No. 34 dated January 4, 1963, covers this same subject.) This directive effective January 1, 1965.
2019-12-05: The FAA is adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-5B, CFM56-5C, and CFM56-7B model turbofan engines with a certain rotating air high-pressure turbine (HPT) front seal. This AD requires replacement of the affected rotating air HPT front seal with a part eligible for installation. This AD was prompted by cracks found in the rotating air HPT front seal. The FAA is issuing this AD to address the unsafe condition on these products.
98-13-33: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300, A300-600, and A310 series airplanes, that requires repetitive tests to detect desynchronization of the rudder servo actuators, and adjustment or replacement of the spring rods of the rudder servo actuators, if necessary. For certain airplanes, this AD also requires repetitive inspections to detect cracking of the rudder attachments, and repair, if necessary; or modification of the rudder attachments. This proposal is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by the proposed AD are intended to detect and correct desynchronization of the rudder servo actuators, which could result in reduced structural integrity of the rudder attachments and reduced controllability of the airplane.
2006-24-09: 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 a discrepancy between the design documentation and the Technical Service Manual. In 1981, a castellated nut with cotter pin was introduced to secure the rudder, replacing the self-locking nut through PZL-Bielsko Bulletin No. BE-06/50-3/81. This change has not been introduced to the Technical Service Manual and use of a self-locking nut, in accordance with the Manual, is still possible. We are issuing this AD to require actions that are intended to address the unsafe condition described in the MCAI.
80-17-09: 80-17-09 BELL: Amendment 39-3876. Applies to Models 204B, 205A-1, 212, 214B, and 214B-1 helicopters and military UH-1 series helicopters certified in all categories. Compliance required as indicated for helicopters equipped with main rotor straps, P/N 204-012-122-1, -5, or 214-010-179-1. To preclude possible separation of a main rotor blade tension-torsion strap and loss of a main rotor blade, accomplish the following: a. Within the next 100 hours' time in service after the effective date of this airworthiness directive (AD), remove and replace main rotor straps having: (1) 1,100 or more hours of total time in service on the effective date of this AD, or (2) 24 or more months elapsed calendar time in service as of the effective date of this AD, whichever comes first. b. Remove and replace main rotor straps having less than 1,100 hours' total time in service or having less than 24 months elapsed time in service on the effective date of this AD:(1) Prior to attaining 1,200 hours' total time in service, or (2) Prior to exceeding 24 months elapsed time in service, whichever comes first. c. The helicopter may be flown in accordance with FAR's 21.197 and 21.199 to a base where this AD may be accomplished. (Bell Helicopter Textron Alert Service Bulletin No. 212-80-17 pertains to this subject.) This amendment becomes effective September 15, 1980.
2019-11-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-113 and -114 airplanes, and Model A320-211 and - 212 airplanes. This AD was prompted by a report that a life-limit of 64,000 flight cycles has been established for certain titanium crossbeams of the forward engine mount. This AD requires repetitive replacements of all affected crossbeams of the forward engine mount, as specified in European Aviation Safety Agency (EASA) ADs, which are incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2006-22-15: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 747 series airplanes. That AD currently requires repetitive inspections for cracking of the top and side panel webs and panel stiffeners of the nose wheel well (NWW), and corrective actions if necessary. This new AD reduces the interval for certain repetitive inspections and removes a certain optional inspection. This new AD also requires replacing the NWW side and top panels with new panels, which terminates the repetitive inspections. This AD results from the development of a new modification. We are issuing this AD to prevent fatigue cracks in the top and side panel webs and stiffeners of the NWW, which could compromise the structural integrity of the NWW and could lead to the rapid decompression of the airplane. \n\nDATES: This AD becomes effective December 11, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 11, 2006. \n\n\tOn May 10, 2005 (70 FR 21141, April 25, 2005), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2465, Revision 4, dated February 24, 2005.
96-10-01: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA-28-160, and PA-28-180 airplanes. This action requires a complete landing light support replacement. This AD action is prompted by reports of two accidents and two incidents resulting from the landing light retainer support seal breaking apart and entering the carburetor. The actions specified by this AD are intended to prevent the landing light retainer support seal from being ingested by the updraft carburetor, which, if not detected and corrected, could result in rough engine operation or possible engine failure and loss of control of the airplane.
2019-10-06: We are adopting a new airworthiness directive (AD) for certain Aviat Aircraft Inc. Models A-1C-180 and A-1C-200 airplanes equipped with a Rapco part number RA1798-00-1 fuel vent check valve installed on either wing or both. This AD was prompted by a report that the fuel tank vent check valves are sticking in the closed position causing fuel starvation to the engine. This AD requires revision of the airplane flight manual (AFM) to add a pre-flight check of the fuel vent check valves for proper operation and replacing any inoperative fuel vent check valve with an airworthy part. We are issuing this AD to address the unsafe condition on these products.
2019-11-08: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines, LLC (IAE) PW1133G-JM, PW1133GA-JM, PW1130G- JM, PW1129G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G-JM, PW1124G1-JM, and PW1122G-JM model turbofan engines. This AD requires the removal of the main gearbox (MGB) assembly and electronic engine control (EEC) software and the installation of a part and software version eligible for installation. This AD was prompted by multiple reports of in-flight engine shutdowns (IFSDs) as the result of high- cycle fatigue causing fracture of certain parts of the MGB assembly. The FAA is issuing this AD to address the unsafe condition on these products.
2006-25-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777 airplanes. This AD requires repetitive inspections for corrosion or missing corrosion inhibiting compound of the fuselage skin under the forward and aft wing-to-body fairings for certain airplanes, or the fuselage skin under the forward wing-to-body fairings only for other airplanes; and corrective action if necessary. The AD also provides an optional preventive modification of the fairing areas, which terminates the repetitive inspections. This AD results from several reports indicating that significant levels of corrosion were found on the external surface of the fuselage skin under the forward and aft wing-to-body fairings. We are issuing this AD to detect and correct corrosion, and prevent subsequent fatigue cracks, on the fuselage skin under the forward and aft wing-to-body fairings, which could result in rapid decompression of the airplane.
2006-25-01: The FAA is superseding an existing airworthiness directive (AD) for certain IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M- A5, V2530-A5, and V2533-A5 turbofan engines. That AD currently requires initial and repetitive inspections of the master magnetic chip detector (MCD) or the No. 1, 2, 3 bearing chamber MCD. This AD requires the same MCD inspections. This AD also requires removing certain No. 3 bearings and removing certain high pressure compressure (HPC) stubshaft assemblies as mandatory terminating actions to the repetitive MCD inspections. This AD results from IAE developing a terminating action to the repetitive inspections of the chip detectors, and from expanding the applicability to include additional serial-numbered engines with certain No. 3 bearings installed. We are issuing this AD to prevent failure of the No. 3 bearing, which could result in an in-flight shutdown (IFSD) and smoke in the cockpit and cabin.
2019-11-07: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-524G2-19, RB211-524G2-T-19, RB211-524G3-19, RB211-524G3-T-19, RB211-524H2-19, RB211-524H2-T-19, RB211-524H-36 and RB211-524H-T-36 engines. This AD requires removal of affected low- pressure compressor (LPC) shafts. This AD was prompted by unauthorized repairs to the affected LPC shafts that reduced their expected life. The FAA is issuing this AD to address the unsafe condition on these products.
2019-11-01: We are superseding Airworthiness Directive (AD) 2018-25-12, which applied to certain Airbus SAS Model A350-941 airplanes. AD 2018- 25-12 required modifying the vertical tail plane (VTP) tension bolts connection by adding sealant and protective treatment to the head of the connection, at the barrel nut cavities, and in the surrounding area. Since we issued AD 2018-25-12, it was determined that the instructions for certain airplanes are unclear for proper accomplishment of the required modification. This AD, for certain airplanes, requires accomplishing a revised modification and, for certain other airplanes, retains the modification required by AD 2018- 25-12, as specified in an European Aviation Safety Agency (EASA) AD, which will be incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
83-15-03: 83-15-03 PICCARD: Amendment 39-4694. Applies to Model AX-6 balloons certificated in any category. Compliance: Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To reduce the time for pilot light extinguishment after shutoff and prevent damage to main fuel systems modified per General Balloon Corporation Service Letter No. 8 or AD 82-13- 02, accomplish the following: a) Modify P/Ns 5041-X10, 8201-23 or GBC 156 propane jet by drilling out the orifice with a #65 drill (.035 inch diameter) in accordance with Don Piccard Balloons, Inc., Service Letter No. 9 dated May 10, 1983. NOTE: The X in P/N 5041-X10 is a shaded square and is part of the part number. b) If blast valve handle P/N 5041-7 is installed, modify or replace with a P/N PSP 608 handle per Don Piccard Balloon Corporation Service Letter No. 10 dated May 10, 1983. c) If a main fuel quick-shutoff valve is installed, either remove in its entirety or modify the installation in accordance with Don Piccard Balloons, Inc., Service Letter No. 10 dated May 10, 1983. d) An equivalent means of compliance with this AD may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, 2300 East Devon Avenue, Room 232, Des Plaines, Illinois 60018; telephone (312) 694-7357. This AD supersedes AD 82-13-02, Amendment 39-4406. This amendment becomes effective on August 4, 1983.
96-10-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, -212, and -231 series airplanes, that requires removing the existing forward pintle nut and cross bolt on the main landing gear (MLG), and installing a new nylon spacer and cross bolt and nut. This amendment is prompted by results of fatigue testing which revealed that the cross bolt and nut in the forward pintle pin of the MLG were damaged due to fatigue cracking. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in collapse of the MLG.
83-02-03: 83-02-03 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39- 4554. Applies to all models of the AMD-BA Falcon 20 series airplanes certificated in all categories. The affected freon fire extinguishers were manufactured by Martin or ABG-SEMCA and are identified as follows: two extinguishers type 111-1555-324-12 for the aft compartment and nacelles and type 111-011-324-12 for the MICROTURBO APU if the airplane incorporates AMD-BA Service Bulletin 80, Revision 3, dated May 9, 1968; AMD-BA Service Bulletin 350, Revision 2, dated October 4, 1971; or AMD-BA Service Bulletin 556 dated September 15, 1977. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent the potential failure of the fire extinguisher to operate, accomplish the following: 1. Perform a one-time inspection and repair or replace, as necessary, the pyrotechnic cartridge of the fire extinguisher in accordance with paragraph2, Accomplishment Instructions, of Avions Marcel Dassault-Breguet Aviation Service Bulletin No. 657 dated November 8, 1979. 2. Alternate 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. 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. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective February 9, 1983.
99-06-12: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires replacing the nose wheel steering jack seals with seals of an improved design. 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 the nose landing gear steering from locking up due to deterioration of the original design nose landing gear steering jack seals, which could result in reduced or loss of control of the airplane during takeoff, landing, and taxi operations.
2006-24-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections to detect cracks at certain stringer fastener locations; and repair, if necessary. For certain airplanes, that AD requires a modification in certain areas where reports indicate that cracking was prevalent. This modification terminates the repetitive inspections only for those areas, and is also an option for other airplanes affected by the existing AD. This new AD requires an additional inspection of areas that may have Alodine-coated rivets installed, and repair if necessary. This AD results from a report of cracking discovered in a skin lap joint that was previously inspected using the eddy current method. We are issuing this AD to prevent rapid decompression of the airplane due to disbonding and subsequent cracking of the skin panels.
2006-24-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD requires repetitive inspections for discrepancies of the grease and gear teeth of the radial variable differential transducer of the nose wheel steering gearbox; or repetitive inspections for damage of the chrome on the bearing surface of the nose landing gear (NLG) main fitting barrel; as applicable. And, for airplanes with any discrepancy or damage, this AD requires an additional inspection or corrective actions. This AD also adds a terminating action. The actions specified by this AD are intended to prevent incorrect operation or jamming of the nose wheel steering, which could cause reduced controllability of the airplane on the ground. This action is intended to address the identified unsafe condition.
2019-11-03: The FAA is adopting an airworthiness directive (AD) for certain The Boeing Company Model 737-700C, -800, and -900ER series airplanes. This AD requires a maintenance records check to determine if any main slat track assembly has been removed, an inspection of the main slat track assemblies for a suspect lot number or a lot number that cannot be determined, and applicable on-condition actions. This AD was prompted by a report that certain main slat track assemblies were manufactured incorrectly and are affected by hydrogen embrittlement. The FAA is issuing this AD to address the unsafe condition on these products.
2019-11-05: We are superseding Airworthiness Directive (AD) 2015-22-02 for certain Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. AD 2015-22-02 required inspecting the tail rotor (TR) pitch link assemblies. This AD retains the inspections of AD 2015-22-02 and requires replacing certain pitch link bearings. This AD was prompted by a new design bearing introduced by Bell. We are issuing this AD to address the unsafe condition on these products.
98-18-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect cracking in the inner flange of door frame 66, and corrective actions, if necessary. This amendment also provides for an optional terminating action for the repetitive inspections. 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 correct fatigue cracking in the inner flange of door frame 66, which could result in reduced structural integrity of the airplane.