Results
2005-15-11: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires repetitive detailed and specialized inspections to detect fatigue damage in the fuselage, replacement of certain bolt assemblies, and corrective actions if necessary. This AD results from a review of primary airframe fatigue test results and a Maintenance Steering Group 3 (MSG-3) analysis. We are issuing this AD to detect and correct fatigue damage of the fuselage, door, engine nacelle, empennage, and wing structures, which could result in reduced structural integrity of the airplane.
74-24-10: 74-24-10 B.F. GOODRICH ENGINEERED SYSTEMS COMPANY: (formerly B. F. Goodrich Aerospace and Defense Products), A Division of the B. F. Goodrich Company. Amendment 39-2019. Applies only to B. F. Goodrich main wheel assembly P/N 3-1306 manufactured under Technical Standard Order (TSO-C26b) prior to January 1, 1972. It does not apply to 3-1306 wheels manufactured on or after January 1, 1972, nor to the 3-1306-1 main wheel assembly. These wheel assemblies are typically used on, but not limited to, Boeing 727 series aircraft. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent possible failures in the hub area of the inboard wheel half, P/N 10-1202, at the second tire change, but not to exceed 500 hours' time in-service after the effective date of this Airworthiness Directive, perform a one-time inspection of the hub area of the inboard wheel half for forging defects in accordance with the information contained in B. F. Goodrich Service Letter No. 1177 issued January 26, 1972, revised April 11, 1974, or an FAA approved equivalent. \n\n\tWheels which have positive indications of defects may be reworked in accordance with the information contained in the B. F. Goodrich Service Letter or an FAA approved equivalent. \n\n\tThis amendment becomes effective November 27, 1974.
2016-13-15: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report of improperly drilled bores, located on upper and lower stiffener joints to the Web at a certain frame. This AD requires a one- time inspection of the bores, and repair if necessary. We are issuing this AD to detect and correct an unsatisfactory bore that can adversely affect the structural integrity of the airplane.
74-08-02: 74-08-02 BELL: Amendment 39-1805 as amended by Amendment 39-1873. Applies to Bell Model 47 Series helicopters equipped with Mast Control Stabilizer Bar Assemblies, P/N 47- 140-248, certificated in all categories. Compliance required as indicated. To detect possible failures of a stabilizer bar tube assembly and prevent possible loss of a stabilizer bar tube and weight, accomplish the following inspections: (a) Before the first flight of each day after the effective date of this A.D., check the stabilizer bar tube assembly for looseness and cracks in accordance with the following procedures. (1) Move each stabilizer tube assembly fore and aft in the horizontal plane by hand and visually check the tube assembly for cracks in area extending outboard six inches from the tube retaining nut, P/N 47-140-114-1. (2) If looseness is found between a stabilizer bar tube assembly and the stabilizer bar frame, or if a crack is found in a tube, remove the loose or cracked tube assembly prior to flight and install a replacement tube assembly in accordance with (c)(2) and (c)(3) of this A.D. (3) Looseness between the stabilizer bar frame and main rotor mast is a normal occurrence and is not an indication of a failed tube and is not cause for replacement of the bar tube assembly. (4) The checks in (a)(1) may be performed by the pilot. NOTE: For the requirements regarding the listing of compliance and method of compliance with this A.D. in the aircraft permanent maintenance record, see FAR 91.173. (b) Within 10 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at intervals not to exceed 100 hours from the last inspection, inspect the rod assembly nut, P/N 47-140-119-1, for looseness as follows: (1) Push up the inboard end of each tie rod and nut and determine that they move freely or readily. (2) If the tie rod and nut do not move freely or readily, remove the stabilizer bar assembly before further flight and inspect each tie rod and tube assembly in accordance with the 1200 hour inspection procedures in Section I, of the appropriate Model 47 maintenance and overhaul instruction manual, and (3) Assemble and install a serviceable stabilizer bar assembly as specified in paragraph (c)(2) and (c)(3) of this A.D. (c) Inspect the gap between the face of each nut, P/N 47-140-119-1, and the inboard end of each stabilizer bar tube at intervals not to exceed 1200 hours time in service from the last inspection, after compliance with paragraph (b), in accordance with the following procedures: (1) Remove the mast control stabilizer bar assembly from the helicopter and remove both tube and weight assemblies from the stabilizer bar assembly in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. (2) Assemble the stabilizer bar weight and taper pin on the tube assembly and adjust the gap, ifnecessary, between the face of each nut, P/N 47-140-119-1, and its mating tube assembly end to measure .0l0 to .024 inches clearance. (3) Assemble and install the mast control stabilizer bar assembly on the helicopter in accordance with Section III of the appropriate Model 47 maintenance and overhaul instruction manual. In addition adjust the stabilizer core bearing as specified in item 1, Bell Helicopter Co. Technical Bulletin No. 47-(04-2)-73-2, or Service Bulletin No. 47-(04-2)-74-1 or later FAA approved revision. (d) Inspect the fore and aft and lateral control power cylinders for proper alignment within 100 hours time in service after compliance with paragraph (b), and thereafter at intervals not to exceed 1200 hours time in service from the last inspection, in accordance with Section VII of the appropriate Model 47 maintenance and overhaul instruction manual. (e) Within 10 hours time in service after the effective date of this A.D. inspect each tube assembly to determine that P/N 47-140-124-1, 47-140-125-1 or 47-140-125-3 is installed. If tube assembly, P/N 204-010-380-1 is installed, replace this tube before further flight in accordance with paragraph (c)(2) and (c)(3) of this A.D. The 204-010-380-1 tube is identified as a one piece swaged tube with a uniform wall thickness (that is, different inside diameters) and machine cut threads. In addition, this tube does not have Bell factory applied serial numbers. 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, andat FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. (Bell Technical Bulletin No. 47-(04-2)-73-2, pertains to this adjustment of the bearing and alignment of power cylinders and Service Bulletin No. 47-(04-2)-73-1 pertains to stabilizer bar tube and tie rod. Service Bulletin No. 47-(04-2)-74-1 also pertains to the adjustment of the bearing.) Amendment 39-1805 became effective May 6, 1974. This Amendment 39-1873 becomes effective June 14, 1974.
80-03-02 R1: 80-03-02 R1 SHORT BROTHERS LTD.: Amendment 39-3679 as amended by Amendment 39-3857. Applies to Model SD3-30 airplanes, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the main landing gear beam sub-assembly, accomplish the following: Prior to the accumulation of 6500 landings or within 25 landings after the effective date of this AD, whichever occurs later, replace the beam sub-assembly, Menasco P/N 17604-5 or 17604- 7, with a new beam sub-assembly, Menasco P/N 17604-15 (Left Hand) and P/N 17604-16 (Right Hand) or Menasco P/N 17604-17 (Left Hand) and P/N 17604-18 (Right Hand) in accordance with Section 10, "Accomplishment Instructions," of Menasco Manufacturing Service Bulletin 32-15, revision 4, dated May 25, 1979, or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium. Upon replacement of the beam sub-assembly, make appropriate logbook entry indicating compliance with the provisions of this AD. NOTE: Short Brothers Ltd. Service Bulletin SD3-32-28, revision 6, dated November 27, 1979, covers this same subject. Amendment 39-3679 became effective February 7, 1980. This Amendment 39-3857 becomes effective August 7, 1980.
2005-15-12: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC- 10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes, that requires performing a functional test of the exterior emergency control handle assemblies of the forward passenger doors, and corrective actions, if necessary. This action is necessary to prevent failure of the forward passenger doors to operate properly in an emergency condition, which could delay an emergency evacuation and possibly result in injury to passengers and flightcrew. This action is intended to address the identified unsafe condition.
97-06-02: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a retirement life of 40,000 high-power events for the lower planetary spider (spider). This amendment changes the method of calculating the retirement life for the spider from high-power events to a maximum accumulated Retirement Index Number (RIN) of 80,000, and makes this RIN applicable to an additional part-numbered spider. This amendment is prompted by fatigue analyses and tests that show certain spiders fail sooner than originally anticipated because of the unanticipated higher number of external load lifts and takeoffs (torque events) performed with those spiders, in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the spider, which could result in failure of the main transmissionand subsequent loss of control of the helicopter.
76-01-10: 76-01-10 MCDONNELL DOUGLAS: Amendment 39-2493. Applies to all Douglas Model DC-10-10, -10F, -30, -30F, and -40 Series airplanes certificated in all categories, incorporating Bertea Corporation P/N 216000-5001 through -5013 inboard elevator actuator assemblies with serial numbers 240 through 500 inclusive. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent jamming of inboard elevator surfaces accomplish the following: \n\n\t(a)\tInspect the inboard elevator actuator manifold assemblies for interference between the internal control linkage and the manifold, and rework, if required, in accordance with Bertea Service Bulletin No. 27-48, Revision 1, dated October 9, 1975, or later FAA-approved revisions, or an equivalent inspection and rework procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (Douglas Service Bulletin No. 27-141, dated October 10, 1975, calls attention to the Bertea service bulletin). \n\n\t(b)\tSpecial flight permits may be issued per FAR's 21.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment becomes effective February 26, 1976.
2016-16-12: We are adopting a new airworthiness directive (AD) for certain Continental Motors, Inc., (CMI) San Antonio (formerly known as Airmotive Engineering Corp. (AEC)), replacement parts manufacturer approval (PMA) cylinder assemblies marketed by Engine Components International Division (ECi). On July 17, 2015, AEC was purchased by CMI and is now operating as ``Continental Motors--San Antonio.'' These cylinder assemblies are used on all CMI model -520 and -550 reciprocating engines, and on all other CMI engine models approved for the use of model -520 and -550 cylinder assemblies, such as the CMI model -470 when modified by supplemental type certificate (STC). This AD was prompted by reports of multiple cylinder head-to-barrel separations and cracked and leaking aluminum cylinder heads. This AD requires removal of the affected cylinder assemblies, including overhauled cylinder assemblies, according to a phased removal schedule. We are issuing this AD to prevent failure of the cylinder assemblies, which could lead to failure of the engine, in-flight shutdown, and loss of control of the airplane.
2016-12-06: We are adopting a new airworthiness directive (AD) for all Turbomeca S.A. MAKILA 2A and MAKILA 2A1 turboshaft engines. This AD requires repetitive diffuser inspections and replacement of those diffusers that fail inspection. This AD was prompted by two occurrences of crack initiation on a ferrule of the diffuser. We are issuing this AD to prevent rupture of the ferrule of the diffuser, which could result in engine fire and damage to the helicopter.
2005-15-10: The FAA adopts an airworthiness directive (AD) to supersede AD 2003-11-14, which applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-34-200T, PA-34-220T, PA-44-180, and PA-44-180T airplanes that have a model 91E92-1 or model 91E93-1 combustion heater fuel pump installed. AD 2003-11-14 currently requires you to do a one- time inspection of the combustion heater fuel pumps for fuel leakage. If leakage is found, repair or replace the fuel pump. This AD retains all the actions of AD 2003-11-14 and includes additional serial numbers for the Models PA-34-220T and PA-44-180 airplanes in the applicability section. This AD results from an investigation that concluded that after the issuance of AD 2003-11-14, additional fuel pumps that did not meet the quality control (inspection or design) requirements of the AD had been installed in Models PA-34-220T and PA-44-180 airplanes. We are issuing this AD to correct quality control problems with the heater fuel pump, which couldresult in failure of the heater fuel pump. Such failure could lead to fire or explosion in the cockpit. DATES: This AD becomes effective on August 26, 2005. On June 20, 2003 (68 FR 33356, June 4, 2003), the Director of the Federal Register approved the incorporation by reference of The New Piper Aircraft, Inc. Service Bulletin No. 1127, dated February 26, 2003, and Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110A, dated March 6, 2003. As of August 26, 2005, the Director of the Federal Register approved the incorporation by reference of the following: --The New Piper Aircraft, Inc. Service Bulletin No. 1127B, dated April 18, 2005; and --Kelly Aerospace Power Systems Service Information Letter Bulletin No. A-110B, dated December 20, 2004. We must receive any comments on this AD by September 26, 2005.
2005-15-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A300-600 series airplanes. This AD requires an inspection for evidence of chafing between the hydraulic flexible hose and the ram air turbine (RAT) hub, and related investigative and corrective actions if necessary. This AD is prompted by reports of holes in the RAT hub cover. We are issuing this AD to prevent a hole in the RAT hub cover. A hole in the RAT hub cover could allow water to enter the RAT governing mechanism, freeze during flight, and jam the governing mechanism. In addition, the metal particles that result from chafing between the hydraulic flexible hose and the RAT could mix with the lubricant grease and degrade the governing mechanism. In an emergency, a jammed or degraded RAT could result in its failure to deploy, loss of hydraulic pressure or electrical power to the airplane, and consequent reduced controllability of the airplane.
75-25-01: 75-25-01 BEECH: Amendment 39-2442. Applies to Model 200 (Serial Numbers BB-2, BB-6 thru BB-76 and BB-78 thru BB-80) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude shorting of the generator output leads at the air conditioner pulley housing and/or the oil line coupling nut, accomplish the following: A) Within the next 10 hours' time in service after the effective date of this AD, unless previously accomplished, visually inspect the generator output leads for chafing or discoloration in the area of the air conditioner compressor pulley housing and oil line coupling nut or for positive clearance of these components, in the engine compartment: 1) If chafing has occurred, prior to further flight, comply with Paragraph B. 2) If chafing has not occurred but positive clearance does not exist between the generator leads and the air conditioner pulley housing and the oil line coupling nut, reinspect every 25 hours' time in service until Paragraph B is accomplished. 3) If positive clearance exists between the generator leads and the air conditioner pulley housing and oil line coupling nut, reinspection is not required. B) Within the next 100 hours' time in service after the effective date of this AD or as required by Paragraph A, modify the generator lead routing in accordance with Beechcraft Service Instruction No. 0768-358/Kit No. 101-3011-1S or later approved revisions. Upon compliance with this Paragraph the inspections in Paragraph A are no longer required. C) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Aircraft may be flown in accordance with FAR 21.197 to a place where the modification can be accomplished, if clearance or insulation is provided between the chafed portions of the generator leads and adjacent components. This amendment becomes effective December 1, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued November 10, 1975.
2016-16-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by reports of fatigue cracks in the station 320 crown frame and in window post number 3. This AD requires repetitive inspections for cracks and missing fasteners of the station 320 crown frame, cracks in the web and flange surfaces of the forward segment of window post number 3, and missing fasteners and cracks of the window upper sill; post-modification inspections for cracks of the window upper sill; a one-time fastener rework; and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fatigue cracking and missing fasteners of the station 320 crown frame, cracking of the window post number 3, and cracking of the window upper sill, which could result in an in-flight decompression and a loss of structural integrity of the fuselage.
72-23-02: 72-23-02 ROLLS ROYCE (1971) LTD: Amendment 39-1547. Applies to Rolls Royce Dart Models 542-4, -4K, -10, -10J, and -10K engines. These engines are installed on, but not necessarily limited to, Convair 340/440 airplanes that have had subject engines installed by modification, and NAMC YS-11 and YS-11A airplanes, all series. (NOTE: Subject Convair 340/440 airplanes are also known as Convair 600 and 640 airplanes.) Compliance is required as indicated. To prevent damage to the rear face of the first stage impeller that could lead to impeller disintegration in service, accomplish the following: (a) Within the next 300 flights after the effective date of this AD, or before the accumulation of 2,000 flights on the compressor since installed new or since last compressor overhaul, as applicable, whichever occurs later, unless already accomplished, modify the oil drain plug, P/N RK.35189, and refit it to the engine in accordance with Rolls Royce Dart Aero Engine Service Bulletin Number DA 72-383, Revision 1, dated November 30, 1971, or an FAA-approved equivalent. Identify the modified drain plug as P/N RK. 46404. (b) Within the next 300 flights after incorporation of the modification specified by paragraph (a), and thereafter at intervals not to exceed 300 flights from the last inspection visually inspect the surfaces of the drain plug, P/N RK.46404, for the presence of aluminum particles. If aluminum particles are found during an inspection required by this paragraph, before further flight comply with paragraph (e). NOTE: During inspections required by paragraph (b) particular attention should be directed to the sealing ring recess. (c) For an engine that is subject to an FAA-approved continuous airworthiness maintenance program that includes periodic inspection for freedom of engine rotation and periodic inspection of the oil filter, comply with the following: (1) At each inspection for freedom of engine rotation, listen for unusualnoises from the compressor area; and (2) At each inspection of the oil filter, visually inspect the filter for traces of fine aluminum dust in the bottom of the filter cap or in suspension in the residual oil in the filter cap. (3) If any unusual noise emanates from the compressor area during an inspection required by subparagraph (c) (1) or if any trace of fine aluminum dust is found during an inspection required by subparagraph (c) (2), before further flight comply with paragraph (e). Change to an approved program that affect either the interval or performance of inspections required by this AD must be approved by the assigned FAA Maintenance Inspector. (d) For engines that are not subject to an FAA-approved continuous airworthiness maintenance program that includes periodic inspection for freedom of engine rotation and periodic inspection of the oil filter comply with the following: (1) At each inspection required by paragraph (b) - (i) Inspect thefirst stage impeller for freedom of rotation by rotating it at least one full turn in each direction, and listen for unusual noises from the compressor area. (ii) Visually inspect the oil filter for traces of fine aluminum dust in the bottom of the filter cap or in suspension in the residual oil in the filter cap. (2) If the first stage impeller does not rotate freely in each direction or if any unusual noise emanates from the compressor area during an inspection required by subparagraph (d)(1)(i), or if any trace of fine aluminum dust is found during an inspection required by subparagraph (d)(1)(ii), before further flight comply with paragraph (e). (e) Remove one combustion chamber and visually inspect the compressor outlet elbow, flame tube, discharge nozzle, H.P. nozzle guide vanes, and H.P. turbine blades for evidence of metal spatter and surface roughness or impact damage due to the passage of a foreign object. If any of these indications are found, before further flight rebuild the engine in accordance with Rolls Royce Dart Aero Engine Service Bulletin Da 72-383, Revision 1, dated November 30, 1971, or an FAA-approved equivalent. (f) For the purpose of complying with this AD, a flight is an operating sequence consisting of an engine start, takeoff operation, landing, and engine shutdown. The number of flights may be determined by actual count or, subject to acceptance by the assigned FAA Maintenance Inspector, may be calculated by dividing the compressor section's time in service by the operator's fleet average time for airplanes equipped with the subject type engines. (g) At the request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East 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 that operator. (h) The repetitive inspections required by this AD may be discontinued on engines that have been rebuilt in accordance with paragraph (e). This amendment supersedes Amendment 39-1381 (37 F.R. 666), AD 72-02-04. This amendment becomes effective October 26, 1972.
71-02-04: 71-02-04 BOEING: Amdt. 39-1146. Applies to all Boeing Model 747 Series airplanes. \n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the failure of the load evener indicator tube resulting in passenger injury: \n\tReplace the existing body gear indicator tube cover with a new tube cover in accordance with Boeing Service Bulletin 32-2031, dated July 24, 1970, or later FAA approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective January 23, 1971.
2005-15-06: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200C and 747-200F series airplanes. This AD requires one-time inspections for cracks and material loss in the fuselage skin above the stringer (STR) 23 lap splice, between Body Station (BS) 282 and BS 298, and repair if necessary. This AD is prompted by a report of a crack above the STR 23 lap splice on one airplane. We are issuing this AD to detect and correct cracks or material loss in the fuselage skin, and consequent reduced structural integrity of the skin panel, which could result in rapid depressurization of the airplane.
84-18-05: 84-18-05 FOKKER VFW B.V.: Amendment 39-4911. Applies to all Model F27 Series airplanes, serial numbers 10102 to 10611, inclusive, that are equipped with pylon tanks and the maximum certificated takeoff weight is above 41,000 pounds, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent wing structural failure, accomplish one of the following (A, B, or C): A. Within the next 100 hours time in service after the effective date of this airworthiness directive (AD): 1. Remove the existing airspeed limitation placards and install new placards in accordance with paragraph 2.A and 2.B of the Accomplishment Instructions of Fokker Service Bulletin No. 11/3 dated October 1, 1981. 2. Incorporate changes to the FAA approved Airplane Flight Manual in accordance with paragraphs 1.C and 3 of Fokker Service Bulletin No. 11/3 dated October 1, 1981. 3. Modify the airspeed indicators and overspeed aural warning system to provide a switchable maximum operating speed (VMO) that allows selecting a VMO of 204 knots I.A.S. for operation when the maximum takeoff weight exceeds 41,000 pounds, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. B. Within the next 100 hours time in service after the effective date of this AD, modify as follows: 1. Revise the redline marking of the airspeed indicator or replace the airspeed indicator to reflect the new maximum airspeed limitation of 204 knots I.A.S. 2. Post a placard on the left and right hand instrument panel to read as follows: "MAXIMUM AIRSPEED, 204 KIAS." 3. Adjust the overspeed aural warning device or install a new device so as to comply with the new maximum airspeed limitation; i.e., 204 knots I.A.S., within the tolerances specified by FAR 25.1303(c)(1). C. Apply for and obtain a supplement to the Airplane Flight Manual which will provide for an operating limitation of 41,000 pounds takeoff weight. Applications may be made to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. D. 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. E. 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 modifications required by this AD. This amendment becomes effective October 15, 1984.
87-03-03: 87-03-03 BRITISH AEROSPACE: Amendment 39-5504. Applies to Model 3101 Jetstream (S/N 642 to 646, 648 to 655, 657, 658 and 660 to 666 inclusive) airplanes certificated in any category. Compliance: Required within 600 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To ensure operation of fuel/hydraulic and water methanol system valves during critical flight operations, accomplish the following: (a) Modify the HiTemp Valves Part Number (P/N) HTE 4925-001 as follows: (1) Gain access to the valves in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS", paragraph A PREPARATION", in British Aerospace (BAe) S/B 28-JA850911 dated June 13, 1986. (2) Replace valve spindles P/N 4925-005 with strengthened spindles P/N 4925-013 in HiTemp Model HTE 1" Actuated Ball Valves in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS" in HiTemp SB HTE 4925/1-SB-1 dated August 19, 1985, on those valves located as follows:(i) Fuel system - left and right LP cocks at wing leading edges outboard of the engines, and crossfeed cock on fuselage center section. (ii) Hydraulic System - left and right LP cocks in the hydraulic installations below fuselage center section. (iii) Water Methanol System (if fitted) - stop valves in the left and right main landing gear bays. (3) Carry out functional tests of the valves in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS", paragraph B "ACCOMPLISHMENT", in BAe S/B 28-JA850911 dated June 13, 1986. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000, Brussels, Belgium. All persons affected by this directive may obtain a copy of the document referredto herein upon request to British Aerospace plc, Manager, Product Support Civil Aircraft Division, Prestwick Airport, Ayrshire, KA9 2RW, Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on February 17, 1987.
2005-13-22: The FAA is superseding an existing airworthiness directive (AD) that applies to all EMBRAER Model EMB-135 and -145 airplanes. The existing AD currently requires repetitive inspections of the electrical connectors of the electric fuel pumps to detect discrepancies, application of anti-corrosion spray, replacement of all fuel pumps with improved fuel pumps, repetitive inspections after all six fuel pumps are replaced, and applicable corrective actions. This new AD retains those requirements but revises the initial compliance time for an inspection for certain airplanes. This new AD is prompted by the need to correct a compliance time in the existing AD. We are issuing this AD to prevent an ignition source in the fuel tank or adjacent dry bay, which could result in fire or explosion. DATES: Effective July 7, 2005. On May 19, 2005 (70 FR 19685, April 14, 2005), the Director of the Federal Register approved the incorporation by reference of EMBRAER Service Bulletin 145-28-0013, dated April 25, 2001. On October 3, 2000 (65 FR 56233, September 18, 2000), the Director of the Federal Register approved the incorporation by reference of EMBRAER Alert Service Bulletin S.B. 145-28-A013, dated August 16, 2000. We must receive any comments on this AD by August 22, 2005.
2005-15-02: The FAA is adopting a new airworthiness directive (AD) that applies to certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. This AD requires post-maintenance bleeding of accumulated air from, or ground functional testing of, the ram air turbine (RAT) system; modifying and reidentifying the airborne ground check module of the RAT system; and replacing the RAT reducer assembly if applicable. This AD is prompted by reports of unsuccessful in-flight RAT tests during which a deployed RAT failed to pressurize the blue hydraulic circuit of the RAT system. We are issuing this AD to prevent failure of the RAT during an in-flight emergency, which could lead to loss of hydraulic and electrical power and reduced controllability of the airplane.
2016-14-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter series airplanes; Model A330-200 and A330-300 series airplanes; Model A340-200 and A340-300 series airplanes; Model A340-500 series airplanes; and Model A340-600 series airplanes. This AD was prompted by a report indicating that, during an operational test of a ram air turbine (RAT), the RAT did not deploy in automatic mode. This AD requires identification of the manufacturer, part number, and serial number of the RAT, and re-identification and modification of the RAT if necessary. We are issuing this AD to prevent non-deployment of the RAT, which, if preceded by a total engine flame- out, or during a total loss of normal electrical power generation, could result in reduced control of the airplane.
71-21-07: 71-21-07 de HAVILLAND: Amendment 39-1310. Applies to de Havilland Model DHC- 6 Airplanes, Serial Numbers 6 through 289 certificated in all categories and incorporating Flitetronic Type PC 15 or PC 15A Inverters. Compliance required within the next 250 hours' time in service after the effective date of this AD unless already accomplished. To prevent a total loss of AC power in the event of a fault occurring in an AC circuit, accomplish the following: (a) Comply with Accomplishment Instructions 1 and 2 (a) through 2(e) of de Havilland Service Bulletin No. 6/263 dated 5 October 1970, Revision B dated 29 January 1971. (b) Remove slow-blow fuses not replaced in (a) and replace with: (1) Littlefuse type 312 of the same rating for the 26-volt supply except that ratings greater than 2 amps shall be replaced with Littlefuse 312002. (2) Littlefuse type 312 or Bussman type MB of the same rating for the 115 Volt supply, except that ratings greater than 1 amp shallbe replaced with Littlefuse 312001 or Bussman MB01. (c) Comply with Accomplishment Instructions 3 through 6 of de Havilland Service Bulletin No. 6/263 dated 5 October 1970, Revision B dated 29 January 1971 for PC 15 and PC 15A inverter without a suffix letter after the serial number. Inverters which do not meet the requirements of the overload function test must be replaced, prior to further flight, with an inverter with a suffix letter after the serial number. Equivalent methods may be used provided they are approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiation data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective October 12, 1971.
89-18-05: 89-18-05 BRITISH AEROSPACE: Amendment 39-6298. (Docket No. 89-NM-53-AD) Applicability: Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncommanded thrust reverser selection, accomplish the following: A. Prior to the accumulation of 1,500 landings or within 3 months after the effective date of this AD, whichever occurs first, inspect the thrust reverser cables to determine correct installation, in accordance with British Aerospace Alert Service Bulletin 76-A-PM5978, Issue No. 1, dated November 14, 1988. B. If thrust reverser cables are found to be worn or damaged, or if cables are found to be incorrectly routed, replace prior to further flight, in accordance with the maintenance manual referenced in British Aerospace Alert Service Bulletin 76-A-PM5978, Issue No. 1, dated November 14, 1988. 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 FAA Principal Maintenance Inspector (PMI), who will either concur or comment 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 in order to comply with the requirements of this AD. All persons affected by this directive 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, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6298, AD 89-18-05) becomes effective on September 21, 1989.
74-21-04: 74-21-04 HUGHES HELICOPTERS: Amendment 39-1987 as amended by Amendment 39-2147. Applies to Hughes 269A, 269A-1, 269B, 269C Helicopters certificated in all categories, including military TH-55A equipped with canopy slat P/N 269A2297 or 269A2297-7. Compliance required as indicated. To detect possible cracks in canopy slat surfaces, and the condition and security of slat attachment hardware and canopy attachment areas, and provide for modification of the canopy slat, accomplish the following: (a) On each day the helicopter is flown, conduct a close visual check by the pilot in command or an inspection by a certificated mechanic of the canopy slat surfaces over the entire length for cracks, slat attachment hardware and canopy attachment areas for condition and security. Note: The person who performs the check or inspection shall record it in the appropriate aircraft records per FAR 91.173. (1) If cracks or other damage are found, replace prior to further flight with: (i) P/N 269A2297 or 269A2297-7 modified in accordance with (b), below; or (ii) P/N 269A2214; or (iii) If the 50 hour limitation specified by (b), below, has not been exceeded, an unmodified part P/N 269A2297 or 269A2297-7 may be used, provided, it is modified at the time specified by (b), below; or (iv) A part approved by Chief, Aircraft Engineering Division, FAA Western Region. (b) Prior to the next 50 hours time in service after the effective date of this amendment, 39-2147, unless already accomplished, modify the canopy slat, P/N 269A2297 or 269A2297-7, in accordance with the instructions contained in Hughes Service Information Notice N-127, dated March 5, 1975, or later FAA-approved revisions, or equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Upon installation of P/N 269A2297 or 269A2297-7 modified in accordance with (b), above, or P/N 269A2214 or other part approved by the Chief, AircraftEngineering Division, FAA Western Region, the daily visual check or inspection in accordance with (a) above may be discontinued. Amendment 39-1987, was effective October 16, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated September 23, 1974. This Amendment 39-2147, to AD 74-21-04 becomes effective April 4, 1975.