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2009-04-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767 series airplanes. That AD currently requires a one-time inspection for missing, damaged, or incorrectly installed parts in the separation link assembly on the deployment bar of the emergency escape system on the entry or service door, and installation of new parts if necessary. This new AD requires replacing the separation link assembly on the applicable entry and service doors with an improved separation link assembly, and doing related investigative and corrective actions if necessary; and inspecting for discrepancies of the unloaded spring dimensions in the separation link assembly, and doing corrective actions if necessary. This AD also removes certain airplanes from the applicability. This AD results from reports that entry and service doors did not open fully during deployment of emergency escape slides, and additional reports of missing snap rings. We are issuing this AD to prevent failure of an entry or service door to open fully in the event of an emergency evacuation, which could impede exit from the airplane. This condition could result in injury to passengers or crewmembers.
82-17-01: 82-17-01 HUGHES HELICOPTERS, INC.: Amendment 39-4433. Applies to Model 369D helicopters certificated in all categories, equipped with main transmission part number 369D25100 - basic configuration. Compliance is required as indicated, unless already accomplished. To prevent failure of the output gearshaft assembly, P/N 369D25132, accomplish the following: (A) Within 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 300 hours' time in service, until such time as the ultrasonic inspection of paragraph (B) of this AD is accomplished, conduct a visual inspection for cracks in the transmission output shaft in accordance with instructions in Part I entitled "Periodic Visual Inspection" of Hughes Service Information Notice No. DN-105 dated May 25, 1982, (hereinafter referred to as DN-105), or FAA approved equivalent. (B) The visual inspections required by paragraph (A) of this AD may be discontinued by conducting a one-time ultrasonic inspection of the electron beam weld area of the transmission output shaft in accordance with the instructions of Part II entitled "Ultrasonic Inspection" of DN- 105, or FAA approved equivalent. This inspection must be accomplished no later than the next overhaul or major disassembly of the transmission. (C) If cracks are found as a result of the visual inspections required by paragraph (A) of this AD or an unacceptable electron beam weld is found as a result of ultrasonic inspection of paragraph (B) of this AD, before further flight replace the output gearshaft assembly with a like assembly which has been inspected and found to be acceptable in the electron beam weld area in accordance with the ultrasonic inspection technique described herein. (D) Output gearshaft assemblies ultrasonically inspected and found to have acceptable electron beam welds in the transmission output shaft are to be identified in accordance with Figure 2 of DN-105, or FAA approved equivalent. (E) Special flight permits may be issued in accordance with Parts 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections required by this AD. (F) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. This amendment becomes effective August 23, 1982.
2009-05-01: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued because the requirement document now contains an inspection for cracking in horizontal stabilisers which have load transferring fittings installed. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
81-15-51 R1: 81-15-51 R1 ROCKWELL: Amendment 39-4377. Applies to all Rockwell NA-265-60 airplanes modified in accordance with STC SA687NW and equipped with Lear Siegler Flap Actuation System, and all Rockwell NA-265-80 airplanes modified in accordance with STC SA847NW. To prevent improper flap motion caused by a failure in the flap actuation system, accomplish the following unless already accomplished: A. Within the next 20 landings following the effective date of this AD, or prior to the accumulation of 200 landings after incorporation of STC SA687NW or STC SA847NW, whichever comes later, rework the power drive unit and flap jackscrew actuators in accordance with paragraphs 1(a) and 1(b) of Rockwell International Sabreliner Service Bulletin 81-5, dated July 10, 1981. During rework of the flap jackscrew actuators, replace any drive shaft, part No. 57400-1640, found to have an extra hole with a new part that does not contain an extra hole. B. Repetitively, on or before every 200 landings following the accomplishment of paragraph (A.) above, remove and replace the power drive unit and flap jackscrew actuators in accordance with paragraphs 3(a) and 3(b) of Rockwell International Sabreliner Service Bulletin 81-5, Revision 1, dated December 15, 1981. Airplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and FAR 21.199. Alternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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 addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective May 18, 1982 and was effective earlier to those recipients of Telegraph AD T81-15-51 dated July 9, 1981.
81-18-05: 81-18-05 GENERAL DYNAMICS: Amendment 39-4487. Applies to Model 240 and military models eligible or to be made eligible for civil use under Type Certificate A-793, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated, unless previously accomplished. To prevent structural failure of the wing structure, which could result from corrosion and cracking at the wing outer panel/wing center section joint, accomplish the following: (A) On or before September 15, 1981, and thereafter at intervals not to exceed 100 hours of additional time in service until compliance with the complete internal inspection required by paragraph (B) of this AD has been completed: 1) Conduct an external visual inspection of the wing in the area of the spar rails, both upper and lower, front and rear, from ten (10) inches inboard of bulkhead 15(WS323) to ten (10) inches outboard of bulkhead 17(WS346) in accordance with Figure 3 of General Dynamics 600 (240D) Service Bulletin No. 57-4A dated February 13, 1973, hereinafter referred to as S.B. No. 57-4A, for evidence of internal structural corrosion which may be indicated by some out-of-alignment or bulging of the external surface. If any indication of surface out-of-alignment, bulging, corrosion, cracks, or failed rivets is found, before further flight, conduct a complete internal inspection in accordance with paragraph (B) of this AD. 2) Conduct an internal visual inspection of the center wing to outer panel attach fittings upper and lower, front and rear, upper and lower bulkhead rails, and associated structure for corrosion and/or cracks as identified in S.B. No. 57-4A, Figures 1 through 3. This includes the structure at and between bulkheads 15(WS323) and 17(WS346). Remove all dirt from the corners, front and rear, and clear drain holes to allow for drainage of moisture. Access to this dry area is via the outer panel access door indicated on S.B. No. 57-4A, Figure 2. If any indication of surface out-of-alignment, bulging, failed rivets, corrosion, or cracks is found, before further flight, conduct the complete internal inspection in accordance with paragraph (B) of this AD. (B) On or before December 1, 1981, and thereafter at intervals not to exceed 3,000 hours of additional time in service or one year since the last such inspection, whichever occurs earlier: Conduct an internal visual inspection of the wing in accordance with S.B. 57-4A, paragraph 2, including spar rails (upper and lower, front and rear), center wing to outer panel attach fittings, upper and lower bulkhead rails, and associated structure for corrosion and/or cracks from bulkhead 14(WS300) to bulkhead 18(WS361), after cleaning all surfaces in accordance with the procedures shown in S.B. 57-4A, Figures 1 through 4. In addition to the visual inspection required above, using a dye penetrant method, inspect for cracks in spar rails and chordwise bulkhead tee rails, after removal of all dirt, paint, and integral fuel tank sealant, in the following areas at the specified stations. Upper and lower spar rails Six (6) inches spanwise inboard and outboard of bulkhead 15(WS323) and bulkhead 17(WS346) on the forward facing surface of the front spar rails and the aft facing surface of the rear spar rails. Upper and lower chordwise tee rails On the outboard facing surfaces at bulkhead 15(WS323) and the inboard facing surfaces at bulkhead 17(WS346) a minimum total of two (2) inches extending fore and aft chordwise from each of the forward and aft ends of the tee rails in the radius (or where the radius would exist prior to cut-out of a tee leg) in exposed areas accessible without fitting interference. Access to this "dry" wing area between bulkhead 15 and 17 is possible by removal of the outer panel access door indicated in S.B. 57-4A, Figure 2, page 5. The above dye penetrant inspections at bulkhead 17(WS346) are required only for those aircraft with integral fuel tanks installed in the wing outer panels outboard of bulkhead 17. (C) If corrosion or cracking is detected, repair in a manner approved by the Manager, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. (D) Military aircraft being converted for civil airworthiness certification and those civil aircraft which have been out of service for one year, shall, prior to further flight after the effective date of this AD, be inspected in accordance with paragraph (B) of this AD. (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 inspections required by this AD. (F) Alternate inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. (G) Reports of the discrepancies found are requested. The reports would provide surveillance of the propagation of fatigue cracking and corrosion in these aircraft. The reports should cite: airplane "N" number and serial number, nature of defect and part identification, total airplane operating hours, time since last inspection, and AD compliance paragraph. Forward reports to Manager, Western Aircraft Certification Field Office, FAA Northwest Mountain Region, 15000 Aviation Boulevard, Hawthorne, California 90261, by mail. This supersedes Amendment 39-4117, AD 81-11-08 (46 FR 28149). This Amendment 39-4487 becomes effective November 15, 1982, and was effective earlier to those recipients of priority mail AD 81-18-05 dated August 26, 1981.
90-07-04: 90-07-04 BRITISH AEROSPACE: Amendment 39-6554. Docket No. 89-NM-258-AD. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Prior to the accumulation of 15,000 landings or within 150 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 15,000 landings, perform a dye penetrant or eddy current inspection of the lower faces of both lugs of the jack attachment arm on the nose landing gear housing over an area not less than 0.5 inch forward and aft of change in lug section, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5946, Issue 1, dated April 6, 1987. B. If cracks are found, repair or replace with a serviceable part prior to further flight, in accordance with British Aerospace Alert Service Bulletin32-A-PM5946, Issue 1, dated April 6, 1987, 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, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest MountainRegion, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6554, AD 90-07-04) becomes effective on April 30, 1990.
82-09-03: 82-09-03 BEECH: Amendment 39-4372. Applies to Model 77 (Serial Numbers WA-3 through WA-235, WA-237, WA-238, WA-240 through WA-254, WA-256, WA-258, WA-261 through WA-264, WA-266, WA-267 and WA-269) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To detect any Beech P/N 108-440000-31 shoulder harness attach brackets which may have been improperly installed during manufacture or when complying with AD 81-09-05 and to ensure the required structural level of occupant protection during minor crash conditions, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: a) Visually inspect and, if required, replace the P/N 108-440000-31 shoulder harness attach bracket in accordance with procedures set forth in Beechcraft Service Instructions No. 1173, Rev. 1. If an undrilled P/N 108-440000-31U shoulder harness attach bracket was installed and minimum edge distances specifiedin Rev. 1, Figure 1, were maintained on the attaching screws and rivets when complying with AD 81-09-05, the bracket installation is acceptable. Make the prescribed entry in the aircraft maintenance records indicating compliance with this AD. b) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. c) Any equivalent method of compliance with this AD, if used, must be approved by the Chief, Wichita Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269- 7000. This amendment supersedes Amendment 39-4101 (AD 81-09-05) effective May 7, 1981. This amendment becomes effective on May 6, 1982.
2009-02-08: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. That AD is applicable to engines with oil-tank-to-oil-cooler flexible lubrication pipes, part number (P/N) 0 249 92 813 0 or P/N 0 249 92 916 0, installed. That AD currently requires identifying, inspecting, and replacing affected flexible lubrication pipes manufactured after April 1, 2003. That AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter. That AD also requires that if both engines on the same helicopter each have an affected pipe, replacing one of the affected pipes before further flight. This AD does not contain that requirement. This AD requires the same inspections as the superseded AD and adds inspection of oil-pump-to-intermediate- bearing flexible lubricating pipe, P/N 0 249 92 808 0. This AD also requires all remaining affected flexible lubrication pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808 to be replaced as terminating action to the repetitive inspections for those affected pipes. This AD results from additional shutdowns caused by pipes, P/N 0 249 92 808 0, and the introduction of Turbomeca Modifications TU 231 and TU 233 that replace pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808. We are issuing this AD to prevent helicopter engine in-flight shutdown of one or both engines resulting in an emergency auto-rotation landing or accident.
87-17-08: 87-17-08 SHORT BROTHERS PLC: Amendment 39-5712. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3678, certificated in any category. Compliance required as indicated, unless previously accomplished. To ensure that failure of the fuel purge valve cannot result in fuel ingress into the main cabin, accomplish the following: A. Within 90 days after the effective date of this AD, apply sealant to the fuselage top skin in accordance with the "Accomplishment Instructions," of Short Service Bulletin SD360- 53-22, Revision 1, dated April 1986. B. 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. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. 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 September 22, 1987.
2008-25-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all McDonnell Douglas Model DC-8 airplanes. That AD currently requires, among other things, revision of an existing program of structural inspections. This new AD requires implementation of a revised program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD also reduces the inspection threshold for certain principal structural elements. This AD results from a significant number of these airplanes approaching or exceeding the design service goal on which the initial type certification approval was predicated. We are issuing this AD to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes.