Results
2017-02-10: We are superseding Airworthiness Directive (AD) 2013-19-04 for certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. AD 2013-19-04 required repetitive inspections for cracking of the skin around the fasteners common to the ends of certain bulkhead chords, and related investigative actions and corrective actions if necessary; and \n\n((Page 10259)) \n\nprovided an optional terminating modification. This new AD reduces the inspection threshold and repetitive inspection intervals. This AD was prompted by a report of cracks found in the skin at fasteners of certain bulkhead chords. We are issuing this AD to address the unsafe condition on these products.
2017-02-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-200B, 747-300, 747-400, 747-400D, and 747- 400F series airplanes. This AD was prompted by a report of cracking in both the aluminum strut side skin, and corrosion resistant steel (CRES) outer spring beam support fitting. This AD requires inspections, related investigative and corrective actions, and a fastener installation modification. We are issuing this AD to address the unsafe condition on these products. \n\n((Page 9490))
88-11-09: 88-11-09 BRITISH AEROSPACE: Amendment 39-5891. Applies to all Model BAC 1- 11 200 and 400 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent jamming of engine controls due to a failed mounting bracket of the aft attendant's seat, accomplish the following: A. Prior to the accumulation of 12,000 landings, or within the next 350 landings after the effective date of this AD, whichever occurs later, inspect the mounting brackets of the aft attendant's seat for cracks in accordance with British Aerospace Alert Service Bulletin 53-A- PM5931, Issue No. 1, dated November 19, 1986. 1. If cracks are detected less than 1 inch in length, repair prior to further flight and continue to inspect at intervals of 350 landings, in accordance with the service bulletin. 2. If cracks exceed 1 inch in length, replace brackets prior to further flight, in accordance with the service bulletin. 3. If no cracks are found, repeat the inspections in accordance with the service bulletin at intervals not to exceed 3,600 landings. B. Incorporation of Modification PM5931 constitutes terminating action for the requirements of this AD. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by 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, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment 39-5891 becomes effective June 27, 1988.
85-06-07: 85-06-07 ALEXANDER SCHLEICHER: Amendment 39-5097. Applies to Model ASK-21 Gliders, S/Ns 21194 through 21228, certificated in all categories. Compliance is required prior to next flight. To prevent the main wheel fairing from (1) causing structural damage to the fuselage wheel well box cutout and (2) loosening a rib during a hard landing causing aileron control problems, accomplish the following: Inspect the wheel box cutout in the fuselage for clearance, and modify if necessary, in accordance with Actions 1 through 5 of Alexander Schleicher ASK-21 Technical Note No. 17, dated October 1, 1984, or an FAA-approved equivalent. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 X27l0. Alexander Schleicher ASK-21 Technical Note No. 17, dated October 1, 1984, is 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 this document from the manufacturer may obtain copies upon request to Alexander Schleicher, Segelflugzeugbau, D-6416 Poppenhausen, Federal Republic of Germany. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays between the hours of 8:00 am. and 4:30 pm. This amendment becomes effective July 25, 1985, to all persons except those persons to whom it was made immediately effective by Priority Letter AD No. 85-06-07, issued March 26, 1985, which contained this amendment.
84-18-04: 84-18-04 ROBINSON HELICOPTER COMPANY: Amendment 39-4948. Applies to Model R-22 series helicopters certificated in all categories having main rotor gearbox Part Number A006-1, Revision A through V, installed. Compliance required as indicated unless already accomplished. To prevent main rotor gearbox failure, accomplish the following: (a) Within the next 15 hours time in service after the effective date of this AD, unless already accomplished within the last 35 hours time in service, and thereafter at intervals not to exceed 50 hours time in service from the last inspection: (1) Remove the oil level sight glass from the main rotor gearbox. NOTE: To prevent oil loss the right skid may be elevated. (2) Manually rotate the drive system and visually inspect all 12 bolt heads located on underside of ring gear using suitable illumination. (3) If any bolt failure is observed (including head separation), replace the gearbox with a serviceable gearboxbefore further flight. (4) If no indication of bolt failure is observed, reinstall sight glass in accordance with normal maintenance instructions. (b) If the main rotor gearbox oil chip detector illuminates during ground or flight operation, in addition to normal maintenance procedures, comply with paragraph (a) before further flight. (c) Within the next 200 hours time in service after the effective date of this AD, modify the main rotor gearbox to include Robinson Kit No. KI-37 in accordance with Instructions No. KI-37 dated August 24, 1984. When this modification has been accomplished, the inspections required by Paragraph (a) may be discontinued. NOTE: Robinson Service Bulletin No. 43, dated August 24, 1984, pertains to this subject. (d) The helicopter may be flown under the provisions of FAR Sections 21.197 and 21.199 to a base where the inspections and modification of paragraphs (a) and (c) may be accomplished, provided the gearbox oil chip detector has not illuminated. (e) Alternative means of compliance providing an equivalent level of safety with this AD may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. This amendment becomes effective November 8, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-18-04 issued September 6, 1984, which contained this amendment.
87-25-52: 87-25-52 MCDONNELL DOUGLAS: Amendment 39-5843. Applies to McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, as listed in McDonnell Douglas Alert Service Bulletin A32-222, dated December 10, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for decreased braking performance or loss of braking capability during landing or rejected takeoff, accomplish the following: \n\n\tA.\tWithin 10 days after the effective date of this AD, inspect the Brake/Anti-Skid Control Unit in accordance with Paragraph B of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A32-222, dated December 10, 1987, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. If correct Brake/Anti-Skid Control Unit is installed, no further action is necessary. \n\n\tB.\tIf incorrect Brake/Anti-Skid Control Unit is installed, before further flight, remove the incorrect anti-skid control unit, reconfigure the keying rack and electrical connector, and install the correct anti-skid control unit, in accordance with Paragraphs D, E, and F of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A32-222, dated December 10, 1987, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with inspection 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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis AD was effective earlier to all recipients of telegraphic AD T87-25-52, issued December 11, 1987. \n\n\tThis amendment 39-5843 becomes effective March 7, 1988.
2017-01-11: We are adopting a new airworthiness directive (AD) for all Airbus Model A318 and A319 series airplanes, Model A320-211, -212, - 214, -231, -232, and -233 airplanes, and Model A321 series airplanes. This AD was prompted by a report of a rupture of a main landing gear (MLG) sliding tube axle. This AD requires identification of the part number and serial number of the MLG sliding tubes; inspection of affected chromium plates and sliding tube axles for damage; and replacement of the sliding tube if necessary. We are issuing this AD to address the unsafe condition on these products.
2024-17-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report of a missing pintle fuse pin in the left-hand (LH) main landing gear (MLG) discovered during scheduled maintenance. This AD requires doing an inspection of the MLG pintle housing assembly to verify that the pintle fuse pins are present and correctly installed, and corrective actions if necessary, as specified in a Transport Canada Emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2017-01-12: We are adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Model DA 42 airplanes. 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 an uncommanded engine shutdown during flight due to failure of the propeller regulating valve caused by hot exhaust gases escaping from fractured engine exhaust pipes. We are issuing this AD to require actions to address the unsafe condition on these products.
98-01-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of the main landing gear (MLG) uplocks with new or modified MLG uplocks. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the MLG to lock in the stowed position due to ice accumulation on the uplock hook and roller assembly, which could result in the inadvertent deployment of the MLG during flight.
2021-09-05: The FAA is superseding Airworthiness Directive (AD) 2016-08-20 for certain Airbus Helicopters (previously Eurocopter France) EC130B4 and EC130T2 helicopters. AD 2016-08-20 required repetitively inspecting the tail boom to Fenestron junction frame (junction frame) for a crack. This new AD continues to require inspecting the junction frame with the horizontal stabilizer removed, and expands the applicability, revises the compliance time and the inspection procedures for inspecting the junction frame, adds inspection procedures for certain helicopters, allows repair of the junction frame, and requires modifying and then repetitively inspecting the junction frame and reporting certain information. This AD was prompted by additional cracks and the availability of a design change that modifies the junction frame. The actions of this AD are intended to address an unsafe condition on these products.
2017-01-10: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model C-212 airplanes. This AD was prompted by multiple reports of damaged and cracked rudder torque tube shafts. This AD requires various repetitive inspections, and corrective actions if necessary. This AD also provides a modification which terminates the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
78-09-09: 78-09-09 DETROIT DIESEL ALLISON: Amendment 39-3207. Applies to 501-D13/501-D13A/501- D13D/501-D13E, and 501-D13H engines equipped with third stage turbine wheel P/N's 6788833, 6842143, 6841223, and 6846553 or fourth stage turbine wheel P/N's 6738424 and 6843014 installed in aircraft certificated in all categories. Compliance required as follows unless previously accomplished: To preclude possible engine failure resulting from third or fourth stage turbine wheel failure: Remove and classify all third and fourth stage turbine wheels with unknown carbide precipitation classifications in accordance with the compliance times specified in (a) and (b) below, and the procedures specified in Detroit Diesel Allison Commercial Overhaul Information Letter No. 349 Rev. 1 or later FAA approved revision. Wheels both newly and previously classified with carbide precipitation classifications of "Heavy" must be removed from service in accordance with the maximum life limits specified in (a) and (b) below. Wheels both newly and previously classified with carbide precipitation classifications of "Medium Heavy" must be removed from service in accordance with the maximum life limits specified in (c) through (h) below. Wheels of all other classifications may be returned to service and operated in accordance with the existing hourly life limits. (a) For wheels of "Heavy" and unknown carbide precipitation classification which exceed 8000 total cycles upon the effective date of this AD, compliance is required within 300 cycles. (b) For wheels of "Heavy" and unknown carbide precipitation classification which do not exceed 8000 total cycles upon the effective date of this AD, compliance is required prior to reaching 8300 total cycles. (c) For wheels of "Medium Heavy" carbide precipitation classification which exceed 16,000 total cycles upon effective date of this AD, compliance is required within 200 cycles. (d) For wheels of "Medium Heavy" carbide precipitation classification which have from 14,000 to 16,000 total cycles upon the effective date of this AD, compliance is required within the next 400 cycles or prior to exceeding 16,200 cycles whichever occurs first. (e) For wheels of "Medium Heavy" carbide precipitation classification which have from 10,500 to 14,000 total cycles upon the effective date of this AD, compliance is required within the next 1000 cycles or prior to exceeding 14,400 total cycles whichever occurs first. (f) For wheels of "Medium Heavy" carbide precipitation classification which have from 8000 to 10,500 total cycles on the effective date of this AD, compliance is required within the next 2000 cycles or prior to exceeding 11,500 total cycles whichever occurs first. (g) For wheels of "Medium Heavy" carbide precipitation classification which have from 7000 to 8000 total cycles on the effective date of this AD, compliance is required prior to exceeding 10,000 cycles. (h) For wheels of "Medium Heavy" carbide precipitation classification which do not exceed 7000 total cycles upon the effective date of this AD, compliance is required prior to exceeding 8000 cycles. NOTE: For purposes of this airworthiness directive a cycle is defined as one takeoff. The Detroit Diesel Allison Commercial Overhaul Information Letter identified in this directive is incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). The Detroit Diesel Allison Commercial Overhaul Information Letter incorporated herein may be obtained upon request to Detroit Diesel Allison, Division of General Motors Corporation, P.O. Box 894, Indianapolis, Indiana 46206. This document may also be examined at the FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and the Great Lakes Region. (Detroit Diesel Allison Commercial Service Letter 501-D13 CSL-253 also pertains to this subject.) This amendment becomes effective May 12, 1978.
76-02-04: 76-02-04 BRITTEN NORMAN LTD: Amendment 39-2499. Applies to BN-2A and BN-2A Mark III airplanes, all series, certificated in all categories, equipped with engine mounting frames P/N's NB-20-D-5209, NB-20-G-1901, NB-20-G-5231, or NB-51-H-1021. Compliance is required as indicated. To prevent failure of the engine mounting frame and possible physical separation of the engine, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the welds on the engine mounting frame around the periphery of the mounting pads for cracks and the mounting pads for conformance to the dimensions set forth in the first paragraph of the section entitled "Inspection" of Britten Norman Service Bulletin No. BN-2/SB.72, dated March 27, 1974, or an FAA-approved equivalent. (b) As a result of the inspection required by paragraph (a) of this AD, if two or more of the engine mounting pads are foundnot to conform to all of the dimensions specified in Britten Norman Service Bulletin No. BN-2/SB.72, dated March 27, 1974, prior to further flight, replace the engine mounting frame in accordance with paragraph (e) of this AD. (c) As a result of the inspection required by paragraph (a) of this AD, if one of the engine mounting pads is found not to conform to all of the dimensions specified in Service Bulletin No. BN-2/SB.72, visually inspect the welds around the periphery of the mounting pads prior to the first flight of each day, until the engine mounting frame is replaced in accordance with paragraph (e) of this AD. (d) If a crack is found as a result of an inspection required by paragraphs (a) or (c) of this AD, before further flight, replace the engine mounting frame in accordance with paragraph (e) of this AD. (e) Where required or authorized by paragraph (b), (c), or (d) of this AD, replace the engine mounting frame with a serviceable engine mounting frame of the same part number that has been inspected and found to have no cracks in the welds around the periphery of the mounting pads and found to conform to all of the dimensions specified in the "Inspection" paragraph of Britten Norman Service Bulletin No. BN-2/SB.72 dated March 27, 1974, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
77-17-08: 77-17-08 AVCO LYCOMING: Amendment 39-3019 as amended by Amendment 39-3165. Applies to all Avco Lycoming T53 series engines. Compliance for P/Ns 1-170-240-52, 1-170-240-58, and 1-170-240-59 is required by September 15, 1977. Compliance for remaining part numbers listed below is required by May 1, 1978. To preclude possible failure of the fuel regulator P1 multiplier lever resulting in flameout of the engine, perform the following in accordance with Avco Lycoming Service Bulletin No. 0048, Revision 1, dated March 15, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region: 1. Fill the fuel regulator P1 multiplier cavity with silicone oil, General Electric P/N SF96-100, or equivalent. 2. Reidentify the fuel regulator, from P/N 1-170-240-52 to P/N 1-170-240-61, or from P/N 1-170-240-58 to P/N 1-170-240-60, or from P/N 1-170-240-59 to P/N 1-170-240-62. From P/N To P/N 1-160-840-01 1-160-840-15 1-160-840-02 1-160-840-14 1-160-840-03 1-160-840-13 1-160-840-09 1-160-840-11 1-160-840-10 1-160-840-12 1-160-950-02 1-160-950-16 1-160-950-04 1-160-950-15 1-160-950-05 1-160-950-17 1-160-950-06 1-160-950-18 1-160-950-08 1-160-950-19 1-160-950-10 1-160-950-13 1-160-950-12 1-160-950-14 1-170-240-01 1-170-240-68 1-170-240-03 1-170-240-69 1-170-240-04 1-170-240-70 1-170-240-05 1-170-240-71 1-170-240-06 1-170-240-72 1-170-240-08 1-170-240-73 1-170-240-09 1-170-240-74 1-170-240-12 1-170-240-75 1-170-240-17 1-170-240-76 1-170-240-19 1-170-240-77 1-170-240-20 1-170-240-78 1-170-240-21 1-170-240-64 1-170-240-25 1-170-240-79 1-170-240-26 1-170-240-80 1-170-240-27 1-170-240-81 1-170-240-30 1-170-240-82 1-170-240-45 1-170-240-63 1-170-240-46 1-170-240-83 1-170-240-47 1-170-240-84 1-170-240-48 1-170-240-67 1-170-240-49 1-170-240-65 1-170-240-57 1-170-240-66 The manufacturer's Service Bulletin identified and described in this directive is 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 Avco Lycoming Division, 550 South Main Street, Stratford, Connecticut 06497. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at 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 New England Region. Amendment 39-3019 became effective August 31, 1977. This amendment 39-3165 becomes effective March 30, 1978.
75-05-06: 75-05-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-2099 as amended by Amendment 39-2604 is further amended by Amendment 39-2814. Applies to all Pratt & Whitney Aircraft JT8D model engines containing P/Ns 629141, 629148, 629154, 699155, 735780, and 735781 fuel manifolds with fuel manifold "B" nuts which have not been retorqued in service. To preclude possible fuel manifold leakage accomplish the following: 1. Retorque the fuel manifold "B" nuts in accordance with Pratt and Whitney Aircraft Service Bulletin 4389, Revision 7, or later FAA approved revision or Section 72-37 of Pratt and Whitney Aircraft JT8D Engine Manual No. 481672, Revision 78, or later FAA approved revision within the next 1500 hours time in service after March 12, 1976, for fuel manifolds with "B" nuts which were single or double torqued at original manufacture and within the next 1500 hours time in service after the effective date of this amendment for fuel manifolds with "B" nuts which were quadruple torqued at original manufacture, unless already accomplished. 2. Until the fuel manifold "B" nuts are retorqued in accordance with Paragraph 1, accomplish the following inspection once a day on engines with over 1000 hours total time in service since new: a. Within 20 minutes after engine shutdown, inspect the inside diameter of the diffuser fan duct, combustion chamber fan duct, exhaust fan duct, and exhaust nozzle for evidence of residual fuel wetness or staining, using a six volt light source or equivalent. Direct the light source into the engine tailpipe to illuminate the fan duct as far forward as the diffuser case. If residual fuel is not evident, inspect within 30 minutes after engine shutdown for the presence of dripping fuel at the diffuser fan duct and combustion chamber fan duct flanges and for the presence of fuel in the cowl bottom quadrant under these flanges. b. Remove from service before further flight those engines that have evidence of fuel leakage.3. Equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may be substituted for torquing the fuel manifold "B" nuts and for compliance with the requirements of Paragraph 1 and 2. NOTE: Pratt & Whitney Aircraft Alert Service Bulletin No. 4389, dated January 16, 1975, pertains to this subject. The manufacturer's engine manual 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 Pratt & Whitney Aircraft, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the Federal Aviation Administration at its headquarters in Washington, D.C., and at the New England Regional office in Burlington, Massachusetts. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the compliance time. Amendment 39-2099 became effective March 12, 1975. Amendment 39-2604 became effective May 20, 1976. This amendment 39-2814 becomes effective February 24, 1977.
2016-26-07: 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 an evaluation by the design approval holder (DAH) indicating that the nose wheel well is subject to widespread fatigue damage (WFD). This AD requires modification, inspections, and corrective actions of the nose wheel body structure. We are issuing this AD to address the unsafe condition on these products.
2024-17-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, -300, -800, and -900 series airplanes, and A340-200 and -300 series airplanes. This AD was prompted by a report of incorrect instructions in the aircraft maintenance manual (AMM) that specify using oxygen instead of nitrogen for a pressure test, which could lead to an uncontrolled fire during maintenance. This AD prohibits using specific AMM tasks that include the incorrect instructions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-11-11: 90-11-11 BOEING: Amendment 39-6610. Docket No. 90-NM-70-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-35A2067, dated March 15, 1990, certificated in any category. \n\n\tCompliance: Required within the next 500 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent disablement of the passenger oxygen system, accomplish the following: \n\n\tA.\tRemove and replace the passenger oxygen/yaw damper module in accordance with Boeing Alert Service Bulletin 747-35A2067, dated March 15, 1990. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, 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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information 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 amendment (39-6610, AD 90-11-11) becomes effective on June 11, 1990.
77-22-01: 77-22-01 BEECH: Amendment 39-3066 as amended by Amendment 39-3280. Applies to Beech Models 65, A65 and A65-8200 (Serial Numbers L-1, L-2, L-6, LF-7, LF-8 and LC-1 through LC-335), 65-80, 65-A80, 65-A80-8800 and 65-B80 (Serial Numbers LD-1 through LD-512), 65-88 (Serial Numbers LP-1 through LP-26, LP-28 and LP-30 through LP-47), 65-90, 65- A90, B90 and C90 (Serial Numbers LJ-1 through LJ-711), 70 (Serial Numbers LB-1 through LB- 35) and E90 (Serial Numbers LW-1 through LW-212) airplanes certificated in all categories. Compliance: Required as indicated, unless already accomplished. To assure continued structural integrity of the fuselage to the horizontal tail rear spar attachment accomplish the following in accordance with Beechcraft Service Instructions No. 0755-103, Revision II or later approved revisions and in accordance with the additional requirements set forth below: A) Accomplish the following at the next bulkhead inspection required by paragraph "B" of this AD, except that if said paragraph "B" inspection is required in less than 50 hours time in service from the effective date of this AD, accomplish the following within the next 650 hours time in service after the effective date of this AD. NOTE: The intent of the compliance time shown for paragraph "A" is to require compliance at the first paragraph "B" bulkhead inspection that occurs between 50 and 650 hours time in service after the effective date of this AD. 1. Remove the tail cone. 2. Inspect the right and left horizontal stabilizers aft spar attachment to the fuselage station 380.00 bulkhead by loosening all 12 attach bolts and by using feeler gauges, measure the gap between the spar and the attach plates on the bulkhead at each bolt hole. Correct any gap exceeding .020 inches, by complying with instructions in the aforementioned Beechcraft Service Instructions. 3. Remove the aft spar attach bolts one at a time and, using a suitable feeler gauge, check for protrusion of the attach point bushing from the forward surface of the spar. If the forward face of the bushings is not flush with the front surface of the spar, complete removal of the stabilizer, and prior to reinstallation, correct by filing or grinding the bushings flush with the front surface of the spar. 4. Reinstall the stabilizers if removed. B) Within 50 hours time in service after August 19, 1976, for aircraft with 600 hours or more time in service on that date, or upon the accumulation of 650 hours time in service for aircraft having less than 600 hours time in service on August 19, 1976, or within 600 hours time in service after the last inspection in accordance with AD 76-16-04, and at 600 hour intervals thereafter, accomplish the following: 1. Remove the tail cone from the airplane. 2. Using a light and mirror, inspect the forward and aft side of the P/N 50- 440028-65 (F.S. 380.00) bulkhead and all of the bulkhead stiffeners, doublers and other components that attach to the bulkhead for cracks. Pay particular attention to the edges of these parts and the areas around their attaching rivets and bolts. 3. Remove right and left horizontal stabilizers aft spar attach bolts one at a time and inspect the contact areas under the bolt heads and nuts for cracks. 4. If no cracks are detected no further action is required until the next repetitive inspection required by this paragraph is due. 5. If cracks are found, proceed with paragraph C below. C) If cracks are found as a result of any inspection required by this AD, prior to further flight, contact Beech Aircraft Corporation, Commercial Services Operations, Wichita, Kansas 67201, for appropriate instructions and either repair (using acceptable methods, techniques and practices per Advisory Circular 43.13-1A) or replace any cracked P/N 50- 440028-65 fuselage station 380.00 bulkhead and replace any cracked attached stiffener, doubler or other components with new components having part numbers shown in the parts list for Figure 1 in the aforementioned Beechcraft Service Instructions. NOTE: If one or more of the four vertical stiffeners or the doubler defined in Figure 1 of the above-noted Beechcraft Service Instructions as index numbers 2, 10 and 13 require replacement, it is recommended that all four of the vertical stiffeners and the doubler be replaced at the same time with new improved components having the part numbers specified in Paragraph D of this AD. D) The repetitive inspections required by Paragraph "B" of this AD are no longer required after Paragraph "A" of this AD has been complied with and Beechcraft part number 50- 440028-69, -70, -77 and -78 stiffeners and 50-440028-79 doubler have been installed. E) Aircraft found to have the bulkhead or stiffeners cracked may be flown in accordance with FAR 21.197 to a base where the required repair or replacement can be accomplished. F) The time interval between the repetitive bulkhead and stiffener inspections required by Paragraph "B" of this AD, after their initial inspection, can be adjusted up to 50 hours time in service to a maximum interval of 650 hours to allow coordination of these inspections with regular scheduled maintenance. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-3066 superseded Amendment 39-2690 (41 F.R. 34583). AD 76-16-04. Amendment 39-3066 became effective November 3, 1977. This amendment 39-3280 becomes effective August 23, 1978.
77-19-05: 77-19-05 GRUMMAN-AMERICAN: Amendment 39-3036. Applies to Models G- 164A, S/N's 1715 thru 1717 and G-164B, S/N's 240B, 242B, 243B, 244B, 246B, 251B, 252B, 253B, 254B, 257B, 258B, 264B, 269B. To prevent hazards associated with defective flying wire terminals, part number AN665- 115L/R, accomplish the following prior to further flight: Remove the AN665-115L/R, terminals and replace them with unused parts received from Grumman American Aviation Corporation. Installation will be in accordance with the aircraft operations and maintenance manual. Parts will be obtained from Grumman American Aviation Corporation, P. O. Box 147, Elmira, New York 14902. The aircraft may be flown in accordance with 21.197 to a location where the AD can be accomplished. This amendment is effective September 22, 1977.
2017-01-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, -200 and -300 series airplanes; and Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of certain hydraulic reservoirs (HRs) becoming depressurized due to air leakage from the HR pressure relief valve (PRV). This AD requires repetitive inspections of the hydraulic fluid levels and nitrogen gas pressure in the HR for each hydraulic circuit, and if necessary, adjustment of the fluid level(s) and nitrogen pressure in affected HRs. We are issuing this AD to address the unsafe condition on these products.
58-10-06: 58-10-06 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required as soon as possible but not later than July 31, 1958. A case has occurred during production on the Viscount 700 Series aircraft, of the fracturing of the cranked operating lever (P/N N.69195) of the flap selector switch, Type D.7406. Investigation has established that the fracture is the result of excessive case-hardening of the mild steel lever (P/N N.69195) such that the lever became brittle. The hardened mild steel lever (P/N N.69195) must be replaced by a mild steel lever (P/N N.69195/1) which is identified by a blue spot on the outside face of the lever crank which is visible when positioned in the throttle pedestal. Vickers-Armstrong Aircraft Ltd. PTL No. 188 and Modification Bulletin No. D.2673 cover the same subject. This modification is considered mandatory by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
2024-14-01: The FAA is adopting a new airworthiness directive (AD) for certain MHI RJ Aviation ULC Model CL-600-2D15 (Regional Jet Series 705) and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by a report that torque wrenches used during production installation of bulkhead fittings on the oxygen lines of the flightcrew oxygen mask stowage boxes and adapter fitting on the oxygen pressure gauge were out of calibration, which resulted in a higher torque level setting than required. This AD requires replacement of the affected oxygen line fittings, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
54-01-03: 54-01-03 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required prior to next flight. Finger fuel strainer installed on all tanks should be removed and inspected to determine whether it incorporates a small disc screen located inside the body of the strainer. This disc screen should be removed if found to be incorporated, since it would tend to restrict fuel flow if it became clogged with foreign material. (Sikorsky Service Information Circular No. 1430-410, dated November 9, 1953, covers the same inspection modification.)