Results
2010-16-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Wear, beyond Engine Manual limits, has been identified on the abutment faces of the splines on the Trent 900 Intermediate Pressure (IP) shaft rigid coupling on several engines during strip. The shaft to coupling spline interface provides the means of controlling the turbine axial setting and wear through of the splines would permit the IP turbine to move rearwards. Rearward movement of the IP turbine would enable contact with static turbine components and would result in loss of engine performance with potential for in-flight shut down, oil migration and oil fire below the LP turbine discs prior to sufficient indication resulting in loss of LP turbine disc integrity. We are issuing this AD to detect rearward movement of the IP turbine, which could result in loss of disc integrity, an uncontained failure of the engine, and damage to the airplane.
2010-04-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: During routine inspection procedures on the wing assembly line it was identified the possibility of cracks and deformation developing during assembly on the internal wing spars and rib flanges, causing a safe[ty] margin reduction. * * * * * The unsafe condition is cracking and deformation of wing spar and rib flanges, which could result in loss of structural integrity of the wing. We are issuing this AD to require actions to correct the unsafe condition on these products.
91-22-06: 91-22-06 PARTENAVIA: Amendment 39-8066. Docket No.91-CE-75-AD. Applicability: P-68 Series (not applicable to AP-68TP Series) airplanes (serial numbers 1 through 327), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent horizontal stabilator failure, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 10 hours time-in-service (TIS) after the effective date of this AD, accomplish the following: (1) Change the airspeed limitations in Section 2 OPERATING LIMITATIONS of the Partenavia P-68 Flight Manual to correspond with Part A of Partenavia Service Bulletin (SB) No. 85, dated July 16, 1991, and operate the airplane accordingly. (2) Install the Operating Limitation Placard that is included with Partenavia SB No. 85, dated July 16, 1991, on the airplane instrument panel within the pilot's clear view and operate the airplane accordingly. (b) Withinthe next 500 hours TIS after the effective date of this AD, install a reinforcement strip on the lower side of the horizontal tailplane in accordance with the instructions in paragraphs 1 through 5 of Part B of Partenavia SB No. 85, dated July 16, 1991. (c) After compliance with paragraph (b) of this AD, paragraphs (a)(1) and (a)(2) of this AD no longer apply and the Operating Limitation Placard may be removed and the flight manual limitations may be restored to their original measurements. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (f) The modifications and installations required by this AD shall be done in accordance with Partenavia Service Bulletin No. 85, dated July 16, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Partenavia, Costruzioni Aeronautiche S.p.A., Via G. Pascoli n. 7, 80026 Casoria (NA), Italy. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. This amendment (39-8066, AD 91-22-06) becomes effective on November 12, 1991.
2010-16-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: The operation of the airbrake lever in the "airbrakes out'' to "lift spoiler'' range has been the subject of two occurrence reports. The lift spoilers on the BAe 146 and Avro 146-RJ aeroplanes have been designed to deploy on landing to provide aerodynamic braking and to dump lift to ensure that the wheel brakes can provide the necessary speed reduction. * * * * * The effects of deceleration and landing inertia loads can cause uncommanded movement of the airbrake selector lever from the "lift spoiler'' position to the "airbrakes out'' position, causing the lift spoilers to retract during the landing roll. This condition, if not corrected, would increase the landing distance, possibly resulting in a runway overrun and consequent injury to aeroplane occupants. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
46-13-01: 46-13-01 LOCKHEED: (Was Service Note 2 of AD-723-2.) Applies to All Model 18 Aircraft. When replacing the landing gear actuating cylinder flexible hose, P/N 55252-3, the length of ferrules should be compared. If longer ferrules are found on the new hoses, an elbow should be inserted between the hose and the cylinder aft port, to prevent possible damage to the hose by the landing gear scissors. (Lockheed Service Letter No. 18-28, dated June 15, 1945, revised December 10, 1945, covers this same subject.)
47-10-07: 47-10-07 LOCKHEED: (Was Mandatory Note 8 of AD-763-3.) Applies Only to Model 49 Serial Numbers 2021 to 2088, Inclusive. Compliance required prior to April 1, 1947. Replace the existing restrictor valve (P/N 66404) in each main landing gear down line with a winterized type restrictor valve (LAC P/N 667489.) (LAC Service Instruction 049/SI-75, covers this same subject.)
91-02-11: 91-02-11 AIRBUS INDUSTRIE: Amendment 39-6860. Docket No. 90-NM-66-AD. Applicability: All Model A320-111, -211, and -231 series airplanes, certificated in any category. Compliance: Required within 45 days after the effective date of this AD, unless previously accomplished. To prevent failure of the landing gear to retract following takeoff, accomplish the following: A. Install wiring and electronic components in relay 48GA's energization system, in accordance with Airbus Industrie Service Bulletin A320-32-1035, Revision 2, dated December 18, 1989; or Airbus Industrie Service Bulletin A320-32-1048, Revision 1, dated July 10, 1990. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6860, AD 91-02-11) becomes effective on February 25, 1991.
2010-14-19: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: * * * [P]artial blockage of the water absorbing filter element P/N (part number) QA06123 was observed several times. The blockage was created by carbon debris from the cartridge and from the burst disc of the Halon bottle. This water absorbing filter element is part of Halon Dual-Filter Assembly installed also in the Flow Metering System (FMS) of the cargo compartment Fire Extinguishing System used in the A330 and A340 aeroplanes. Blockage of the water absorbing filter element could lead to reduction of Halon outflow, leading to incapacity to maintain fire extinguishing agent concentration. Combined with fire, this could result in an uncontrolled fire in the affected compartment, which would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
78-25-04: 78-25-04 HUGHES HELICOPTERS: Amendment 39-3364. Applies to Hughes Model 269A, TH-55A, 269A-1, 269B and 269C helicopters equipped with part number 269A5103-9 pinion assemblies, Hughes Tool Company, Serial Nos. 001 through 5101, certificated in all categories. Compliance required as indicated, unless already accomplished. To detect and prevent fatigue crack propagation that could cause failure of the main transmission input pinion assembly, accomplish the following: (a) Within the next 50 hours additional time in service or 60 calendar days, whichever occurs first after the effective date of this AD, perform a magnetic particle inspection of all input pinions Part No. 269A5103-9, serial nos. listed in Table A, for cracks in accordance with the instructions of paragraph (d), Hughes Service Information Notice N-151.2, dated November 7, 1978. Reinspect these input pinions in accordance with paragraph (d) of the S.I.N. between 450 and 500 total hours time in service, if,at the time of the initial inspection, the assembly had less than 250 hours total time in service. TABLE A 269A5103-9 Pinion Assembly Serial Nos. Affected by Paragraph (a) 164783 254498 164784 254500 164786 254501 164787 254502 164789 254504 164790 254506 164791 254508 164792 254509 164794 254510 164795 254511 164796 254512 164798 254513 164800 254514 164801 254515 164802 254516 164803 254517 164805 254518 164806 254519 164807 254520 164809 254521 164811 254522 164813 254524 164814 254525 164815 254526 164816 254527 164817 254528 164818 254529 164819 254532 254533 254534 254535 254536 254537 (b) Within 100 hours additional time in service after the effective date of this AD, perform a magnetic particle inspection of all other input pinions, Part No. 269A5103-9, for cracks, in accordance with the instructions of paragraph (d), Hughes Service Information Notice N-151.2, dated November 7, 1978. (c) Prior to the installation of pinion assembly Part No. 269A5103-9 on any helicopter listed in this AD inspect per paragraph (d) of Hughes Service Information Notice No. N-151.2. Pinion assemblies of serial numbers listed in table A of paragraph (a) of this AD, which have less than 250 hours total time in service at time of inspection, must be reinspected per paragraph (d) of the above referenced S.I.N. after accumulating a total of 450 hours time in service and before accumulating 500 hours total time in service. (d) Any assembly exhibiting crack indications as a result of those inspections performed in paragraphs (a), (b) and (c), above, must be removed from service and marked in a conspicuous manner to prevent inadvertent return to service. NOTE 1: The agency recommends that all unserviceable pinion assemblies be returned to Hughes Helicopters Warranty and Repair Department. Reference: Paragraph d.2, Hughes Service InformationNotice No. N-151.2. NOTE 2: Hughes Service Information Notice N-151.2, dated November 7, 1978, is the only version of the notice suitable for compliance with this AD. (e) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections required by this AD. This amendment becomes effective December 18, 1978.
80-21-05: 80-21-05 BELL: Amendment 39-3931. Applies to Model 205A-1 and 212 helicopters equipped with fixed float landing gears. (Airworthiness Docket No. 76-SW-28) Compliance required within 50 hours' time in service after the effective date of this Ad unless already accomplished. To preclude possible fatigue cracks from occurring in the landing gear cross tubes under the riveted saddle fittings, install forward and aft cross tube assemblies, P/N 205-050-114-23 and -25 respectively or higher dash numbers that have clamp-on saddle fittings. Float kit installation, P/N 205-706-050-101, uses cross tubes having clamp-on saddle fittings. (Bell Helicopter Textron Alert Service Bulletin Nos. 212-80-18 and 205-80-13 also pertain to this subject.) This amendment becomes effective October 15, 1980.
90-02-12: 90-02-12 BOEING: Amendment 39-6439. Docket No. 89-NM-160-AD. \n\n\tApplicability: Model 757 series airplanes, as listed in Boeing Service Bulletin 757-27- 0072, Revision 1, dated June 29, 1989, certificated in any category. \n\n\tCompliance: Required within the next 12 months, after the effective date of this AD, unless previously accomplished. \n\n\tTo reduce the possibility of aileron control system jamming due to loose objects being lodged in the control quadrant assembly, accomplish the following: \n\n\tA. Install flexible deflectors in accordance with Boeing Service Bulletin 757-27-0072, dated February 5, 1987, or Revision 1, dated June 29, 1989. \n\n\tB. 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, Seattle Aircraft Certification Office, 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, Seattle Aircraft Certification Office. \n\n\tC. 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 Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6439, AD 90-02-12) becomes effective on February 9, 1990.
77-12-08: 77-12-08 CESSNA: Amendment 39-2918. Applies to the following models and serial numbers of airplanes equipped with external electrical ground power receptacles: MODELS SERIAL NUMBERS 172M 17265685 thru 17267584 172N 17267585 thru 17268080 R172K R1722000 thru R1722109 177B 17702314 thru 17702374, 17702376 thru 17702395, 17702397, 17702398, 17702400, 17702401, 17702403, 17702404, 17702405, and 17702407 thru 17702409 177RG 177RG0788 thru 177RG0822, 177RG0824 and 177RG0826 180J 18052621 thru 18052770 180K 18052771 thru 18052777 182P 18264296 thru 18265175 182Q 18265176 thru 18265220 A185F 18502839 thru 18503165 U206F/TU206F U20603021 thru U20603521 U206G/TU206G U20603522 thru U20603547 207/T207 20700315 thru 20700362 207A/T207A 20700363 thru 20700365 210L/T210L 21061040 thru 21061573 337G 33701672 thru 33701748 T337G P3370226 thru P3370257 Compliance: Required as indicated, unless already accomplished. To prevent unwanted propeller rotation, at the next use of the external ground power receptacle, but not later than September 15, 1977, accomplish the following: A) Test the aircraft's electrical starter system by applying power to the external electrical ground power receptacle. If the propeller does not rotate, make a maintenance record entry indicating that this AD has been accomplished. If the propeller rotates, modify the electrical system in accordance with Cessna Service Letters SE76-11, dated May 10, 1976, SE77-1, dated January 17, 1977, and SE77-1 (Supplement #1), dated May 2, 1977, or later approved revisions, as applicable. NOTE: When performing this test take adequate precautions to assure that no person or object will be struck by the propeller if rotation occurs. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective June 27, 1977.
98-25-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A321-111, -112, and -131 series airplanes. This action requires repetitive inspections to detect fatigue cracking in the area surrounding certain attachment holes of the forward pintle fittings of the main landing gear (MLG) and the actuating cylinder anchorage fittings on the inner rear spar; and repair, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct fatigue cracking on the inner rear spar of the wings, which could result in reduced structural integrity of the airplane.
2010-15-03: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France helicopters. This action requires inspecting certain electrical harnesses for damage and if damage is found, repairing the electrical harness; protecting the electrical harness from damage; installing harness clamp blocks; and inspecting each fairing attachment screw to determine the length and replacing attachment screws, if they exceed a certain length. This amendment is prompted by a report of an in-flight incident that led to the inflation of the emergency floatation gear (emergency floats) and the activation of various warnings. The actions specified in this AD are intended to prevent interference between an electrical harness and the lower structure fairing attachment screws. Damage to an electrical harness by a lower structure fairing attachment screw could lead to short- circuiting of various warnings, inflation of the emergency floats during flight, and subsequent loss of control of the helicopter.
91-18-14: 91-18-14 BRITISH AEROSPACE: Amendment 39-8017. Docket No. 91-NM-75-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes; as listed in British Aerospace Service Bulletin 52-89-00668H, J, K & L, Revision 2, dated June 3, 1991, on which Modifications HCM00668H, J, K & L, and HCM00931A have not been accomplished; certificated in any category. Compliance: Required within 60 days after the effective date of this AD, unless previously accomplished. To ensure that the forward and rear passenger and service doors open during an emergency situation, accomplish the following: A. Install stronger springs to increase tension at the side baulk blade in the right and left rear and forward passenger and service doors (Modification HCM00668H, J, K & L); and increase the clearance between the side baulk blade and its abutment, and shorten the plate which anchors the side baulk return springs (Modification HCM00931A); in accordance with the Accomplishment Instructions of British Aerospace Service Bulletin 52-89-00668H, J, K & L, Revision 2, dated June 3, 1991. B. An alternative method 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, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The modification requirements shall be done in accordance with British Aerospace Service Bulletin 52-89-00668H, J, K, & L, Revision 2, dated June 3, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8017, AD 91-18-14) becomes effective on November 7, 1991.
90-05-09: 90-05-09 TRACOR AEROSPACE, INCORPORATED: Amendment 39-6527. Docket No. 89-ASW-23. Applicability: TA-7800 Omega/VLF Navigation Systems, with receiver processor unit (RPU) Part Numbers (P/N) 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 851001 or 851002 installed in, but not limited to, the following airplanes by certain Supplemental Type Certificates (STC): Boeing Models 707, 727, and 737; McDonnell Douglas MD-80, DC-8, DC-9; Lockheed Models L-382, Jetstar 1329; Beech Model 200; Cessna Model 441; Avions Marcel Dassault Model 20; Piper Model PA-42; Hawker Siddeley Model HS-125; Fairchild Swearingen SA226T(B); North American Rockwell Model NA-265, and General Dynamics Model 22 (Convair 880). Compliance: Required as indicated, unless already accomplished. To prevent navigation errors when using the Great Britain (GBR) radio station, which could result in loss of the aircraft, accomplish the following: (a) Within the next 10 hours' time in service, accomplish the following: (1) Fabricate a placard with the words, "DESELECT 58 PRIOR TO EACH FLIGHT" using letters 0.125 inches high or greater, or use the placard supplied by Tracor Aerospace in Service Bulletin (SB) 138000-00-01, dated January 24, 1989. Mount this placard on the uppermost part of each TA-7800 Omega/VLF Navigation Control Display Unit (CDU). (2) Thereafter, prior to each flight and until the TA-7800 software Program No. 851001 or 851002 is replaced as described in paragraph (b), deactivate the GBR VLF radio station by deselecting 58 as follows: (i) Turn the CDU function select switch to the TEST position. (ii) Press the CLR (clear) function on the data keyboard. (iii) Key 58 into the left window on CDU. (iv) Press the ENT (enter) function on the data keyboard. (v) Press CLR (clear), O, ENT (enter) functions on the data keyboard. (vi) Verify the leftwindow on the CDU displays "58 OFF" and the right window displays a single digit and the letter "O." (b) Within 90 days after the effective date of this AD, remove the Tracor TA-7800 RPU P/N's 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 851001 or 851002, and replace with Tracor TA-7800 RPU P/N's 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 890201 or 890202 respectively. (1) Verify the software identification numbers as follows: (i) Turn the function select switch on the CDU panel to the TEST position. (ii) Press CLR (clear), 19, ENT (enter) on the data keyboard. (iii) Verify program No. 890201 or 890202 in the right-hand display of the CDU. NOTE: Software program Nos. 890201 and 890202 replace software program Nos. 851001 and 851002, respectively. (2) Add the software verificationtest procedure specified in (b)(1)(iii) above to the Limitations Section of the related FAA-approved Airplane Flight Manual Supplement (AFMS). This may be accomplished by inserting a copy of this AD in the AFMS Limitations Section. (3) After verification of the software specified in (b)(1)(iii) above has been completed satisfactorily, remove and discard the "DESELECT 58 PRIOR TO EACH FLIGHT" placard. (4) Replace the Tracor TA-7800 pilot guide, publication T7800-3A, Revisions 1 through 5, with Tracor publication T7800-3A, Revision No. 6, dated April 14, 1989, which lists software program Nos. 890201 and 890202. NOTE: A revised pilot guide will be supplied by Tracor and shipped with each reworked receiver processor unit. (c) In accordance with FAR Section 43.9, make a log book entry which shows compliance with this AD. (d) An alternate means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Special Program Office, Aircraft Certification Service, FAA, Southwest Region, Fort Worth, Texas 76193-0190. (e) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. This amendment (39-6527, AD 90-05-09) becomes effective on April 4, 1990.
92-04-05: 92-04-05 BOEING: Amendment 39-8176. Docket 91-NM-193-AD. \n\n\tApplicability: Model 747 series airplanes; line numbers 1 through 856 except line numbers 679 and 685; certificated in any category. \n\n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent an Auxiliary Power Unit (APU) pneumatic duct from contacting the elevator control rod in the event of a duct rupture, which could damage the elevator control system and result in a reduced ability to control the pitch of the airplane, accomplish the following: \n\n\t(a)\tInstall an APU pneumatic duct restraint in accordance with Boeing Alert Service Bulletin 747-36A2087, dated June 6, 1991. \n\n\t(b)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\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\t(d)\tThe installation shall be done in accordance with Boeing Alert Service Bulletin 747-36A2087, dated June 6, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(e)\tThis amendment (39-8176, AD 92-04-05) becomes effective on March 26, 1992.
2021-25-11: The FAA is superseding Airworthiness Directive (AD) 78-02-03, which applied to all Piper Aircraft, Inc. (Piper) Model PA-23-250 airplanes. AD 78-02-03 required repetitively inspecting the stabilator tip tube and weight assemblies for cracks, inspecting for missing rivets and screws, replacing the forward rib/horn assemblies, and reinforcing the mounting. Since AD 78-02-03 was issued, Piper developed a newly-designed stabilator, which is not subject to the unsafe condition, and revised its service information. This AD retains the actions of AD 78-02-03, but reduces the applicability and requires the actions in the revised service information. The FAA is issuing this AD to address the unsafe condition on these products.
90-26-06: 90-26-06 SAAB-SCANIA: Amendment 39-6833. Docket No. 90-NM-161-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 138, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the horizontal stabilizer, accomplish the following: A. Prior to the accumulation of 16,000 landings or within 90 days after July 13, 1990 (the effective date of AD 90-12-12, Amendment 39-6628), whichever occurs later, accomplish the following: 1. Perform an eddy current inspection to detect cracks in the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55- 013, dated December 1, 1989. If cracks are detected, repair prior to further flight, in accordance with the service bulletin. 2. Reinforce the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55-013, dated December 1, 1989. B. Prior to the accumulation of 16,000 landings, or within 90 days after the effective date of this AD, whichever occurs later, accomplish the following in accordance with the Accomplishment Instructions in SAAB-Scania Service Bulletin 340-55-027, dated June 28, 1990, or Revision 1, October 10, 1990. 1. Remove the left and right drag angles and associated shims. 2. Perform a visual and dye penetrant inspections of the drag angle attaching holes; if cracks are found, repair prior to further flight. 3. Install new drag angles and associated shims. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrenceto 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 SAAB-Scania AB, Produce Support, S-581.88, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-26-06 supersedes AD 90-12-12, Amendment 39- 6628. This amendment (39-6833, AD 90-26-06) becomes effective on January 16, 1991.
78-01-14: 78-01-14 CESSNA: Amendment 39-3123. Applies to Model 182 Series (S/N's 18260797 thru 18265965) plus all other Cessna Model 182 Series incorporating ELT installations accomplished in accordance with Cessna Service Letter SE73-41 dated December 12, 1973, and Kits AK-150-97 or AK-150-104 or Kits AK-150-110 and AK-172-190 which were supplied by Cessna when Kits AK-150-97 and 150-104 were discontinued. Compliance: Required as indicated unless already accomplished. To preclude the possibility of an in-flight fire due to a loose ELT antenna coaxial cable connector making contact with the terminals of the battery relay and thereby shorting the electrical power to ground, within the next 100 hours time-in-service after the effective date of this AD or by March 15, 1978, whichever occurs first, accomplish the following: A) Install P/N 0712765-1 plastic guard over the P/N S1579 battery relay, or on those Cessna Model 182 airplanes not utilizing a P/N S1579 battery relay install two P/N MS25171-1S and two P/N MS25171-4S rubber nipple covers on the battery relay terminal in those airplanes, in accordance with Cessna Service Letter SE-77-41, dated November 7, 1977, or later approved revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective January 23, 1978.
77-22-03: 77-22-03 LOCKHEED: Amendment 39-3063. Applies to all Model 1329-23A and Model 1329-23D airplanes, serial numbers 5001 through 5092, 5094 through 5096 and 5121; all Model 1329-23E airplanes, serial numbers 5093, 5097 through 5120 and 5122 through 5162; and all Model 1329-25 airplanes, serial numbers 5201 through 5221. Compliance is required as indicated, unless already accomplished. To prevent failure of the reinforcing doubler and ring segment for the lower VHF antenna, accomplish the following: On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes, within the next 25 hours flying time, inspect for cracks in the reinforcing doubler and ring segment for the lower VHF antenna in accordance with Service Bulletin 329-281 or later FAA approved revision. If cracks are found, before further flight, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes on which cracks are not found, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-25 airplanes, serial numbers 5201 through 5221, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329II-53-6 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective October 28, 1977.
2010-16-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found the occurrence of corrosion on the Auxiliary Power Unit (APU) mounting rods that could cause the APU rod to break, affecting the APU support structure integrity. APU support structure failure could result in loss of power of the APU and possible loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-04-15: We are adopting a new airworthiness directive (AD) for the products listed above. 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: The aileron hinges and the stabilizer are fastened with steel tube rivets and brass tube rivets. During a complete overhaul, broken brass tube rivets have been detected. It has been determined that, due to production quality issue, the upset heads of the brass tube rivets could break under normal load conditions. This condition, if not corrected, could possibly lead to loss of control of the powered sailplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-15-02: 76-15-02 ALEXANDER SCHLEICHER: Amendment 39-2674. Applies to Rhonlerche II gliders, all serial numbers, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks in the welded area between the flight control horizontal torsion tube and the front control stick mount and to prevent front control stick separation from the mount, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD visually inspect with a 5 power magnifier the welded area between the flight control horizontal torsion tube and the front control stick mount in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (b) If a crack is found in performing the inspection required by paragraph (a) of this AD, prior to further flight, repair cracks and reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (c) If no crack is found in performing the inspection required by paragraph (a) of this AD, within the next 100 hours time in service after the effective date of this AD, reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. This amendment becomes effective August 2, 1976.
94-15-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Aerospatiale Model ATR72 series airplanes. This action requires inspections to detect damage, corrosion, or cracking of the hinge pin on each shock absorber on the main landing gear (MLG), and repair or replacement of the pins, if necessary. This amendment is prompted by reports of rupture of certain hinge pins due to stress corrosion of the pins in the shock absorber on the MLG on Model ATR72 series airplanes. The actions specified in this AD are intended to prevent loss of the MLG during a hard landing due to malfunction of the shock absorber on the MLG.