Results
82-24-04: 82-24-04 MCDONNELL DOUGLAS: Amendment 39-4500. Applies to McDonnell Douglas Model DC-9-30, -50, and -80 series airplanes including C-9B airplanes, with manufacturer's serial numbers 48002 through 48020, 48024 through 48059, 48062, 48063, 48066 through 48074, 48079, 48080, 48083, 48086, 48087, 48092 through 48151, 48154 through 48159, 49100, 49101, 49112, 49113, and 49116 through 49119. \n\n\tCompliance required within 30 days from the effective date of this AD, unless already accomplished. \n\n\tTo assure proper functioning of the horizontal stabilizer leading edge de-icing system, accomplish the following: \n\n\tA.\tAccomplish the inspection, and if necessary, take the corrective action specified in the Accomplishment Instructions of McDonnell Douglas DC-9 Alert Service Bulletin A30-50, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tAffected DC-9 airplanes may be operated after 30 days following the effective date of this AD, and prior to the accomplishment of Paragraph (A), above, under the following conditions: \n\n\t\t1)\tThey are not operated into known icing conditions; and \n\n\t\t2)\tA placard is installed in full view of the pilots which reads: "Flight into known icing conditions is prohibited." \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 the requirements of this AD. \n\n\tThe 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis amendment becomes effective November 23, 1982.
2008-08-02: We are adopting a new airworthiness directive (AD) for all Boeing Model 727 airplanes. This AD requires repetitive inspections for cracking or corrosion of the threaded end of the lower segment of the main landing gear (MLG) side strut, and corrective actions if necessary. This AD also requires prior or concurrent inspection for cracking or corrosion of the threads and thread relief area of the lower segment, corrective action if necessary, and re-assembly using corrosion inhibiting compound. This AD results from reports of the threads cracking on the MLG side strut lower segment. We are issuing this AD to \nprevent a fractured side strut, which could result in collapse of the MLG.
84-02-02: 84-02-02 AVIONS MARCEL DASSAULT - BREQUET AVIATION: Amendment 39-4796. Applies to all Falcon 10 series airplanes certificated in all categories. To prevent failure of the wing leading edge slat anti-icing system, accomplish the following within the next 50 hours time in service or 30 days after the effective date of this AD, whichever occurs later, unless already accomplished. A. Inspect, repair, and modify the wing leading edge slat anti-icing system in accordance with Avions Marcel Dassault-Brequet Aviation Service Bulletin F10/0239, dated September 14, 1983. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 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 inspections and/or modifications required by this AD. This supersedes Amendment39-4423 (47 FR 32699, July 29, 1982), AD 82-16-01. This amendment becomes effective January 31, 1984.
79-25-09: 79-25-09 HAMILTON STANDARD: Amendment 39-3637. Applies to all Hamilton Standard 24PF propellers, P/N 764995-1, 764996-2, 764996-3, 767600-2, and 767600-3, incorporating P/N 738410-1 bell cranks and P/N 738405-1 pivots. Compliance required as indicated. To preclude fracture of the P/N 738410-1 bell crank and P/N 738405-1 pivot due to cyclic loading, replace the bell cranks and the pivots in accordance with the following schedule: 1. Bell cranks and pivots with less than 2,600 hours time in service as of the effective date of this AD shall be removed from service prior to the accumulation of 3,000 hours time in service. 2. Bell cranks and pivots with 2,600 hours or more time in service as of the effective date of this AD shall be removed from service prior to the accumulation of 400 additional hours time in service. This AD establishes a 3,000 hour life limit for bell crank P/N 738410-1 and pivot P/N 738405-1. NOTE: Hamilton Standard Service Bulletin HSCode 24PF, No. 13, "Propellers - Extension Dome Assembly - Replacement of Bell Crank and Bell Crank Pivots," dated August 15, 1979, pertains to this subject. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, New England Region, may adjust the replacement interval specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective December 24, 1979.
2008-06-29: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections of the downstop assemblies on the main tracks of the No. 2, 3, 4, and 5 slats and the inboard track of the No. 1 and 6 slats to verify if any parts are missing, damaged, or in the wrong order. This AD also requires other specified actions, and related investigative and corrective actions if necessary. This AD results from reports of fuel leaking from a puncture in the slat track housing (referred to as the "slat can''). We are issuing this AD to detect and correct loose or missing parts from the main slat track downstop assemblies, which could puncture the slat can and result in a fuel leak and consequent fire.
64-07-04: 64-07-04 LOCKHEED: Amdt. 705 Part 507 Federal Register March 14, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G and 1049H Series Aircraft. Compliance required as indicated. (a) To insure that the bolts in the parallelogram linkages of the primary flight control boost systems remain secured and safetied, accomplish the following within 400 hours' time in service after the effective date of this AD, unless previously accomplished. (1) Replace the five castellated nuts in each of the four parallelogram linkages between the boost valve and boost mechanism of each of the boost systems with self-locking castellated nuts and cotter pins using MS-17825(WEP) in lieu of AN 310 nuts and MS- 17826(WEP) in lieu of AN 320 nuts or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (2) All torque requirements that applied to the AN 310 and 320 castellated nuts also apply to the MS-17825(WEP) and MS-17826(WEP) self-locking castellated nuts, respectively. (b) Replace the self-locking castellated nuts with new self-locking castellated nuts prior to exceeding the reusability limits specified by the nut manufacturer. (Lockheed Service Information Letter 514, dated November 27, 1963, covers this same subject.) This directive effective April 14, 1964.
2008-06-26: 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: One A320 operator has reported a disbond on the composite rudder control rod. Investigations conducted by the supplier revealed that this disbond is due to an incorrect low volume of resin in the fibre composite. The supplier and AIRBUS have confirmed that some rudder control rods installed on A330 and A340-200/-300 aircraft before delivery or delivered as spare are also affected by this defect. Rudder control rod rupture can lead, in the worst case, in combination with a yaw damper runaway to an unsafe condition. * * * * * The unsafe condition is reduced control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
71-02-06: 71-02-06 MCDONNELL DOUGLAS: Amdt. 39-1148. Applies to DC-8/DC-9 series airplanes utilizing Douglas P/N 4750048-501 or -502 emergency evacuation slide girt bar latch assemblies incorporating a cadmium plated pivot pin. \n\n\tCompliance required within the next 500 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failures in the deployment of the emergency evacuation slide, accomplish the following: \n\n\t(a)\tModify DC-8 series airplanes in accordance with Douglas Aircraft Company Service Bulletin No. 25-183, dated July 11, 1969, or later FAA approved revisions, and \n\n\t(b)\tModify DC-9 series airplanes in accordance with Douglas Aircraft Company Service Bulletin No. 25-150, Revision 1, dated October 14, 1969, or later FAA approved revisions, or \n\n\t(c)\tAn equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective February 26, 1971.
2008-05-16: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (ECF) Model EC130 B4 helicopters that requires, within 110 hours time-in-service (TIS), modifying and testing the wiring of the battery overheat sensing circuit. This amendment is prompted by a malfunction in the battery overheat sensing circuit found during a scheduled inspection. The actions specified by this AD are intended to correct the connection of the thermal switch to the cockpit indicator light, to notify the flight crew of an overheated battery, and to prevent a thermal runaway of the battery, an in-flight fire, and subsequent loss of control of the helicopter.
84-04-02: 84-04-02 AIRBUS INDUSTRIE: Amendment 39-4816. Applies to Model A300 B2 and B4 series airplanes, that have not incorporated modification No. 1642, described in Airbus Industrie Service Bulletin A300-55-017, Revision 3, dated November 5, 1979. Compliance is required as indicated, unless already accomplished. To detect cracks in the upper machined skins of the lefthand, righthand, and center spar boxes of the horizontal stabilizer, and to prevent the possible structural failure of the horizontal stabilizer, accomplish the following: A. Prior to the accumulation of 12,000 hours time in service, or within the next 300 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, inspect the upper skins of the horizontal stabilizer's lefthand, righthand, and center spar boxes in accordance with the instructions in paragraph 2.B inspection, of Airbus Industrie Service Bulletin A300-55-022, Revision 1, dated March 28, 1979. B.Repeat the inspection required in paragraph A. of this AD at intervals not exceeding 3,000 hours total time in service from the last inspection until the aircraft has accumulated 21,000 hours total time in service. After 21,000 hours total time in service have been accumulated, perform the inspection required in paragraph A. of this AD at intervals not exceeding 1,500 hours time in service from the last inspection. C. If cracks are found during the inspections required by paragraphs A. or B. of this AD, perform inspections and repairs in accordance with the Modification, Inspection and Repair Alternatives Flow Chart in Figure 1 of the Service Bulletin and continue the inspection required by paragraphs A. or B. D. Incorporation of Airbus Industrie Modification 1642 constitutes terminating action to the requirements of this AD. E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. F. 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. This amendment becomes effective March 28, 1984.
2008-06-10: We are adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires repetitive detailed inspections for cracking of the left side and right side frame and reinforcement angles at fuselage station (FS) 640 between stringer 9 and stringer 12, and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD results from reports that cracks have been discovered on the frame and reinforcement angles at FS 640. We are issuing this AD to detect and correct cracking of the frame, which could lead to failure of the fuselage structure and possible loss of the airplane.
65-24-03: 65-24-03 FAIRCHILD: Amdt. 39-147 Part 39 Federal Register October 8, 1965. Applies to Model F-27 Series Airplanes. Compliance required as indicated. (a) For airplanes repaired in accordance with Fairchild Service Bulletin 51-2 within the last 575 hours' time in service before the effective date of this AD, comply with (c) and (d) beginning within 600 hours' time in service after the repair. (b) For airplanes not repaired in accordance with Fairchild Service Bulletin 51-2 within the last 575 hours' time in service before the effective date of this AD, comply with (c) and (d) beginning within the next 25 hours' time in service after the effective date of this AD. (c) Inspect in accordance with Service Bulletin 51-2, Revision 8, dated September 23, 1966, including Supplements 001 through 011 or later additional supplements and revisions approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or in accordance with an equivalent inspection program approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) If cracks are found or if repaired cracks are found to be propagating, replace the cracked part with a part of the same part number or an FAA-approved equivalent, or incorporate an FAA Engineering approved repair before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. (e) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This supersedes AD 63-16-3. This directive effective November 7, 1965. Revised April 4, 1967
2008-05-04: 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: [A]ll permanent fuselage skin * * * and lap joint doubler * * * repair principles published in the SRM (Structural Repair Manual) * * * have been replaced with Oct/05 Revision by updated, simplified and harmonized repair principles. These updates led to the de-validation of some repairs and to reassess the repair inspection requirements. This situation if not corrected, can affect the aircraft structural integrity with a possible risk of decompression. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-02-12: We are adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model 717-200 airplanes. This AD requires modification of the conduit for the forward boost pump of the center fuel tank. This AD results from the finding that a potential chafing condition exists in the volute assembly of the forward boost pump for the center fuel tank. We are issuing this AD to prevent chafing of the fuel boost pump wiring that could lead to arcing to the inside of the 45-degree angle fitting, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2008-04-22: 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: Reports have been received from Fokker 100 (F28 Mark 0100) operators where the crew experienced difficulties with roll control. Analysis suggests that these phenomena are due to frozen water on the aileron pulleys that are installed on the Center Wing Spar and located in the Main Landing Gear (MLG) wheel bays. Investigation has confirmed that improper closure of the aerodynamic seals of the wing-to-fuselage fairings above the MLG wheel bays can cause rainwater, wash-water or de-icing fluid to leak onto the affected aileron pulleys. This condition, if not corrected, can lead to further incidents of frozen water on aileron pulleys during operation of the aircraft, resulting in restricted roll control and/ or higher control forces. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
85-09-05: 85-09-05 AIRBUS INDUSTRIE: Amendment 39-5049. Applies to Models A300 B2 and B4 series airplanes, certificated in all categories. To detect failure of the trim actuators for the horizontal stabilizers, accomplish the following, unless previously accomplished: A. Within 120 days after the effective date of this AD or upon reaching 4,000 flight hours time in service, whichever occurs later, perform a jamming detection test on actuators, part numbers: CHA723-30XX, CHA723-20XX, and CHA723-010 through CHA723-018, in accordance with the accomplishment instructions of Airbus Industrie (AI) Service Bulletin A300- 27-132, Revision 4, dated October 30, 1981. Any actuator that malfunctions during the jamming detection tests must be replaced before further flight. B. Repeat the jamming detection test of paragraph A., above, as follows: (1) On actuators, part numbers CHA723-30XX and CHA723-20XX, at intervals not to exceed 1,000 flight hours; and (2) On actuators, part numbers CHA723-010 through CHA723-018, at intervals not to exceed 550 flight hours. C. Within 120 days after the effective date of the AD or prior to the accumulation of 7,500 flight hours, whichever occurs later, overhaul actuators, part numbers CHA723-20XX and CHA723-010 through CHA723-018, and replace certain actuator's pinions and needle bearings listed in Lucas Aerospace (LA) Service Bulletin 723-27-584, dated January 5, 1980. D. Within 120 days after the effective date of this AD or prior to the accumulation of 6,500 flight hours, whichever occurs later, perform an endoscopic inspection on actuators, part numbers CHA723-010 through CHA723-018, in accordance with the instructions of AI Service Bulletin A300-27-130, Revision 2, dated October 10, 1980, and LA Service Bulletin 723-27-582, Revision 1, dated July 27, 1979. E. Upon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. F. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. G. 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 these documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Centreda, Avenue Didier Daurat, 31700 Blagnac, France. These documents may also be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective June 6, 1985.
2008-04-19: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
82-21-03: 82-21-03 MITSUBISHI HEAVY INDUSTRIES, LTD., (MHI): Amendment 39-4472. Applies to MU-2B/-10/-15/-20/-25 (Serial Numbers 005 thru 238), MU-2B-30 (Serial Numbers 502 thru 547), and MU-2B-36 (Serial Number 501) airplanes certificated in any category. (This AD does not apply to MU-2B airplanes having serial numbers with the suffix "SA.") COMPLIANCE: Required as indicated unless already accomplished. To ensure correct engine fire detection and DC power emergency relay wiring, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: a) Inspect and, if necessary, repair the engine fire detecting and DC power emergency relay circuits as prescribed in Sections I and II of MHI Service Bulletin 187, dated May 27, 1982. b) Aircraft may be flown in accordance with FAR 21.197 to a maintenance facility where this inspection can be accomplished. c) An alternate means of compliance with this AD may be used when approved by the Manager,Honolulu Aircraft Certification Field Office, Northwest Mountain Region, Federal Aviation Administration, 300 Ala Moana Boulevard, Honolulu, Hawaii 96850. This amendment becomes effective on October 14, 1982.
2008-04-10: We are adopting a new airworthiness directive (AD) for all Boeing Model 727 airplanes. This AD requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. This AD also requires the initial inspection of a certain repetitive AWL inspection to phase in that inspection, and repair if necessary. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
83-10-02: 83-10-02 BRITISH AEROSPACE: Amendment 39-4651. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. For airplanes fitted with pilots windshield No. 1, left and right-hand part numbers AB31A705 and AB31A706 respectively, produced in 1979 and 1980 with serial numbers beginning with 9-H and 0-H, manufactured by P.P.G. Industries, Inc., accomplish the following, unless already accomplished: A. Check the bus-to-bus electrical resistance of the windshield NESA coat within the next 200 hours time in service or 28 days, whichever occurs first, after the effective date of this AD in accordance with paragraph 2.1 of the Accomplishment Instructions of British Aerospace Alert Service Bulletin 56-A-PM5836, dated March 19, 1982. NOTE: If windshield is replaced with another windshield produced in 1979 or 1980, repeat paragraph A after 200 hours time in service but not later than 300 hours time in service on the replacement windshield. B. Accomplish the actions of paragraph 2.2, 203, or 2.4 of the service bulletin based upon the resistance values obtained in the check done in paragraph A. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 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. This amendment becomes effective May 31, 1983.
2008-03-17: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, the FAA has published Special Federal Aviation Regulation 88 (SFAR88) in June 2001. In their Letters referenced 04/00/02/07/01-L296 dated March 4th, 2002 and 04/00/02/07/03-L024, dated February 3rd, 2003, the JAA (Joint Aviation Authorities) recommended the application of a similar regulation to the National Aviation Authorities (NAA). Under this regulation, all holders of type certificates for passenger transport aircraft with either a passenger capacity of 30 or more, or a payload capacity of 7,500 pounds (3402 kg) or more, which have received their certification since January 1st, 1958, are required to conduct a design review against explosion risks. The unsafe condition is the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-24-01: The FAA is adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Model 400A series airplanes. This AD requires inspecting the galley cabinets to determine if a certain part number is installed or if a certain size of wire already exists, and doing related investigative/corrective actions if necessary. This AD results from reports of undersized, and consequently unprotected, wire in the galley cabinets. We are issuing this AD to prevent overheating of wire insulation and consequent fire or smoke in the airplane cabin.
83-22-51: 83-22-51 DeHAVILLAND: Amendment 39-4865. Applies to DeHavilland Model DHC-7 airplanes Serial Numbers 3 through 27 certificated in all categories fitted with wing fuel tank covers P/N's 75710059-007 thru -014 (Inner) and P/N's 75711708-003 thru -006 (Middle). To detect failure of the bonding which could result in a loss of strength and stiffness of the wing, accomplish the following within the next 10 hours time in service, unless previously accomplished within the past 490 hours and thereafter at intervals not to exceed 500 hours time in service from the last inspection: A. Inspect the upper surfaces of the wing inner and mid fuel tank covers P/N 75710059-007 thru -014 and P/N 75711708-003 thru -006, respectively, for a bond failure between the skin and honeycomb core by: 1. Using a calibrated portable ultrasonic tester over the total upper surface of each cover; or 2. Conducting a coin test (at approximately one inch intervals) over the total upper surface of each cover. (The coin test detects unbonded areas by the change in audible response when the surface is systematically tapped with a coin.) NOTE: Tests may be accomplished with covers installed on aircraft. B. Replace covers found to have unbonded surfaces with serviceable covers prior to further flight. C. The repetitive inspections required by this AD may be terminated upon the installation of fuel tank covers P/N 7Z4096-001 (Inner) and P/N 7Z4097-001 (Middle). D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective May 29, 1984, and was effective earlier to those recipients of telegraph AD T83-22-51, dated October 27, 1983.
2008-03-04: 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: [T]he FAA has published SFAR 88 (Special Federal Aviation Regulation 88). * * * Under this regulation, all holders of type certificates for passenger transport aircraft * * * are required to conduct a design review against explosion risks. The replacement of some types of P-clips and improvement of the electrical bonding of the equipment in the fuel tanks are rendered mandatory by this AD. The unsafe condition is damage to wiring in the wing, center, and trim fuel tanks, due to failed P-clips used for retaining the wiring and pipes, which could result in a possible fuel ignition source in the wing, center, or trim fuel tanks. We are issuingthis AD to require actions to correct the unsafe condition on these products.
89-26-10: 89-26-10 McCAULEY ACCESSORY DIVISION, Cessna Aircraft Company: Amendment 39-6398. Applicability: McCauley Accessory Division, Cessna Aircraft Company Model 1A103/TCM6958 fixed- pitch propellers installed on, but not limited to Cessna Aircraft Company Models 152 and A152 and Reims Aviation S. A. Models F152 and FA152 aircraft. Affected propeller serial numbers are 770001 through 777390 and BC-001 up to, but not including JA001. Compliance: Required within the next 100 hours time in service after the effective date of this AD, or before the accumulation of 1200 hours time in service, whichever occurs later, unless already accomplished. To prevent possible fatigue cracks that can lead to blade separation near the hub, which could subsequently lead to engine separation and loss of aircraft control, accomplish the following: (a) Inspect and rework the hub bolt holes adjacent to the leading edge of the propeller blade and the propeller blade-to-hub forward face transition area in accordance with McCauley Accessory Division Service Bulletin 169C, dated September 22, 1989. NOTE: Previous compliance with McCauley Accessory Division Service Bulletin 169B, accomplished prior to the effective date of this AD, does constitute compliance with the requirements of this AD. (b) Remove from service prior to further flight any propeller which, after initial or final inspection following rework, shows evidence of cracks or other unairworthy conditions as described in McCauley Service Bulletin 169C, dated September 22, 1989. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance time specified in this AD may be approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, Small Airplane Certification Directorate, Aircraft Certification Service, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This amendment (39-6398, AD 89-26-10) becomes effective on January 31, 1990.