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83-06-02: 83-06-02 MCDONNELL DOUGLAS: Amendment 39-4588. Applies to McDonnell Douglas Model DC-9-80 series airplanes fuselage numbers through 1086, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible discharge of fire extinguishing agent into an unselected area, accomplish the following within 300 flight hours time in service after the effective date of this AD: \n\n\tA.\tInspect for proper installation of electrical connection of plugs P1-70, P1-71, and P1-72 to Firex bottle No.1 and plugs P1-73, P1-74, and P1-75 to Firex bottle No. 2 and inspect for proper clamping method and correct if necessary, in accordance with McDonnell Douglas DC-9-80 Alert Service Bulletin A26-13, dated February 2, 1983, or Revision 1, dated February 3, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\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\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\tAll 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 the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective April 4, 1983.
2019-07-07: We are adopting a new airworthiness directive (AD) for various Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK117 and Model BO-105 helicopters. This AD requires removing the swashplate bellows (bellows) and repetitively inspecting the swashplate assembly. This AD was prompted by reports of loose and missing clamps installed on bellows. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
83-18-01: 83-18-01 AIR TRACTOR: Amendment 39-4717. Applies to Model AT-300, AT-301, AT-302 (Serial Numbers 0001 through 0240) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the vertical fin front spar fuselage attach fittings, accomplish the following: a) On airplanes having less than 2,000 hours time-in-service on the effective date of this AD, within the next 25 hours time-in-service, or 100 hours time-in-service since the last inspection per Snow Engineering Company Service Letter No. 26, dated February 2, 1978, whichever occurs later, and within each 100 hours time- in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Company Service Letter No. 26, dated February 2, 1978. b) On airplanes having more than 2,000 hours time-in-service on the effective date of this AD within the next25 hours time-in-service, or 50 hours time-in-service since compliance with paragraph a), or the last inspection per Snow Engineering Company Service Letter No. 26 dated February 2, 1978, whichever occurs later, and each 50 hours time-in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Service Letter No. 26, dated February 2, 1978. c) Prior to further flight, replace any cracked fittings found during the inspections required by paragraphs a) and b) of this AD with a new 10398-3 fitting in accordance with Snow Engineering Company Service Letter No. 47, dated February 12, 1983. d) On or before December 31, 1983, or upon reaching 2,000 hours time-in-service, whichever occurs later, replace existing sheet metal vertical fin front spar fuselage attach fittings with a new part number 10398-3 fitting, in accordance with Snow Engineering Company Service Letter No. 47 dated February 12, 1983. e) The other requirements of this AD are no longer required when the 10398-3 fittings are installed. f) The interval between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. g) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. h) Any equivalent means of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Division, ASW-100, FAA, P.O. Box 1689, Fort Worth, Texas 76101. This amendment becomes effective on September 6, 1983.
88-20-04: 88-20-04 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-6030. Applies to Model G-IV airplanes, serial numbers 1000 through 1059, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of engine power while flying in icing conditions, accomplish the following: A. Within 48 hours after the effective date of this AD, insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) and alert flight crews. This may be accomplished by inserting a copy of this AD in the AFM: "Flight into known or forecast icing conditions not approved." B. Within 48 hours after the effective date of this AD, install placards in front of each pilot's station and in clear view, stating: "FLIGHT INTO KNOWN OR FORECAST ICING CONDITIONS NOT APPROVED" NOTE: The placards may be fabricated of suitable material, with 1/8" minimum height lettering. C. Prior to flight into known or forecast icing conditions, modify the crew alerting system and the anti-ice system, in accordance with Gulfstream Aircraft Service Change ASC-51A, dated May 12, 1988. When this is accomplished, the AFM limitation and placards required by paragraph A., above, may be removed. D. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request for alternate means of compliance should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Maintenance Inspector (PMI), as appropriate, who may add any comments and then send it to the Manager, Atlanta Aircraft Certification Office. E. 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 information from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This Amendment, 39-6030, becomes effective October 13, 1988.
2019-06-06: We are adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500 turbofan engine models. This AD requires initial and repetitive borescope inspections (BSIs) of the diffuser case M-flange and, if it fails the inspection, replacement of the diffuser case with a part eligible for installation. This AD was prompted by a crack found at the diffuser case M-flange during overhaul inspection. We are issuing this AD to address the unsafe condition on these products.
63-13-05: 63-13-05 VERTOL: Amdt 578 Part 507 Federal Register June 22, 1963. Applies to All Model 107-II Helicopters, Serial Numbers 2 and Up. Compliance required as indicated. As a result of fatigue cracks which have occurred in service on the aft rotor vertical drive shaft and a fatigue failure of the mixing gearbox collector gear during bench testing, accomplish the following: (a) Replace before further flight, all forward rotor transmission shafts and carrier assemblies P/N's 107D1259-1, -3 or -5 and the aft rotor drive shafts extensions P/N's 107D3147-1 or -3 which have accumulated 150 or more hours' time in service as of the effective date of this AD. Thereafter, all shafts shall be retired from service prior to the accumulation of 150 hours' time in service, except that those modified by the manufacturer to the later designs may have the service life as designated for the particular design in paragraphs (c)(1) or (c)(2) as applicable. (These components are subunits ofthe P/N's 107D1210 and 107D3011 shaft assemblies respectively.) (b) At not more than 150 hours total time in service or 8 hours of gearbox cumulative single engine time, whichever occurs first, retire from service collector gear P/N 107D2066-4 (shot peened). If replacement gear is same part number, same retirement time applies. If improved design gear P/N 107D2066-10 is installed, the above retirement time does not apply. If P/N 107D2066-10 gear is installed change mixing gearbox to P/N 107D2003-10. Recording of accumulated single engine time is to be continued. (c) (1) Replace before further flight, all forward transmission rotor shaft and carrier assemblies P/N's 107D1259-6 and 107D1259-8 which have accumulated 2,500 or more hours' time in service as of the effective date of this AD. Thereafter, all such shafts are to be retired from service prior to the accumulation of 2,500 hours' time in service. (These components are subunits of planetary assemblies P/N's 107D1210-5 and -6 respectively.) (2) Replace before further flight, all aft rotor drive shaft extensions P/N's 107D3147-4 and 107D3147-6 which have accumulated 1,500 hours' time in service as of the effective date of this AD. Thereafter all such shafts are to be retired from service prior to the accumulation of 1,500 hours' time in service. (These components are subunits of aft shaft assemblies P/N's 107D3011-4 and -5 respectively.) NOTE: Although P/N's 107D1259-6, -8 and 107D3147-4, -6, were not covered by AD 62-17-07 as amended, they are FAA engineering approved shafts equivalent to 107D1259-1, -3, - 5 and 107D3147-1, -3 respectively and originally had the same service life limits as those shafts. (Vertol Service Bulletins Nos. 107-3 (R-3) and 107-2 cover these subjects.) This supersedes AD 62-17-07. This directive effective July 3, 1963.
88-23-04: 88-23-04 CESSNA: Amendment 39-6133. Final copy of Priority Letter AD which was effective November 16, 1988. Applicability: Model 650 series airplanes; Serial Numbers 650-0094, 650-0096, 650- 0100 through 650-0103, 650-0105 through 650-0107, 650-0117, 650-0120, 650-0123, 650-0125 through 650-0129, 650-0131 through 650-0159, 650-0161, and 650-0162; certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent elevator flutter, accomplish the following: A. Prior to further flight, incorporate the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD, or the Temporary AFM Change included as part of the Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988, into the AFM: "Enroute Operations Limits: 45,000 ft. Maximum Calibrated Operating Altitude." B. Within the next 100 flight hours time-in-service or 60 daysafter the effective date of this AD, whichever occurs sooner, remove both elevators from the airplane and check for proper balance, in accordance with Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988. Elevators not meeting proper balance specifications must be rebalanced, prior to further flight, in accordance with the Accomplishment Instructions of the service bulletin. C. Accomplishment of the requirements of paragraph B., above, constitutes terminating action for the requirements of paragraph A., above, and the AFM revision may be removed. D. 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, Wichita Aircraft Certification Office, FAA, Central Region. E. 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 may obtain copies of the applicable service information from Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. This material may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Wichita Aircraft Certification Office, FAA, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This AD was effective earlier to all recipients of Priority Letter AD 88-23-04 issued November 16, 1988. This amendment (39-6133, AD 88-23-04) becomes effective February 21, 1989.
2019-03-22: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service findings that a cotter pin at the main fitting joint of the nose landing gear (NLG) retraction actuator to the NLG strut showed evidence of shearing after an NLG retraction-extension cycling. This AD requires revision of the existing maintenance or inspection program, as applicable, a general visual inspection for damage of a certain cotter pin present on certain configurations of the NLG strut assembly and for the [[Page 8592]] modification number shown on the identification plate for the NLG strut, and modification of the NLG retraction actuator hardware on any damaged NLG strut assembly. We are issuing this AD to address the unsafe condition on these products.
64-02-05: 64-02-05 LOCKHEED: Amdt. 669 Part 507 Federal Register January 10, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G, 1049H and 1649A Series Aircraft That Do Not Incorporate the Overhead Crew Hatch Provided for in Flying Tiger Line Supplemental Type Certificate SA4-948 or FAA Approved Equivalent. Compliance required as indicated. (a)(1) To eliminate the possibility of jamming the crew door, accomplish the following within 325 hours' time in service after the effective date of this AD, unless previously accomplished. (2) Permanently deactivate the openable window in the crew door by bolting the window shut or by deactivating the window operating mechanism, or modify the window operating mechanism by incorporating the modification provided for in Gamco Precision Supplemental Type Certificate SA546WE or a modification approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region, such that the open window will not interfere with the opening of the crew door. Supplemental Type Certificate SA546WE is not applicable to crew door windows previously modified for smoke evacuation purposes. NOTE: - Gamco Precision, 10021 LaTuna Canyon, Sun Valley, California, the holder of STC SA546WE, may be contacted for information regarding the kit for this modification. (b) A number of crew door windows on aircraft that do not incorporate the overhead hatch provided for in STC SA4-948 or FAA approved equivalent have been modified for use in evacuating smoke from the flight station. When these windows are deactivated in compliance with this AD, delete section 3-31.1 of the FAA approved Airplane Flight Manual (Lockheed Report 11020) and reinsert section 3-31 which is applicable to the affected aircraft. This directive effective January 10, 1964.
81-14-07 R1: 81-14-07 R1 BRITISH AEROSPACE, AIRCRAFT GROUP: Amendment 39-4153 as amended by Amendment 39-4738. Applies to Model BAC 1-11 200 and 400 Series airplanes, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible failures of flap track attachment brackets, accomplish the following: (a) Inspect flap track attachment brackets (hereinafter referred to as brackets) for cracks at flap track location 4 (LH) which do not have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which do not have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafterat intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 8,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (b) Inspect brackets for cracks at flap track location 4 (LH) which have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the brackets were modified after the original manufacture (i.e., Modification 57-PM4948 Part (a) or (b)), within the next 300 landings after the effective date of this AD, or before the accumulation of 5,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM4948 Part (c) or (d)), within the next 300 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (c) Inspect brackets for cracks at flap track location 2 (LH and RH) which do not have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (RH and LH) which do not have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes,within the next 50 landings after the effective date of this AD, or before the accumulation of 15,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 12,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (d) Inspect brackets for cracks at flap track location 2 (LH and RH) which have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (LH and RH) which have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the bracketswere modified after the original manufacture (i.e., Modification 57-PM3065 Part (a) or (c)), within the next 600 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM3065 Part (b) or (d)), within the next 600 landings after the effective date of this AD, or before the accumulation of 20,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (e) Inspect the flap track attachment brackets for cracks in accordance with paragraphs 2.1.1 (flap track location 4, pre-Modification 57-PM4948); 2.2.3 (flap track location 4, post Modification 57-PM4948); 2.3.1 (flap track location 3, both pre and post Modification 57- PM3065); and 2.5.1 (flap track location 2, both pre and post Modification 57-PM3065) of British Aerospace, Aircraft Group, Model BAC 1-11 Alert Service Bulletin 57-A-PM4948, Issue 5, dated January 28, 1981 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (f) If cracks are found during any of the inspections required by this AD which do not exceed the allowable lengths specified in Table 1, Column (1) and "Qualifying Remarks" (for the appropriate flap track location), of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 200 landings from initial crack detection. (g) If cracks are found during any of the inspections required by this AD which exceed the allowable limits of Table 1, Column (1), and "Qualifying Remarks," but do not exceed the allowable limits of Table 1, Column (2), and "Qualifying Remarks for Increased Crack Lengths Special Cases" (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 25 landings from the initial crack detection. (h) Cracked brackets may be repaired in accordance with the limitations specified in Table 2 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent. Inspect repaired brackets in accordance with paragraph (e) of this AD at intervals not to exceed 850 landings from the time of repair. (i) If cracks are found during any of the inspections required by this AD which exceed the allowable limits specified in Table 1 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repairs can be performed, replace the bracket with a new bracket to post Modification 57-PM4948 or 57- PM3065 standard, as appropriate. Thereafter, continue to inspect the bracket in accordance with the inspection requirements of this AD. (j) When both brackets of a pair at the same flap track location are required to be inspected at different intervals, inspect both brackets using the inspection interval specified for the bracket of the pair which has the shorter intervals between inspections. (k) When both brackets of a pair at the same flap track location are to post Modification 57-PM4948 or 57-PM3065 standard, as appropriate, the threshold for initial inspection of the later installed bracket must be based on the installation date of the earlier installed bracket. (l) For the purpose of complying with this AD, where the number of landings for the affected part havenot been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total number of airplane flight hours in service since installation of the part by the operator's BAC 1-11 fleet average time from takeoff to landing. (m) Upon request of an operator and submission of substantiating data, the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the inspection intervals. (n) 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. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon requestto British Aerospace, Aircraft Group, 13850 McLearen Road, Herndon, Virginia 22070. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment supersedes Amendment 39-1348 (36 FR 22365), AD 71-25-01. Amendment 39-4153 became effective July 13, 1981. This Amendment 39-4738 becomes effective November 3, 1983.