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2018-03-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-202, -203, -223, and -243 airplanes; and Model A340- 211, -212, -311, and -313 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a report of a hard contact that was found between the constant speed motor/generator feeder line route 6G/6E and the optional cabin temperature control pipe on the upper shell between certain frames. We are issuing this AD to address the unsafe condition on these products.
49-07-02: 49-07-02\tNORTH AMERICAN: Applies to Army BC-1A, AT-6, -6A, -6B, -6C: Navy SNJ-2, -3, -4 Aircraft. \n\n\tCompliance required not later than April 1, 1949. \n\n\tAccidents have occurred in the above model aircraft from engine stoppage on takeoffs and landings when operating on the left tank standpipe outlet with the fuel in the tank down to the level of the standpipe. \n\n\tSuch engine stoppages have occurred because pilots not fully familiar with the fuel system have misinterpreted the left tank fuel gage as indicating total available fuel quantity with selector valve on the Left Hand Main (standpipe) position, unaware that the change to Reserve or Right Hand Main position must be made before the fuel level in the left tank drops to 20 gallons. \n\n\tTo preclude the possibility of pilot error with regard to the foregoing, the following placard shall be installed in each cockpit: \n\n\t"CAUTION: Unless Left Tank is full, use Reserve or Right Tank for Takeoff and Landing."
99-19-13: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model HS 748 series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
2011-07-10: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information [[Page 17759]] (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: Investigation of a recent high altitude loss of cabin pressurization on a BD-100-1A10 aircraft determined that it was caused by a partial blockage of a safety valve cabin pressure- sensing port, in conjunction with a dormant failure/leakage of the safety valve manometric capsule. The blockage, caused by accumulation of lint/dust on the grid of the port plug, did not allow sufficient airflow through the cabin pressure-sensing port to compensate for the rate of leakage from the manometric capsule, resulting in the opening of the safety valve. It was also determined that failure of the manometric capsule alone would not result in the opening of the safety valve. * * * * * The unsafe condition is possible loss of cabin pressure caused by the opening of the safety valve. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-19-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB 2000 series airplanes. This action requires repetitive visual inspections to detect whether the de-icing system boots on the horizontal stabilizer are inflating fully. It also requires modification of the stabilizer de-icing system tube as terminating action for the repetitive inspections. This amendment is prompted by reports indicating that condensational water may collect in the de-icing system tube, freeze in low temperatures, and keep the boots from inflating fully. The actions specified in this AD are intended to prevent such failure which, if not corrected, could keep the stabilizer de-icing system from operating properly, and consequently result in reduced controllability of the airplane.
2011-07-02: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive torque inspections of the 3rd stage and 4th stage low- pressure turbine (LPT) blades for shroud notch wear and replacement of the blade if wear limits are exceeded. That AD also requires replacing LPT-to-exhaust case bolts and nuts with bolts and nuts made of Tinidur material. This new AD requires the same torque inspection, blade, and Tinidur nut replacement actions, but requires replacement of the LPT- to-exhaust case bolts with longer bolts made of Tinidur material. This AD also requires installation of crushable sleeve spacers on the bolts. This AD was prompted by nine reports of failure of Tinidur material LPT-to-exhaust case bolts, as a result of blade failure, since AD 2005- 02-03 became effective. We are issuing this AD to prevent turbine blade failures that could result in uncontained engine debris and damage to the airplane.
86-14-10: 86-14-10 FOKKER B.V.: Amendment 39-5349. Applies to all Model F27 airplanes, certificated in any category, equipped with a forward cabin bulkhead and door between the passenger cabin and the cargo compartment. Compliance is required within 120 days after the effective date of this AD, unless already accomplished. To preclude blockage of the evacuation path through the forward cabin bulkhead door, accomplish the following: A. Inspect the door hinges to determine if the hinge design prevents the door from being lifted off the lower portion of the hinges, with the door opened. If so, no further action is required. B. If the hinge design permits the opened door to be lifted off the lower portion of the hinges, modify the hinge installation: 1. In accordance with Fokker Service Bulletin F27/25-58, dated December 20, 1985, for airplanes with the serial numbers to which the service bulletin applies, provided other hinge installation modifications made since initial delivery do not preclude that modification; or 2. To another FAA-approved Fokker F27 configuration which would prevent the door, when open, from being lifted off the lower portion of the hinges. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 7, 1986.
52-15-01: 52-15-01 BOEING: Applies to all model 377 Airplanes with Hamilton Standard Propellers. Items I and II are to be accomplished by means of a progressive modification program to be submitted to and approved by the FAA. This program shall begin no later than August 1, 1952, and shall be completed no later than April 1, 1953. I. In order to prevent inadvertent actuation of the propeller reversing solenoid valves, protect the reversing solenoid circuits from all other electrical circuits and protect the reversing solenoid circuits from each other. This is to be accomplished in accordance with attachment A (see AD 52-13-02) and the following instructions which pertain to specific features to be considered in isolation of the reversing circuits from other circuits. Other features which are not specifically referred to in this list shall be treated in an equivalent manner. A. If any multiple pin connector assemblies are used in the reversing solenoid circuits, they are to be modified as specified in item 2 of attachment A. B. Modify the following terminal strips as specified in item 1 of attachment A: (1) Terminal strip at RH and LH wing break junction shield. (2) Terminal strip at pilot's pedestal. C. Protect the following exposed terminals as specified in item 3 of attachment A: (1) Exposed terminal to which the solenoid valve leads are connected on "A" relays in propeller relay shield. (2) Exposed terminals at throttle reversing switches. D. Reversing solenoid circuit wiring shall comply with Boeing Service Bulletin No. 79 unless the circuits are completely isolated from all other circuits. The shielding on the wire shall be grounded at both ends and a protective cover shall be provided over the shielding wherever it runs in conduit with other wires. E. Other circuit modifications: All airplanes shall be modified to comply with Hamilton Standard Service Bulletin No. 221. II. Pedestal assembly. Make one of the following modifications: A. Increase the height of the quadrant stop at the positive idle position by 1/8 of an inch. In addition, change the present positive taper on the stop and the sliding member of the throttle to a zero taper or a negative taper of not more than 3 degrees. B. Add a plate to throttle quadrant. The plate is to be hinged at its rearward edge and its forward edge should be so located that it will act as a stop in the forward idle position. It shall not be possible to force the plate open solely by pulling rearward on the throttles. In addition, remove the positive taper from the existing quadrant stop and the sliding member of the throttle and provide a zero taper or a negative taper of not more than 3 degrees. III. Maintenance practices (to be instituted not later than August 1, 1952): A. At each nearest scheduled service to 350 hours: (1) Inspect all points specified in items IB and IC. The inspections of item IB may be discontinued if the modifications made to the system are of the type described in item 1(a) or 1(b) of attachment A. B. At any time that an electrical fault occurs in a circuit which is carried in the same bundles or the same conduits as the reversing solenoid circuit, representative terminal points in the faulty circuit are to be inspected to determine whether any damage may have occurred within the bundles or conduit. If there is evidence of possible damage, all the wiring involved is to be removed for inspection. Damaged wiring is replaced as necessary. C. At each nearest scheduled service to 350 hours, perform an electrical check of the reverse safety switches in the pedestal assembly to assure that the switch is open when the throttles are moved forward out of the reverse position, unless it is shown that failure of any of the reverse safety switches to open will be clearly apparent to the flight crew by reason of improper operation of the propeller control system. Because of the many technical considerations involved, analyses showing that the objective of this revision has been accomplished should be referred to the FAA for engineering evaluation and approval. In the event the modifications outlined in A or B are not completed in accordance with B. If the Pedestal assembly is modified in accordance with item IIB, the operating instructions for airplanes so modified shall specify that the plate be open for takeoff and that it shall be closed immediately following takeoff. The plate shall remain closed during all other regimes of flight except that it shall again be opened just prior to landing. V. (Note: Propeller governor design changes which are under development, and whose purpose is to provide a high pressure hydraulic circuit bypass to safeguard against inadvertent reversing and ability to feather even when the reversing solenoid is energized, are still under consideration and may be the subject of a future Directive.)
2011-06-09: We are superseding an existing airworthiness directive (AD) that applies to 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: Prompted by a reported in-service event, EASA issued AD 2009- 0084 to prevent unwanted movement of pilot- or co-pilot seat in the horizontal direction which is considered as potentially unsafe, especially during the takeoff phase when the speed of the aeroplane is greater than 100 knots and until landing gear retraction. * * * * * Uncommanded movement of the pilot and co-pilot seats during takeoff or landing could interfere with the operation of the airplane and, as a result, could cause loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-26-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain serial number (SN) Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A. (RR) Olympus 593 Mk. 610-14-28 turbojet engines, installed in BAe/SNIAS Concorde Type 1 airplanes. This action requires second stage fuel pump endurance bench-testing if the pump has not yet accumulated 50 flight hours since last installed and the bearing assembly and or the rotating assembly were removed or re-fitted during last pump removal. This amendment is prompted by a report of second stage fuel pumps that were not endurance bench-tested after having the bearing assembly and or the rotating assembly removed or re-fitted, and then installed on engines in service. The actions specified in this AD are intended to prevent a fuel leak resulting in a sustained engine fire.
2011-06-07: This amendment adopts a new airworthiness directive (AD) for Eurocopter Model EC130 B4 helicopters. This action requires identifying and inspecting a certain emergency flotation gear unit "1G'' (1G unit). This action also requires modification of certain affected 1G units. This amendment is prompted by an uncommanded in-flight deployment of the emergency flotation gear when it was not armed by the crew. The actions specified in this AD are intended to prevent an uncommanded in-flight deployment of the emergency flotation gear, unexpected deceleration and pitch down movement of the helicopter, and subsequent loss of control of the helicopter.
80-11-05 R1: 80-11-05 R1 MCDONNELL DOUGLAS: Amendment 39-3780 as amended by Amendment 39-3981. Applies to Model DC-10-10, -10F, -30, -30F, and -40 series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo ensure integrity of the wing engine pylon structure and attachment, accomplish the following on both the right and left wing: \n\n\t(a)\tAt each pylon removal and installation after the effective date of this AD, remove and install the engine and pylon separately unless removal or installation, or both, as an assembly is in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tAt the next pylon reinstallation after the effective date of this amendment, unless already accomplished, install two flush-head bolts in place of the two raised head bolts adjacent to the pylon aft bulkhead upper flange centerline, in accordance with McDonnell Douglas DC-10 Service Bulletin 54-78 dated April 2,1980. \n\n\t(c)\tAt each pylon reinstallation after June 30, 1980, protect the pylon aft bulkhead lug from contact with the clevis to wing attach bolt heads in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tBefore further flight following any pylon reinstallation after the effective date of this AD, (1) inspect the aft pylon bulkhead in accordance with McDonnell Douglas DC-10 Nondestructive Testing Manual, Chapter 54-10-11, pages 634 and 634A, dated December 1, 1979; (2) inspect the pylon aft spherical bearing and attaching hardware to verify security of nut and bolt; and (3) inspect torque stripe for alignment. For pylons installed prior to June 30, 1980 on which paragraph (c) of this AD was not accomplished, repeat the inspection within the next 300 hours' time in service after the reinstallation inspection, and again within the next 600 hours' time in service following the second inspection. \n\n\t(e)\tAt next pylon reinstallation after the effective date of this AD or before the accumulation of 48,000 hours' total time in service, whichever comes sooner, unless already accomplished, install steel thrust links in place of titanium thrust links on all DC-10-10, -30, and -40 series aircraft in accordance with Part 2 of McDonnell Douglas Service Bulletin (SB) 54-47, dated August 18, 1975 (DC-10-30 and DC-10-40 Series), or McDonnell Douglas Service Bulletin 54-82, dated May 15, 1980 (DC-10-10 Series). \n\n\t(f)\tBefore the accumulation of 3,600 hours' total time in service, or within the next 3,600 hours' time in service or twelve calendar months, whichever comes later, since the last such inspection on airplanes with more than 3,600 hours' total time in service as of the effective date of this AD, and thereafter at intervals not to exceed 3,600 hours' time in service or twelve calendar months since the last inspection, inspect as follows: \n\n\t\t1.\tInspect wing and pylon attach fitting lugs in accordance with Part 2, paragraph C(1), of McDonnell Douglas Service Bulletin SB 54-74, dated December 21, 1979 (hereinafter referred to as SB 54-74). \n\n\t\t2.\tVisually inspect the upper surface of pylon upper spar in accordance with Part 2, paragraph G, of SB 54-74. \n\n\t\t3.\tVisually inspect lower surface of upper spar and spar cap angles in accordance with Part 2, paragraph M, of SB 54-74. \n\n\t\t4.\tInspect pylon in accordance with DC-10 Maintenance Manual, Chapter 5-51-08, dated April 1, 1980. In addition, inspect the pylon aft spherical bearing and attaching hardware to verify security of nut and bolt; inspect torque stripe for alignment. \n\n\t\t5.\tPerform an in situ X-ray or other nondestructive inspection of titanium thrust links to ensure integrity, in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tWithin the next 30 days following the effective date of this AD, submit a pylon maintenance program as an amendment to the operations specification, to the assigned FAA Maintenance Inspector for approval, specifying that before the accumulation of 20,000 hours' time in service or within the next 20,000 hours' time in service since the last inspection, whichever occurs sooner, and thereafter at intervals not to exceed 20,000 hours' time in service since the last inspection, the operator will, at a minimum S/B - \n\n\t\t1.\tInspect pylon aft bulkhead visually in accordance with Part 2, paragraphs E and F of SB 54-74, and by eddy current in accordance with DC-10 Nondestructive Testing Manual, pages 634 and 634A, dated December 1, 1979. \n\n\t\t2.\tVisually inspect front spar bulkhead in accordance with Part 2, paragraph H of SB 54-74. \n\n\t\t3.\tInspect wing front spar attach fitting (foot stool) in accordance with Part 2, paragraph L of SB 54-74. \n\n\t\t4.\tInspect lower forward spherical bearing in accordance with Part 2, paragraph I of SB 54-74. \n\n\t\t5.\tInspect upper forward spherical bearing plug assembly in accordance with methods specified in Part 2, paragraph J of SB 54-74 for both steel and titanium plugs. \n\n\t\t6.\tInspect thrust link installations in accordance with Part 2, paragraph C(2) of SB 54-74. \n\n\t\t7.\tInspect the aft spherical bearing as follows: \n\n\t\t\ti.\tRemove aft spherical bearing through bolt. Magnaflux bolt and visually inspect inner bore of bushing in situ. Visually inspect forward and aft surfaces of spherical bearing for cracks using 10X (power) glass (or equivalent). Reinstall through bolt. \n\n\t\t\tii.\tVerify that torque of through bolt is 1200 to 1300 inch-pounds. \n\n\t\t\tiii.\tInspect aft spherical bearing forward face/clevis clearance. \n\n\t\t\tiv.\tTorque stripe nut to bolt. \n\n\t\t8.\tUltrasonically inspect the bulkhead lug and wing clevis to wing attachment including bolts in accordance with DC-10 Nondestructive Testing Manual, Chapter 54-10-11, pages 635, 636, 637, 638, 638A, 638B, 651, 652, 654 and 655, as applicable dated December 1, 1979. \n\n\t\t9.\tPerform an X-ray or other in situ inspection of steel thrust links to ensure integrity, in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tAfter a pylon has been subjected to vertical or horizontal misalignment, or both (e.g. during maintenance), before further flight, inspect in accordance with DC-10 Nondestructive Testing Manual, Chapter 54-10-11 pages 634 and 634A dated December 1, 1979. \n\n\t(i)\tAfter each installation of a pylon with a titanium upper forward spherical bearing plug, after 200 hours' time in service from time of installation and not later than 400 hours' time in service after installation, ultrasonically inspect titanium plug in place in accordance with McDonnell Douglas Nondestructive Testing Manual 54-10-11, pages 628, 628A, 628B and 628C dated December 1, 1979. \n\n\t(j)\tInspect pylon for structural integrity in accordance with McDonnell Douglas DC-10 Maintenance Manual, Chapter 5-51-08 dated April 1, 1980 prior to further flight after events producing high pylon loads including, but not limited to: \n\n\t\t1.\tHard or overweight landings, \n\n\t\t\tFor the purposes of this AD, overweight landings are landings made at aircraft weights in excess of 369,000 pounds for DC-10-10 series airplanes and 436,000 pounds for DC-10-30 or DC-10-40 series airplanes. \n\n\t\t2.\tSevere turbulence encounters, \n\n\t\t3.\tEngine vibration which requires engine removal or critical engine failure, or both, \n\n\t\t4.\tGround damage (workstands, etc.), \n\n\t\t5.\tCompressor stalls requiring engine removal, \n\n\t\t6.\tExcursions from the runway of a nature that might have imposed loadings more severe than those normally encountered on the runway. \n\n\t(k)\tWhenever fasteners are replaced as a result of the inspections specified in SB 54-74, Part 2, paragraph G, prior to installing new fasteners, inspect the holes and the area around adjacent fasteners (without removing fasteners) for cracks using eddy current or equivalent NDT methods. \n\n\t(l)\tAll discrepancies found as a result of inspections required by this AD which exceed limitations specified in FAA approved data must be corrected prior to further flight. \n\n\t(m)\tAlternative inspections, modifications or other actions which provide equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(n)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(o)\tReport results of all inspections to the assigned FAA Maintenance Inspector within 24 hours of accomplishment in the following format: \n\n\t\t"N" Number, hour's time in service at inspection, pylon number, results of inspection by specific paragraph and subparagraph of this AD. In reporting be as specific as possible to identify location and size of crack, or specific location of discrepant fastener, etc. List part numbers. \n\n\tThis supersedes Amendment 39-3513 (44 FR 45375), AD 79-15-03, as amended by 39-3557 (44 FR 53735). \n\n\tAmendment 39-3780 became effective May 27, 1980. \n\n\tThis amendment 39-3981 becomes effective December 8, 1980.
2002-26-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that currently requires an inspection of the parking brake operated valve (PBOV) of the main landing gear to identify the part and serial numbers, and follow-on actions if necessary. That AD also provides for optional terminating action for the requirements of that AD. This amendment requires accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent leakage of the PBOV and consequent failure of the "blue" hydraulic system and alternate parking brake and emergency braking systems, which could affect elements of the hydraulics for flaps, stabilizer, certain spoilers, elevator, rudder, and aileron. This action is intended to address the identified unsafe condition.
87-03-13: 87-03-13 PRATT & WHITNEY: Amendment 39-5519. Applies to Pratt & Whitney (PW) JT8D-209, -217, and -217A turbofan engines. Compliance is required on or before July 30, 1990, unless already accomplished. To prevent failure of a stage 5 low pressure compressor (LPC) blade, remove from service LPC blades, Part Number 778505, and replace with serviceable blades in accordance with PW Service Bulletin (SB) 5618, dated November 26, 1985, or FAA approved equivalent. 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenanceinspector, the Manager Engine Certification Office, Aircraft Certification Office, New England Region, may adjust the compliance time specified in this AD. PW SB 5618, dated November 26, 1985, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-20, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on February 16, 1987.
55-22-03: 55-22-03 PIPER: Applies to All Model PA-22 Aircraft. Compliance required as soon as possible but not later than November 30, 1955. To prevent rain water from entering the fuel tanks, all Piper PA-22 aircraft must be equipped with new type fuel tank cap Piper P/N 454039 installed. This cap incorporates a redesigned venting system and a gasket seal of black composition rubber ring in place of the fiber gasket on the old type caps.
97-24-13: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires a detailed visual inspection of the flap drive torque tubes in the wing root area to detect inadequate clearance between the torque tubes and surrounding structure or scoring damage to the tubes; and follow-on repetitive inspections or corrective action, if necessary. Accomplishment of certain replacements and modifications would constitute terminating action for the repetitive inspections. This amendment is prompted by reports of inadequate clearance between flap drive torque tubes and surrounding structures, and possible scoring damage to the tubes. The actions specified by this AD are intended to prevent failure of the torque tubes, which could result in an asymmetric flap condition and reduced controllability of the airplane.
96-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125-800A and -1000A, and Model Hawker 800 and 1000 series airplanes, that requires modification of the TKS metering pump in the airframe ice protection system. This amendment is prompted by a report that the pump was found fitted with silver plated wiring. The actions specified by this AD are intended to ensure that silver plated wiring is removed from these pumps; silver plated wiring carrying a direct current can ignite the ice protection fluid (glycol) when exposed to it, which could result in a possible fire hazard.
2002-26-02: This amendment adopts a new airworthiness directive (AD) that applies to all Univair Aircraft Corporation (Univair) Models Alon A-2 and A2-A; ERCO 415-C, 415-CD, 415-D, 415-E, and 415-G; Forney F-1 and F-1A, and Mooney M10 airplanes. This AD requires you to repetitively inspect the wing center section for evidence of corrosion through the installation of inspection openings, through the use of a specified scope and light source, or through the removal of the outer wing panels. This AD also requires you to repair or replace any parts where corrosion or corrosion damage is found, install cover plates if inspection openings were made, and send inspection results to Federal Aviation Administration (FAA). This AD is the result of several reports of corrosion being found throughout the wing center section structure. The actions specified by this AD are intended to detect and correct corrosion in the wing center section which could result in failure of the wing center section structure during flight. Such failure could lead to loss of control of the airplane.
85-20-01: 85-20-01 CESSNA: Amendment 39-5175. Applies to Model 172RG (Serial Numbers 172RG1135 thru 172RG1187) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of carbon monoxide contamination entering the cabin area, accomplish the following: (a) Prior to further flight: 1) Deactivate the cabin heat system by removing the cabin heat control cable from the control arm on the cabin heat valve located on the firewall at the right upper side of the engine compartment. Ensure that the valve spring mechanism is functioning and that the cabin heat valve is spring loaded to the closed position or safety wire the valve to the closed position. 2) Fabricate and install on the instrument panel visible to the pilot the following placard using letters of a minimum 0.10 inch in height: "DO NOT USE CABIN HEAT", and operate the airplane accordingly. (b) Within 25 hours time-in-service after the effective date of this AD, remove the muffler shroud and visually inspect the muffler core for damage as a result of drilling the holes through the end plate or improper length attachment screws and if damaged replace the muffler core prior to further flight. (c) The requirements of paragraph (a) of this AD are no longer required when paragraph (b) of this AD has been accomplished. (d) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished, providing cabin heat is not used during the flight. (e) An equivalent method of compliance may be used when approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. (f) Report, in writing, all defects found to the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209, within 10 daysof the inspection required by paragraph (b) of this AD (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056). This amendment became effective on December 5, 1985, to all persons except those to whom it has already been made effective by priority letter from the FAA dated September 27, 1985, and is identified as AD 85-20-01.
86-04-04: 86-04-04 FOKKER B.V.: Amendment 39-5228. Applies to Fokker Model F28 airplanes, serial numbers 11003 to 11171 inclusive, 11991 and 11992, certificated in any category, equipped with Walter Kidde fire extinguishers, P/N 8900317, 892480, or 893948. Unless already accomplished, as indicated with an "x" punch stamped or "SB26.20.240" ink-stamped on the cartridge holder, accomplish the following within 60 days after the effective date of this AD: A. To preclude the malfunctioning of these fire extinguishers, inspect the cartridge holders for proper internal dimension tolerances, and replace, if necessary, in accordance with Fokker Service Bulletin F28/26-12, dated September 28, 1981. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands, or Walter Kidde, S.E. Service Center, 3994 N.W. 27th Street, Miami, Florida 33142. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective March 13, 1986.
2011-05-09: 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: An event has been reported where Glass Fibre Reinforced Plastic (GFRP) elevator tips have been found deformed on in-service aircraft. The outboard three inches of the elevator tip assembly profiles (top and bottom surfaces) had changed from being convex profiles to concave profiles. There is concern that this could potentially result in, or be caused by, internal structural delamination and/or failure. Such a failure could have a serious effect on the aircraft handling and could potentially result in loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-06-08: 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: There have been failures of the harness assembly (power feeder wires) connecting the Air-Driven Generator (ADG) to the aeroplane electrical system, in the area close to the ADG cannon plug. Several electrical wires were found cut as a combined result of corrosion and bending stress from the harness mounting to the ADG. The ADG electrical wires are insulated with a silver-plating for corrosion protection. It has been determined that the silver-plating of wire strands in the area of tight bend is highly susceptible to breakdown. The plating layer may crack as a result of mechanical stress, and consequently lead to the onset of corrosion on all, or a majority, of the wire strands. In the event of a damaged harness assembly, the ADG may not be able to provide emergency electrical power to the aeroplane. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
51-23-03: 51-23-03 PIPER: Applies to Model PA-16 Aircraft, Serial Numbers 16-1 and Up; PA-20 Aircraft, Serial Numbers 20-1 Through 20-802; and PA-22 Aircraft, Serial Numbers 22-1 Through 22-348. Compliance required as soon as possible, but not later than October 15, 1951. Install insulators of sufficient area inside the battery box cover over the battery terminals to positively prevent a metallic contact between the wing nuts or terminals and cover. Hard fiber rubber or phenolic insulating materials 1/16-inch minimum thickness may be used. (Piper Service Bulletin No. 118 covers this same subject.)
2002-26-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplanes, that requires replacement of certain power relays, and subsequent repetitive cleaning, inspecting, repairing, and testing of certain replaced power relays. This amendment is prompted by reports indicating that the alternating current (AC) cross-tie relay shorted out internally, which caused severe smoke and burn damage to the relay, aircraft wiring, and adjacent panels. The actions specified by this AD are intended to prevent internal arcing of the left and right generator power relays, auxiliary power relays, and external power relays, and consequent smoke and/or fire in the cockpit and cabin.
96-11-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 1000A and Model Hawker 1000 airplanes, that requires a one-time inspection for adequate clearances between, and damage to, the flap cables and turnbuckles, airbrakes cables and turnbuckles, and all other flight control cables and turnbuckles at keel subframe 15A; and various follow-on actions, if necessary. This amendment is prompted by reports of chafing due to insufficient clearance between the flaps turnbuckle and the subframe, and between the airbrakes cable and the subframe. The actions specified by this AD are intended to prevent such chafing, which could result in damage to the flaps turnbuckle and the airbrakes cable, and subsequent fraying or seizing of the flight control cables. These conditions, if not corrected, could result in restriction or loss of the flight controls.