95-04-09: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Britten-Norman BN2A, BN2B, and BN2T Islander and BN2A Mk III Trislander series airplanes that are equipped with a nose wheel steering disconnect system with either a Modification NB/M/503 or Modification NB/M/733 nose undercarriage unit. This action requires repetitively inspecting the nose wheel steering drive ring for cracks, and replacing any cracked drive ring. A report of the rudder pedals jamming in the central position during takeoff on one of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the nose wheel steering system because of a cracked drive ring, which, if not detected and corrected, could result in the inability to move the rudder pedals.
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2020-26-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report that during the assembly of a certain section of the fuselage, the gaps found on self-aligning nuts for eight fasteners were out of tolerance. This AD requires a rotating probe test of all fastener holes located in the affected area for any discrepancies, an eddy current inspection of the surrounding flange for any discrepancies, a detailed inspection of certain frames for any discrepancies, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
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77-17-11: 77-17-11 BOEING: Amendment 39-3025 as amended by amendment 39-3392. Applies to all B-17F & G airplanes certified in all categories.
Compliance required within the next 25 hours' time-in-service or within 6 months after the effective date of this AD, whichever comes first, unless already accomplished within the last 25 hours time in service or 6 months, and thereafter at intervals not to exceed 50 hours time in service or 12 months, whichever comes first, (from the last inspection).
To detect cracking in the rear spar lower cap center section, P/N 75-3425-2 or 85-3425-2, accomplish the following:
1. Remove the 3 most inboard bolts from the 14 bolt pattern attaching the rear spar center section lower chord P/N 75-3425-2 or 85-3425-2 to the terminal plates, left and right hand sides. These bolts are approximately 40 to 42 inches from the airplane centerline. Using eddy current inspection procedures or boroscope methods in conjunction with dye penetrants, inspect the rear spar lower chord center section for cracks around the bolt holes in both the forward and aft walls of the tube.
2. If cracks are found, replace the spar cap with a serviceable part of the same part number, or repair in accordance with Army T.O. No. 01-20E or other methods approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.
3. After repairs per (2) have been accomplished, reinspect in accordance with (1) at intervals not to exceed 150 hours time-in-service or every 12 months, whichever comes first.
4. The bolt holes described in paragraph (1) above may be reamed .063 inch oversize for a close tolerance oversize bolt, provided no cracks are detected when the chords are inspected in accordance with paragraph (1) above using the eddy current inspection methods. Any holes reworked with the oversize bolts must be reinspected in accordance with (1) above within 1500 flight hours after such rework. Upon accumulation of 1500 flight hours on the reworked holes, the repeat inspection interval reverts to the interval specified in (3) above.
5. Any new replacement beam chords must be inspected within 2500 flight hours after installation and thereafter at intervals specified in paragraph (3) above.
Amendment 39-3025 became effective September 6, 1977.
This amendment 39-3392 becomes effective January 23, 1979.
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97-24-02 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-1A11 (CL-600), CL- 600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series airplanes, that currently requires repetitive inspections to find cracks of a certain bulkhead web of the fuselage at certain locations, and repair if necessary. The actions specified by that AD are intended to prevent cracking in the pressure bulkhead at frame station (FS) 409.00, which could result in uncontrolled depressurization of the airplane and/or reduced structural integrity of the fuselage. This amendment provides an optional terminating modification for certain airplanes. This action is intended to address the identified unsafe condition.
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95-04-11: This amendment supersedes an existing airworthiness directive (AD), applicable to Textron Lycoming ALF502R series turbofan engines, that currently requires the establishment of a reduced stress rupture retirement life limit for certain third stage turbine disks. This amendment establishes a new increased stress rupture retirement life limit for certain third stage turbine disks used in conjunction with third stage turbine nozzles that have improved cooling effectiveness, expands the applicability by adding the ALF502L series engines, and establishes other new reduced stress rupture retirement life limits. This amendment is prompted by the introduction of an improved design third stage turbine nozzle, and a new reduced stress rupture retirement life limit for certain third stage turbine disks on the ALF502L series engines. The actions specified by this AD are intended to prevent a total loss of engine power, inflight engine shutdown, and possible damage to the aircraft.
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2004-01-07: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. This AD requires one-time inspections of the inner webs and flanges at frames 15, 18, 41, and 43 for evidence of corrosion or cracking; and corrective actions if necessary. This action is necessary to detect and correct corrosion and cracking of the inner webs and flanges at frames 15, 18, 41, and 43, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
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76-11-03: 76-11-03 SCHEMPP HIRTH and BURKHART GROB: Amendment 39-2626. Applies to Standard Cirrus gliders certificated in all categories, Serial Numbers 1 through 604 for Schempp Hirth and Serial Numbers 1G through 200G for Burkhart Grob.
Compliance is required as indicated, unless already accomplished.
To prevent possible tow release lever jamming and consequent crashing of the glider during a winch launch, accomplish the following:
(a) Within the next 10 flights after the effective date of this AD, visually inspect the clearance between the tow release lever and the occupied pilot seat by performing a functional inspection of the operation of the tow release mechanism. If the occupied seat interferes with the operation of the tow release mechanism, before further flight, comply with paragraph (c) of this AD.
(b) Within the next 50 flights after the effective date of this AD, unless earlier compliance is required pursuant to paragraph (a) of this AD, comply with paragraph (c) of this AD.
(c) Reinforce the pilot seat in accordance with steps 2 and 3 of the paragraph entitled "Instructions" of Schempp Hirth Technical Note 278-18, dated December 8, 1975, or an FAA-approved equivalent, except that the minimum overall depth of the stiffening material used under step 2b should be 1/3 its width.
This amendment becomes effective June 10, 1976.
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2020-26-15: The FAA is superseding Airworthiness Directive (AD) 2016-07- 14, which applied to certain Airbus Model A319-111, -112, -113, -114, - 115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, - 213, -231, and -232 airplanes. AD 2016-07-14 required replacing the clips, shear webs, and angles, related investigative actions, and repair if necessary. This AD retains the actions of AD 2016-07-14, and requires modifying (replacing) the clips, shear webs, and angles at a certain rear fuselage area with new parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA has also determined that additional airplanes are subject to the unsafe condition. This AD was prompted by fatigue testing that determined that fatigue damage could appear on clips, shear webs, and angles at certain rear fuselage sections and certain frames. The FAA is issuing this ADto address the unsafe condition on these products.
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2010-03-02: We are adopting a new airworthiness directive (AD) for the Lifesavings Systems Corp., D-Lok Hook assembly installed on certain rescue hoist assemblies. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that rescue hoist operators have reported surface irregularities and discontinuities on certain D-Lok Hooks because of an unapproved change in the hook design and manufacturing process from forged material to cast material that have different physical properties. The actions are intended to prevent failure of a hook during rescue hoist operations, loss of the rescued passenger, and subsequent serious injury or fatality.
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2020-26-10: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. (Leonardo) Model A119 and AW119 MKII helicopters. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter and installing a placard to prohibit intentional entry into autorotation. This AD would also allow replacement of an affected fuel control unit (FCU) as an optional terminating action for the RFM revision and placard installation. This AD was prompted by reports that certain FCUs may not have been calibrated to specification during overhaul. The actions of this AD are intended to address an unsafe condition on these products.
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