Results
2009-11-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A300-600 operator reported a recent event which occurred during the take-off roll, where a SOGERMA co-pilot seat slid back uncommanded to the end position. The seat horizontal movement actuator was replaced on the affected co-pilot seat. At the following take-off roll the same event occurred, the co-pilot seat sliding back uncommanded again. * * * An unwanted movement of pilot or co-pilot seat in the horizontal direction is considered as potentially unsafe, especially during the take-off 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 consequent loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
80-12-15: 80-12-15 ROSEMOUNT, INC.: Amendment 39-3848. Applies to all Model 856 AE-12, -13, and -15 Pitot-Static Probes up to and including S/N 49529. Compliance is required as indicated unless already accomplished. To prevent icing of the Pitot-Static Probe, accomplish the following: Within the next 100 hours time in service, conduct resistance checks of the Pitot-Static Probe heater element in accordance with procedures in paragraph 10, Parts II and III of Boeing Alert Service Bulletin 737-30A1018 dated June 9, 1980 or FAA approved equivalent. All probes, including spares, serial numbers up to and including S/N 49529, must be checked. Probes with resistance values less than the minimum limits in the Boeing Alert Service Bulletin are considered defective. Dispatch of an airplane with defective probe heaters is limited to the minimum equipment list (MEL) restriction for operation with a failed Pitot-Static Probe heater (MEL Item 30-5). A defective probe falls into the categoryof an inoperative probe heater for MEL dispatch purposes. Upon request of the operator an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective July 25, 1980, as to all persons except those to whom it was made immediately effective by airmail letter dated June 11, 1980, which contained this amendment.
2009-10-12: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 747 airplanes. The existing AD currently requires modifying the inflation systems of the upper deck escape slides; single-piece off-wing escape ramps/slides; two-piece off-wing escape slides; and door 1, 2, 4, and 5 escape slides/rafts; as applicable. This AD expands the applicability to include an additional airplane. This AD results from a report of 30- to 60-second delays in the inflation of escape slides/rafts. We are issuing this AD to prevent actuation delays in the inflation systems of the escape slides/rafts, which could result in delayed or failed deployment of escape slides/ rafts during emergency evacuation of an airplane.
81-08-03: 81-08-03 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4084. Applies to Nomad Model N22B (Serial Nos. N22B-5 and up) and Model N24A (Serial Nos. N24A-42 and up), airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the rate of wear experienced in the horizontal stabilizer trim tab control linkages and prevent instability due to excessive free play, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, modify the horizontal stabilizer structure to accept the balanced trim tabs in accordance with Part A, "ACCOMPLISHMENT INSTRUCTIONS," of GAF Nomad Service Bulletin NMD-55-12, dated August 29, 1980, (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. The trim tabs previously modified in accordance with Service Bulletin NMD-55-8 may be reinstalled until paragraph (b) is accomplished. (b) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, install the balanced trim tabs in accordance with Part B of the Service Bulletin, or an FAA-approved equivalent. (c) If an equivalent means of compliance is used in complying with paragraphs (a) and (b) of this AD, that equivalent means must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. This amendment becomes effective April 23, 1981.
80-04-01: 80-04-01 MITSUBISHI: Amendment 39-3686. Applies to: Model MU-2B-36 aircraft serial numbers 675, 681, 684, 687, 688, 691, and 695; models MU-2B-36A, and MU-2B-60, serial numbers 697SA, 699SA, 701SA, 706SA, 708SA, 709SA, 711SA, 713SA, 714SA, 719SA, 720SA, 721SA, 723SA, 725SA, 727SA, 729SA through 736SA, 738SA through 747SA, 749SA through 757SA, 759SA, 761SA, 763SA and 765SA. Compliance is required within the next 25 hours of flight time, after the effective date of this AD, unless already accomplished. To assure a reliable attitude reference and retain eligibility for IFR operation, install an improved avionic equipment mounting shelf in accordance with: (1) Mitsubishi Aircraft International Service Note No. 062 dated November 30, 1979, on affected Serial Number MU- 2B-36 aircraft, or (2) Mitsubishi Aircraft International Service Bulletin SB015/53-001 dated November 30, 1979, on affected serial number MU-2B-36A and MU-2B-60 aircraft. If the improved avionic equipment mounting shelf is not installed within the 25 hour compliance period, aircraft operations are limited to day VFR only. In this event install a placard stating "OPERATIONS LIMITED TO DAY VFR" with letters a minimum of 1/4 inch high in clear view on the pilot's instrument panel. The placard and limitation can be removed upon incorporation of the improved avionic equipment shelf. The manufacturer's instructions 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 of the Service Bulletin or Service Note upon request to Mary Ann Lowry, Publications Group, Mitsubishi Aircraft International, P.O. Box 3848, San Angelo, Texas 76901; telephone (915) 944-1511, extension 269; Telex 73-9438. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective February 14, 1980.
81-03-05: 81-03-05 AVCO LYCOMING: Amendment 39-4038. Applies to all IGSO-480-A1E6 with S/Ns up to and including L-2066-44; IO-540-A1A5 with S/Ns up to and including L-19212-48; IO-540-B1C5 with S/Ns up to and including L-9631-48; IO-540-K1E5 with S/Ns up to and including L-19698-48A; IGO-540-A1A, -B1A, - B1C with S/Ns up to and including L-339-49; IGSO-540-A1A, -A1C, -A1D, -A1E, -A1H with S/Ns up to and including L-3637-50. Compliance required within the next 50 hours' in service after the effective date of this AD, unless already accomplished. To prevent fuel leakage in the mixture control shaft assembly on Bendix Model RS-10FB1, RS-10ED1, RS-10ED2, RS-10B1 and RS-10B2 fuel injectors, accomplish the following: a. Modify the mixture control shaft assembly with new parts in accordance with Bendix Service Bulletin RS-62, Rev. 1, dated 2/14/80, or FAA approved equivalent. b. All modified fuel injectors must be reidentified in accordance with instructions noted in the above Service Bulletin. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, The Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time specified in this AD. Lycoming Service Bulletin No. 444 also pertains to this subject. This amendment is effective February 11, 1981.
2009-10-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During the flight test campaign of the A380-861 model (Engine Alliance powered), some cracks were found on the Movable Flap Track Fairing number 6 (MFTF6). These cracks were located at the pivot attachment support-ring and at the U-frame in the attachment area to aft-kinematic. In addition, delamination has been observed within the monolithic Carbon Fibre Reinforced Plastic (CFRP) structure around the pivot support-ring. This condition, if not corrected, could lead to in-flight loss of the MFTF6, potentially resulting in injuries to persons on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
81-15-06: 81-15-06 BOEING: Amendment 39-4165. Applies to all Model 747 series airplanes, certificated in all categories, listed in Boeing Alert Service Bulletin No. 747-52A2180 Revision 1, or later FAA approved revision. \n\n\tCompliance is required as indicated unless already accomplished.\n \n\tTo prevent jamming of the crew compartment overhead hatch, accomplish the following: \n\n\tA.\tWithin 90 days of the effective date of this AD, magnetic particle inspect Rack Pin Assemblies P/N's H759-47, -49, -51, -93 used on the crew compartment overhead hatch assemblies in accordance with Boeing Alert Service Bulletin No. 747-52A2180, Revision 1, or later FAA approved revisions.\n \n\tB.\tUnless previously inspected, any Rack pin assemblies, P/N's H759-47, -49, -51, -93, installed after the effective date of this AD must be magnetic particle inspected prior to installation in accordance with Boeing Alert Service Bulletin No. 747-52A2180, Revision 1, or later FAA approved revisions. \n\n\tC.\tRack pin assemblies found to be crack free may be suitably identified as directed by Boeing Alert Service Bulletin No. 747-52A2180 Revision 1, or later FAA approved revisions and returned to service. \n\n\tD.\tRack pin assemblies found to be cracked are to be discarded. \n\n\tE.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region.\n \n\tF.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and FAR 21.199. \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).\n \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also beexamined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective July 28, 1981.
62-24-03: 62-24-03 CESSNA and SILVAIRE: Amdt. 505 Part 507 Federal Register November 10, 1962. Applies to All Cessna 120, 140, or 140A Aircraft and All Silvaire (Luscombe) 8E, 8F, or T8F Aircraft Modified to Incorporate McKenzie Aircraft Repair, Inc. Installations of Various Lycoming Engines in Accordance With Supplemental Type Certificates Nos. SA4-95, SA4-173, SA4-376, SA4-581, SA4-629, SA4-639, SA4-640, SA4-641, SA4-642, SA4-1159, SA4-1201, and SA4-1286 and With FAA Engineering Approved Repair and Alteration Forms ACA-337 Dated March 30, 1955, and June 21, 1955. Compliance required as indicated. Failures of the exhaust stacks have occurred in the area of the cabin heat muffs. Such failures can cause hazardous carbon monoxide contamination of the cabin when cabin heat is used. To preclude additional failures and cabin CO contamination, accomplish the following: (a) If continued use of the cabin heat system is desired: (1) Within the next 10 hours' time in service after the effective date of this AD: (i) Render the cabin heat system inoperative by positively securing the heat control in the "OFF" position; or (ii) Install, adjacent to the cabin heat control, a placard with the following wording, "DO NOT USE CABIN HEAT-CONTROL MUST REMAIN IN 'OFF' POSITION."; or (iii) Accomplish the inspection and rework required by (2). (2) Unless already accomplished in accordance with (a)(1)(iii), not later than 50 hours' time in service after the effective date of this AD: (i) Remove the cabin heat muff and perform a visual inspection of the exhaust stack for cracks. Pay particular attention to the area where the muff attaching straps are welded to the stack. Reinspect at intervals not to exceed 50 hours' time in service. Replace or repair by welding all cracked stacks; (ii) Cut off the cabin heat muff attaching straps adjacent to the welds. Discard the straps and reattach the heat muff to the stack in accordance with McKenzie Aircraft Repair, Inc. Service Bulletin No. 1 dated September 6, 1962, or an FAA approved equivalent; (iii) Unsecure the heat control required by (a)(1)(i), if secured; and (iv) Remove the placard required by (a)(1)(ii), if installed. (b) If use of the cabin heat system is not desired: (1) Within the next 10 hours' time in service after the effective date of this AD: (i) Remove the cabin heat muff and associated ducting and controls; and (ii) Close any openings in the firewall that result from the removal of the ducting and controls in accordance with Civil Air Regulations 3.624. (2) The cabin heat system may be reinstalled upon compliance with (a)(2)(i) and (ii). This directive effective November 21, 1962.
2009-09-07: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. For all airplanes, this AD requires repetitive overhaul of the retract actuator beam of the main landing gear (MLG). For certain airplanes, this AD requires repetitive inspections for damage of the retract actuator beam, and related investigative and corrective actions if necessary. This AD results from reports of broken retract actuator beams of the MLG and the subsequent failure of the MLG to fully retract. We are issuing this AD to detect and correct broken retract actuator beams of the MLG, which could cause damage to the beam arm, hydraulic tubing, and flight control cables. Damage to the flight control cables could result in loss of control of the airplane.
64-06-04: 64-06-04 HUGHES: Amdt. 706 Part 507 Federal Register March 18, 1964. Applies to Model 269A Helicopters, Serial Numbers 0011 to 0314 Inclusive, Model 269A-1 Helicopters, Serial Numbers 0001 to 0007 Inclusive, and Model 269B Helicopters, Serial Numbers 0001 to 0079 Inclusive. Compliance required as indicated. As a result of several recent failures of the lower coupling drive shaft (Hughes P/N 269A5504) accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 75 hours' time in service, and every 100 hours' time in service thereafter from the last inspection until accomplishment of (b), remove the lower coupling drive shaft and conduct a dye penetrant or magnetic particle inspection of the shaft. Pay particular attention to the radii at the end splines, alinement collar and boot mounting collar. Replace any shaft exhibiting evidence of cracking before further flight. (b) Within500 hours' time in service after the effective date of this AD but not to exceed 1,500 hours total time in service on the part, replace the lower coupling drive shaft P/N 269A5504, with a shaft P/N 269A5504-3. (Hughes Service Information Notices Nos. 2A-33(269A), 2A-1-01(269A-1) and 2B- 01(269B), all dated February 18, 1964, cover this same subject.) This directive effective March 18, 1964.
2009-08-11: 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: This Airworthiness Directive (AD) is prompted by some occurrences where the Deice Pressure Regulator has vented too much hot air into the forward compartment damaging the oxygen cylinder ON/OFF cable, the Ram-Air Scoop cable and the Environmental Control System (ECS) firewall shut-off valve cable. If incorrectly adjusted, or defective, the Deice Pressure Regulator can vent hot air into the forward compartment. This situation can cause overheating and failures of components located inside the forward compartment, which could result in potential loss of several functions essential for safe flight. We are issuing this AD to require actions to correct theunsafe condition on these products.
46-06-04: 46-06-04 CONVAIR: (Was Service Note 3 of AD-2-571-2.) Applies Only to BT-13 Series Airplanes Equipped With a Propeller Spinner. Inspect the propeller spinner attaching lugs after each 25 hours of operation for cracks or signs of impending failure. If cracks are found, the lugs should be reinforced or the spinner should be removed entirely.
80-21-12 R1: 80-21-12 R1 GREAT LAKES AIRCRAFT CORPORATION: Amendment 39-3940 as amended by Amendment 39-4625. Applies to Models 2T-1A-1 and 2T-1A-2 (Serial Numbers 501 through 828) airplanes with Lycoming I0-360 or AEIO-360 engines installed, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent engine oil inlet temperatures from exceeding acceptable limits within the next 50 hours time- in-service after the effective date of this AD, accomplish either paragraph (a) or (b) below: (a) Remove Cowl Face P/N 50106-2 and Belly Cowl P/N 50105-2 and modify in accordance with Great Lakes Service Bulletin No. 11, dated September 1, 1980, and incorporate Great Lakes Parts Kit SPK 101. Perform engine run-up and inspect oil system for leaks; or (b) Fabricate and install a louver plate (P/N 50105-33) and louver backing plate (P/N 50105-32) on the side of the belly cowling in accordance with Great Lakes Drawing Number 50105, Sheet 3 of4, Revision C. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance may be approved by the Manager, Atlanta Aircraft Certification Office, FAA Central Region, 1075 Inner Loop Road, College Park, Georgia 30337. Drawing 50105, Sheet 3 of 4, Revision C, and Great Lakes Service Bulletin No. 11, dated September 1, 1980, pertinent to this AD, may be obtained from Great Lakes Aircraft Company, Drawer A, Eastman, Georgia 31023; telephone (912) 374-5535. This Amendment 39-4625 revises Amendment 39-3940 (45 FR 67646), AD 80-21-12 in its entirety. Amendment 39-3940 became effective October 17, 1980. This Amendment 39-4625 becomes effective April 14, 1983.
2009-08-04: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model BH.125 series 600A airplanes and Model HS.125 series 700A airplanes. This AD requires inspecting the wiring diagrams containing the cockpit blowers and comparing with the current airplane configuration, and reworking the wiring if necessary. This AD results from a report indicating that a blower motor of the cockpit ventilation and avionics cooling system seized up and gave off smoke. We are issuing this AD to prevent smoke and fumes in the cockpit in the event that a blower motor seizes and overheats due to excessive current draw.
80-08-14: 80-08-14 PURE-AIR, INC.: Amendment 39-3745. Applies to all aircraft using the Pure-Air, Inc. carburetor air inlet filter installed per STC SA69NW. Compliance is required as indicated. A. Within 60 days from the effective date of this AD, unless already accomplished. 1. Remove Pure-Air filter foam elements which have been installed for more than 100 hours time in service or one year, whichever occurs first, and install screen (PN M-117 Large or PN M-118 Small) on the downstream inside surface of the filter box (PN M-102 Large or PN M-101 Small) by means of the filter attach bolts. 2. Replace each Pure-Air filter element which has accumulated either 100 hours or one year in service with a new filter element. B. Replace the foam filter element: 1. Every 100 hours time in service or 12 calendar months, whichever comes first. 2. Any time the filter element becomes 50% covered with any foreign material. C. Install the new Pure-Air supplies decal, which reflects the above replacement times, in plain view on the upper right hand outside surface of the filter box. This amendment becomes effective April 22, 1980.
2009-06-18: 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: Following in-flight test deployments on CL-600-2B19 aircraft, several Air-Driven generators (ADGs) failed to come on-line. Investigation revealed that, as a result of a wiring anomaly that had not been detected during ADG manufacture, a short circuit was possible between certain internal wires and their metallic over- braided shields, which could result in the ADG not providing power when deployed. The unsafe condition is that failure of the ADG could lead to loss of several functions essential for safe flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
86-23-05: 86-23-05 CONSOLIDATED AERONAUTICS INCORPORATED: Amendment 39-5461. Applies to Consolidated Aeronautics Incorporated, Lake Model 250 Airplanes, Serial Numbers 2 through 17, equipped with fuel shutoff valve mounting plate part number 3-6572-17, certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the possible contact of the fuel shutoff valve handle hardware and the cabin rear upholstery panel, accomplish the following: (a) Modify the fuel shutoff valve mounting plate in accordance with instructions in Lake Aircraft Division Consolidated Aeronautics Incorporated Service Bulletin No. B-66 dated May 31, 1985. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Federal Aviation Administration, Boston Aircraft Certification Office, ANE-150, 12 New England Executive Park, Burlington, Massachusetts 01803. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Lake Aircraft, Laconia Airport, Laconia, New Hampshire 03646; or Federal Aviation Administration, Office of the Regional Counsel, Room 158, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 17, 1986.
2009-06-19: We are adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and 767-300 series airplanes. This AD requires detailed inspections of the aft pressure bulkhead for damage, mid- frequency eddy current (MFEC) and low frequency eddy current (LFEC) inspections of radial web lap splices, tear strap splices, and super tear strap splices for cracking, and corrective actions if necessary. This AD results from analysis that indicates fatigue cracks of the web lap splice, tear strap splice, or super tear strap splice of the aft bulkhead are expected to occur on certain Boeing Model 767-200 and 767- 300 series airplanes. We are issuing this AD to detect and correct fatigue cracks of the aft pressure bulkhead, which could result in rapid decompression of the passenger compartment and possible damage or interference with airplane control systems that penetrate the bulkhead, and consequent loss of controllability of the airplane.
2000-22-18: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Model 58 airplanes. This AD requires you to inspect the rudder bellcrank interconnect tube for damage; replace or refinish the interconnect tube, if necessary; and modify the floorboard. Four reports of damage to the interconnect tube prompted this action. The actions specified by this AD are intended to correct the wrong use of screws and consequent wear in the pilot/copilot pedal interconnect tube, which could result in loss of rudder control.
2009-02-06: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires repetitive high frequency eddy current inspections for cracking of the 1.04-inch nominal diameter wire penetration hole in the frame and frame reinforcement, between stringers S-20 and S-21, on both the left and right sides of the airplane, and related investigative and corrective actions if necessary. This AD results from reports of cracking in the frame, or in the frame and frame reinforcement, common to the 1.04-inch nominal diameter wire penetration hole intended for wire routing. We are issuing this AD to detect and correct cracking in the fuselage frames and frame reinforcements, which could reduce the structural capability of the frames to sustain limit loads, and result in cracking in the fuselage skin and subsequent rapid depressurization of the airplane.
69-14-01: 69-14-01 CESSNA: Amdt. 39-793 applies to Models 310G, H, I, J, K, L, N, P, and T310P, Serial Numbers 310G0001 through 310P0166 except 310P0079, 310P0121, 310P0135, 310P0154, 310P0155; All E310J and E310H Aircraft; All 320A, B, C, D, E, F Aircraft; Models 401, 401A, Serial Numbers 401-0001 through 401A0078 except 401A0073; Models 402, 402A, Serial Numbers 402-0001 through 402A0063 except 402A0062; All 411, 411A Aircraft; Models 421, 421A, Serial Numbers 421-0001 through 421A0099 except 421A0041, 421A0077, 421A0093. Compliance: Required as indicated, unless already accomplished. To prevent fuel starvation during high angle descent, accomplish the following: A) Effective immediately, operation of the airplane with less than 10 gallons of fuel in each main tank is prohibited. B) Prior to further flight on all models listed above, install a placard in full view of the pilot as near as possible to the main fuel quantity indicator with the following wording: "OPERATION WITH LESS THAN 10 GALLONS OF FUEL IN EACH MAIN TANK IS PROHIBITED." C) Prior to further flight on all models listed above, install a placard in full view of the pilot as near as possible to the manifold pressure gauge, with the following wording: "MAINTAIN POWER WITHIN GREEN ARCS DURING DESCENT." D) Prior to further flight on Cessna Models 310L, N, P; T310P; 320E, F; 401, 401A; 402, 402A; 411, 411A; 421 and 421A install a placard in full view of the pilot as near as possible to the airspeed indicator with the following wording: "MAXIMUM SPEED WITH 15 DEGREES TO FULL FLAPS SHALL NOT EXCEED 140 MPH." E) Prior to further flight on Cessna Models 310G, 310H, and 320A, install a placard in full view of the pilot as near as possible to the flap position indicator with the following wording: "FLAP POSITION SHALL NOT EXCEED 35 DEGREES." F) On or before January 1, 1970, unless already accomplished, modify fuel system either by the installation of a pump in each main wing tank and all related changes in accordance with Cessna Service Letter ME69-16, dated June 27, 1969, or by the accomplishment of any equivalent method approved by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Central Region. G) Upon accomplishment of the modification required by Paragraph F, compliance with the provisions of Paragraphs A, B, C, D, and E is no longer required. NOTE: The operator may make and install the above placards. Minimum 1/8 inch high letters must be used. Effective June 4, 1969. Revised July 11, 1969.
85-17-06: 85-17-06 AIRBUS INDUSTRIE: Amendment 39-5120. Applies to Model A300 B2 and B4 series airplanes listed in Airbus Industrie Service Bulletin A300-25-138, Revision 8, dated June 27, 1983, certificated in any category. To prevent loss of fire protection due to separation of or damage to blowout panels in the ceiling and sidewalls of the forward cargo compartments, which could result in a degradation of the fire extinguishing capability in the aircraft, accomplish the following, unless previously accomplished: A. Inspect the forward cargo compartment decompression panels for condition and attachment in the panel cut-outs in accordance with the accomplishment instructions of Airbus Industrie Service Bulletin A300-25-138, Revision 8, dated June 27, 1983, according to the following schedule: (1) Daily, if Modifications 1878 and 2506, described in Airbus Industrie Service Bulletins A300-25-149, Revision 5, dated March 28, 1980, and A300-25-248, Revision 5, dated January 4, 1982, have not been incorporated; (2) Within the next 600 hours time in service after the effective date of this AD and at subsequent intervals not to exceed 600 flight hours in service, if Modifications 1878 and 2506 have been incorporated. B. If, during the inspections required by paragraph A. of this AD, damage to or separation of decompression panels is found, perform within the next 25 hours time of service from the last inspection the repair described in paragraph 2C of Airbus Industrie Service Bulletin A300- 25-138, Revision 8. NOTE: Inspections and modifications accomplished in accordance with Amendment 39- 4070 constitute compliance with the requirements of paragraphs A. and B. of this Amendment. C. Terminating action for the requirements of this AD is accomplished if Modification 3361, described in Airbus Industrie Service Bulletin A300-25-332, Revision 1, dated June 10, 1982, is incorporated. D. 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. 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 September 19, 1985.
2009-05-05: We are adopting a new airworthiness directive (AD) to supersede AD 2008-06-28 R1, which applies to certain Avidyne Corporation (Avidyne) Primary Flight Displays (PFDs) (part numbers (P/Ns) 700-00006-000, -001, -002, -003, and -100) that are installed on airplanes. AD 2008-06-28 R1 currently requires you to do a check of the maintenance records and inspection of the PFD (if necessary) to determine if an affected serial number PFD is installed and incorporate (if necessary) operational limitations. Since we issued AD 2008-06-28 R1, Avidyne developed a factory modification that will correct the problems on these Avidyne PFDs and also factory modified certain serial number PFDs. To terminate the operational limitations of AD 2008-06-28 R1, this AD adds actions to assure any affected serial number PFD complies with one of the following: Passes the air data system performance verification test, receives the factory modification, or is replaced with a PFD that has complied with one of the previous two conditions or is not one of the affected serial number PFDs. Consequently, this AD will retain the actions from the previous AD until the added terminating action has been complied with. We are issuing this AD to prevent certain conditions from existing when PFDs display incorrect attitude, altitude, and airspeed information. This could result in airspeed/altitude mismanagement or spatial disorientation of the pilot with consequent loss of airplane control, inadequate traffic separation, or controlled flight into terrain.
2009-04-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767 series airplanes. That AD currently requires a one-time inspection for missing, damaged, or incorrectly installed parts in the separation link assembly on the deployment bar of the emergency escape system on the entry or service door, and installation of new parts if necessary. This new AD requires replacing the separation link assembly on the applicable entry and service doors with an improved separation link assembly, and doing related investigative and corrective actions if necessary; and inspecting for discrepancies of the unloaded spring dimensions in the separation link assembly, and doing corrective actions if necessary. This AD also removes certain airplanes from the applicability. This AD results from reports that entry and service doors did not open fully during deployment of emergency escape slides, and additional reports of missing snap rings. We are issuing this AD to prevent failure of an entry or service door to open fully in the event of an emergency evacuation, which could impede exit from the airplane. This condition could result in injury to passengers or crewmembers.