Results
99-19-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections of certain H-11 tension bolts at each side-of-body kick-load fitting and on the lower splice plate (both located on the wing rear spar) to detect damaged or broken bolts; and follow-on actions, if necessary. This amendment also requires eventual replacement of the existing bolts with new, improved bolts, which constitutes terminating action for the repetitive inspections. This amendment is prompted by a report that an operator found two broken H-11 tension bolts on the side-of-body kick-load fitting on one airplane. The actions specified by this AD are intended to prevent cracking of the bolts due to stress corrosion, which could result in reduced structural integrity of the wing-to-body joint structure.
87-04-09: 87-04-09 HELIO: Amendment 39-5533. Applies to Models H-700 and H-800 airplanes (all serial numbers) certificated in any category. Compliance: Required as indicated, unless already accomplished. To assure airworthiness of the composite main landing gear legs, accomplish the following: (a) Within the next 100 hours TIS after the effective date of this AD and each 100 hours TIS thereafter, remove landing gear fairings, if installed, and visually inspect the edges of the composite main landing gear legs for evidence of delamination. Delamination is evidenced by longitudinal splitting between the fiberglass plies. This could occur anywhere along the span of the landing gear leg. If any delamination is found, prior to further flight, install FAA-approved right and left metallic landing gear legs. NOTE: On the effective date of this AD, the only known FAA-approved replacement landing gear is per STC SA2171CE. (b) If, in between the inspections required in paragraph (a) above, it is observed that the wings do not appear level, or one side of the airplane appears to be drooping, prior to further flight, conduct the inspections and replacement, If necessary, required in paragraph (a) of this AD. (c) The inspection required in paragraphs (a) and (b) are no longer required when FAA-approved metallic landing gear legs have been installed. (d) Ferry permits issued in accordance with FAR 21.197 and equivalent methods of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Federal Aviation Administration, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 9, 1987.
67-08-01: 67-08-01 AERO PRODUCTS: Amdt. 39-369 Part 39 Federal Register March 10, 1967. Applies to Models A6441FN-606 and A6441FN-606A Propellers Installed on General Dynamics Models 340 and 440 Airplanes Modified in Accordance with STC SA4-1100 or Lockheed Models 188A and 188C Airplanes. Before further flight of any airplane equipped with a propeller identified by the following list of propeller serial numbers and hub serial numbers, unless already accomplished, remove the propeller and replace with a propeller that does not bear a number on the following list or inspect and return to service in accordance with procedures established by Allison and approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. Further flight beyond the point where the aircraft is grounded pursuant to this airworthiness directive may be conducted only in accordance with FAR 21.197. PROPELLER NUMBER HUB NUMBER P807 H21260 P607 H21048 P791 H21126 P1001 H22073 P1002 H22074 P975 H22047 P978 H22050 P981 H22053 P982 H22054 P983 H22055 P989 H22061 P995 H22067 P996 H22068 P997 H22069 P998 H22070 P1003 H22075 P1006 H22078 P985 H22057 P986 H22058 P1004 H22076 P1019 H22091 P994 H22067 P990 H22062 P991 H22063 P971 H22043 P974 H22046 P992 H22064 P993 H22065 P999 H22071 P1000 H22072 P541 H21176 P625 H21234 P909 H21163 P984 H22056 P987 H22059 P976 H22048 P977 H22049 This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective by telegram dated March 8, 1967.
87-25-10: 87-25-10 GROB: Amendment 39-5880. Applies to GROB Models G103 TWIN II and G103A TWIN II ACRO gliders, Serial Nos. 3730 through 3878, and Serial Nos. 33879 through 34078 (ACRO with supplement K), certificated in all categories. Compliance is required, as indicated, unless already accomplished. To prevent failure of the rudder lever, which could result in the glider becoming uncontrollable, accomplish the following: (a) Within the next 5 hours time in service after the effective date of this AD, unless compliance with Paragraph (c) has been accomplished, visually inspect the rudder lever, P/N 103B-4430, using a 10 power or greater magnifying glass and flashlight in accordance with Paragraph 1 of GROB Repair Instruction No. 315-33/1 for Service Bulletin (SB) TM 315-33, dated August 3, 1987. (b) Replace damaged parts before further flight, with rudder lever, P/N 103B- 4430/1, and two rudder stop screws, M 6 x 45 (mm), in accordance with GROB Repair Instruction No. 315-33/2 for SB TM 315-33, dated August 3, 1987. (c) Prior to March 15, 1988, replace any rudder lever and rudder stop screws not replaced in accordance with Paragraph (b) of this AD with rudder lever, P/N 103B-4430/1, and two rudder stop screws, M 6 x 45 (mm), in accordance with GROB Repair Instruction No. 315- 33/2 for SB TM 315-33, dated August 3, 1987. (d) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, and Middle East Office, FAA c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium, or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. GROB Repair Instructions No. 315-33/1 and /2 for SB TM 315-33, dated August 3, 1987, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to GROB Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 87-ANE-45, between the hours of 8:00 a.m. and 4:30 p.m.,Monday through Friday, except federal holidays. This amendment 39-5880 becomes effective April 15, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 87- 25-10, issued December 11, 1987, which contained this amendment.
2006-07-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A310 airplanes, Model A300 B4-600 series airplanes, Model A300 B4-600R series airplanes, Model A300 F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes. This AD requires inspections of the rudder for discrepancies and corrective action if necessary. This AD also requires reporting all inspection results to the airplane manufacturer and the FAA. This AD results from two separate findings of inner skin disbonding discovered while undergoing unrelated repair and maintenance procedures. We are issuing this AD to detect discrepancies of the rudder, which could result in reduced structural integrity of the rudder.
88-22-09: 88-22-09 BOEING: Amendment 39-6054. Applies to Models 727 and 737 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent attempted takeoff with the airplane in the improper configuration and the takeoff warning system inoperative, accomplish the following: \n\n\tA.\tPrior to the accumulation of 200 flight hours after the effective date of this AD and thereafter at intervals not to exceed 200 flight hours, perform an operational and functional check of the takeoff configuration warning system in accordance with the established and approved procedures in Section 31-26-0 of the FAA-approved Boeing Model 727 or Model 737 Maintenance Manual, as appropriate. Repair or replace any inoperative component before further flight. \n\n\tNOTE: The following items are to be included in the required checks: \n\n\t\t1.\tThrottle Switch(s)- assure proper contact \n\t\t2.\tFlap position switches \n\t\t3.\tElevator out of green band switches \n\t\t4.\tSpeed brake switch \n\t\t5.\tAPU door switch (if installed) \n\t\t6.\tLeading edge slat switches \n\t\t7.\tAir/Ground Relay \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request for alternate means of compliance should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\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\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-6054, becomes effective November 10, 1988.
99-18-19: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-80A1/A3 and CF6-80C2A series turbofan engines, installed on Airbus Industrie A300-600 and A310 series airplanes. This action requires, prior to further flight, one of the following: (1) performing a DPV pressure check for leakage, and, if necessary, replacing the DPV assembly with a serviceable assembly and performing an operational check of the thrust reverser, or deactivating the thrust reverser; or (2) replacing the directional pilot valve (DPV) assembly with a serviceable assembly and performing an operational check of the thrust reverser. Thereafter, this AD requires one of these actions on a repetitive basis. If a thrust reverser is deactivated, this action requires, prior to further flight, revising the FAA-approved airplane flight manual (AFM) to require performance penalties to be applied for certain takeoff conditions. The AD also requires a revision to theEmergency Procedures Section of the FAA approved AFM to include a flightcrew operational procedure in the event of any indication of an in-flight thrust reverser deployment. This amendment is prompted by review of thrust reverser safety analyses following a report of inadvertent thrust reverser deployment on another make and model engine. The actions specified in this AD are intended to prevent inadvertent thrust reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
99-22-11: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146 and Avro 146-RJ series airplanes, that requires installation of modified roller sub-assemblies in both the main landing gear (MLG) door lock and the MLG uplock. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the roller sub-assemblies, which could result in failure of the MLG to retract and lock after takeoff, or to deploy properly for landing.
99-21-12: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that requires a one-time visual inspection of the conduit pipe for distortion or repairs, and replacement of the conduit pipe with a new pipe, if necessary. This amendment also requires replacement of the cable assemblies to the fuel standby pumps with new cable assemblies that have improved sheathing protection. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent electrical arcing due to damaged fuel standby pump cable assemblies and conduit pipes, which could create a possible ignition source, and consequent fire hazard.
2006-07-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A321-100 and -200 series airplanes. This AD requires replacing the crashworthiness pins on the side-stay of the main landing gear (MLG) with new pins having an increased internal notch diameter. This AD results from testing on the side-stay crashworthiness pins on the MLG, which revealed that, in the case of an emergency landing, the crashworthiness pins installed will not ensure a correct MLG collapse. We are issuing this AD to prevent a punctured fuel tank, which could cause damage to the airplane or injury to passengers.
98-14-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the ground cooling fan. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the ground cooling fan, which could result in smoke in the flight deck and cabin and consequent inability of the flight crew to perform duties or possible passenger injury due to smoke inhalation.
99-18-18: This amendment adopts a new airworthiness directive (AD) that is applicable to Dowty Aerospace Propellers Model R381/6-123-F/5 propellers. This action requires initial and repetitive visual and ultrasonic (UT) inspections of propeller blades for cracks across the camber face, and, if blades are found cracked, replacement with serviceable blades. This amendment is prompted by reports of a cracked composite propeller blade. The actions specified in this AD are intended to prevent propeller blade cracks and propagation, which could result in propeller blade separation and possible aircraft loss of control.
2006-06-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100 and A319-100 series airplanes, A320-111 airplanes, A320-200 series airplanes, and A321-100 and A321-200 series airplanes. This AD requires operators to review the airplane's maintenance records to determine the part numbers of the magnetic fuel level indicators (MFLI) of the wing fuel tanks, and related investigative and corrective actions if necessary. This AD results from several in-service incidents of wear and detachment of the top-stops from the MFLI. Such detachment allows the top-stop to move around the wing fuel tank, and the top-stop could come into contact or in close proximity with a gauging probe, resulting in compromise of the air gap between the probe and the structure and creating a potential ignition source. We are issuing this AD to prevent an ignition source in the wing fuel tank in the event of a lightning strike, which could result in a fire or explosion.
98-14-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time visual inspection to detect cracking in the axle adapter of the shock absorber of the nose landing gear (NLG), and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to correct cracking in the axle adapter of the shock absorber of the NLG, which could result in failure of the NLG and consequent damage to the airplane structure.
80-10-02: 80-10-02 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-3765. Applies to Model BO-105 series helicopters with tail rotor blade grip P/N 105-31711 or P/N 105-31722 installed, certificated in any category. To prevent failure of the tail rotor system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO- 105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (b) Within the next 100 hours after installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO-105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (c) Within the next 100 hours time in service after the effective date of this AD - (1) Visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with paragraph 2.A.1 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent; and (2) Inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with paragraph 2.A.2 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm BO-105 Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent. (d) Within the next 100 hours time in service after accomplishing the inspection required by paragraph (c)(1) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with "Special Inspections." Chapter 10 of the Messerschmitt-Bolkow- Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (e) Within the next 600 hours time in service after accomplishing the inspection required by paragraph (c)(2) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 600 hours from the last inspection, inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with "Special Inspections," Chapter 10, of the Messerschmitt-Bolkow-Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (f) If, during any inspection required by this AD, any cracks are found, before further flight, replace the cracked tail rotor blade grip in accordance with paragraph (g) of this AD. (g) For all replacement tail rotor blade grips installed after the effective date of this AD - (1) Use a new or used crack-free tail rotor blade grip of the same part number. Before installation of a used tail rotor blade grip, inspect the part using the dye penetrant method to ensure that it is crack-free; and (2) Comply with the repetitive inspection requirements of paragraphs (b), (d), and (e) of this AD. NOTE: This AD applies to both tail rotor blade grips installed on the helicopter. This amendment becomes effective May 1, 1980, as to all persons except those persons to whom it was made immediately effective by the telegram dated March 30, 1979, which contained this amendment.
99-18-13: This amendment adopts a new airworthiness directive (AD) that applies to all de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers aft of the flight idle stop while the airplane is in flight. The AFM amendment includes a statement of consequences if the limitation is not followed. This AD is a result of numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. None of the incidents or accidents involved de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned aft of the flight idle stop while the airplaneis in flight.
78-23-10: 78-23-10 AVCO LYCOMING: Amendment 39-3333. Applies to all fuel injected Lycoming series engines equipped with the following Bendix Fuel Injector Models and Parts List Numbers. Model Number Parts List Number RSA-5AB1 2524254-5 2524712-2 RSA-5AD1 2524054-5 2524147-7 2524213-5 2524291-5 2524359-4 2524450-3 2524550-2 2524673-2 2524682-2 2524742-2 2524752-1 RSA-7AA1 2524347-4 RSA-10AD1 2524163-8 2524163-7A 2524757-1 RSA-10DB1 2524275-9 2524649-3 RSA-10DB2 2524708-1 RSA-10ED1 2524273-5A 2524273-6 2524298-6 2524491-3 2524500-2A 2524500-3 2524693-2 2524709-1 Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent an in-flight power loss due to an over rich condition caused by the failure of the center body bellows seal assembly, replace the center body bellows seal assembly and tube bushing in accordance with Accomplishment and Identification instructions in the applicable Bendix Energy Controls Division Service Bulletin No. RS-52 Rev. 2 revised May 12, 1978, No. RS-53 Rev. 2 revised May 12, 1978, and No. RS-54 Rev. 2 revised May 10, 1978, or FAA approved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA), Eastern Region. As permitted by FARs 21.197 to 21.199, aircraft may be flown to a base where the modification required by this Airworthiness Directive can be accomplished. NOTE: AVCO Lycoming Service Bulletins No. 428, No. 429 and No. 430 also pertain to this subject. This amendment is effective November 7, 1978.
80-15-06: 80-15-06 CESSNA: Amendment 39-3847. Applies to Model 404 (Serial Numbers 404-0001 thru 404-0637) airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To ensure the structural integrity of the elevator trim tab actuator screw assemblies accomplish the following in accordance with the provisions of Cessna Multi-engine Customer Care Service Information Letter ME80-2, Revision 2, dated March 14, 1980, and Revision 3, dated June 20, 1980, as applicable: A) On all airplanes with 150 hours or more time-in-service, or upon reaching 150 hours time-in-service, within the next 25 hours time-in-service after the effective date of this AD and each 150 hours time-in-service thereafter, replace both left and right elevator trim tab actuator screw assemblies with new screw assemblies of the same part number. B) Within the next 25 hours time-in-service after the effective date of this AD, install a decal on the tachometer which restricts the lower edge ofthe normal engine operating range to 1750 RPM and operate the airplane in accordance with this limitation. Insert a copy of this paragraph in the "Limitations" section of the Airplane Flight Manual to reflect this temporary restriction. C) On Serial Numbers 404-0001 through 404-0613 airplanes, within the next 25 hours time-in-service after the effective date of this AD: 1) Disconnect the aft end of Cessna P/N 5815160-1 pushrod from the trim tab horn and check the elevator trim tab pushrod for inboard/outboard alignment at the pushrod attachment to the elevator trim tab horn for both left and right hand trim tabs. If the misalignment does not exceed .12 inch, reconnect the pushrod and return the airplane to service. 2) If the Cessna P/N 5815160-1 pushrod has to be forced more than .12 inches inboard/outboard to align with the trim tab actuator bracket, replace it with a new part of the same part number and return the airplane to service. D) On or before April 1,1981, modify the horizontal stabilizer in accordance with Cessna Service Information Letter ME80-2, Revision 3, dated June 20, 1980, and Cessna Service Kit SK404-31. After installation of Cessna Service Kit SK404-31, the requirements of paragraphs A, B and C of this AD are no longer applicable. E) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the provisions of this AD can be accomplished. F) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. This AD supersedes AD 80-07-08, Amendment 39-3727. This amendment becomes effective July 24, 1980.
79-18-12: 79-18-12 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3550. Applies to the following groups of Model GTCP85 series Auxiliary Power Units (APUs) which have cast turbine wheel Part Number 968095-1, -3, -5 or 3604604-1 installed: \n\n\tNote: These APUs are installed in but not limited to Boeing 727-100/-200, Lockheed L-100, Boeing 707 (conversion), Lockheed 382-Series, Douglas DC-9, Avions Marcel Dassault -Breguet Aviation Mercure and British Aerospace Corporation BAC 1-11, Trident 3B, Trident 1, and Trident 2E aircraft. \n\n\tGroup A: GTCP85-98CK, GTCP85-98CK(A), or GTCP85-98CK(B) with exhaust pipe assembly Part Number 379529 or 976987-1. \n\n\tNote: Part Number 976987-1 may be either a new production part or part reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup B: GTCP85-98DCK, GTCP85-115CK, GTCP85-115H, GTCP84-139H, or GTCP85-163CK with exhaust pipe assemblyPart Number 379529 or 976987-1 reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup C: GTCP85-185L with exhaust pipe assembly Part Number 899607-1. \n\n\tNote: Operators of airplanes incorporating the APUs affected by this airworthiness directive are advised to examine the applicable sections of AiResearch Alert Service Bulletin GTCP85-49-A5078, Revision 1, dated March 29, 1979, and AiResearch Service Bulletin GTCP85-49-3688, Revision 5, dated February 9, 1979, to identify production configuration of these units as well as the methods of reworking the exhaust pipe assemblies to the approved replacement configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent the release of high energy turbine wheel blade fragments, accomplish the following, unless already accomplished: \n\n\t(a)\tFor APUs with turbine wheels Part Number 968095-1, -3, -5, or 3604604-1 installed, remove the exhaust pipe assemblies listed for Group A, B, and C above and install a strengthened exhaust pipe assembly as defined below at next APU overhaul, or within the next 3,000 operating cycles after the effective date of this AD, whichever occurs first, or in any case, not later than three years from the effective date of this AD. \n\n\t\t(1)\tAPUs in Group A are to have a Part Number 3607748-1, 966580-1, or 966580-3 exhaust pipe assembly installed. \n\n\t\t(2)\tAPUs in Group B are to have an exhaust pipe assembly Part Number 3607748-1, 966580-3, or an exhaust pipe assembly originally manufactured as Part Number 976987-1 installed. \n\n\t\t(3)\tAPUs in Group C are to have a Part Number 3607748-1 exhaust pipe assembly installed. \n\n\tNote: For the purposes of this AD, one cycle equals one start/shutdown of the APU. If the operator does not have a record of operating cycles on individual turbine wheels, he may assume two starts have occurred for each recorded APU operating hour of service, or any other cycle per hour ratio approved by the operator's assigned FAA maintenance inspector, provided the request contains substantiating data to justify the alternative ratio. Operators who have not kept a record of APU operating hours of service shall estimate hours of APU operation by equating APU operation to airplane hours time in service using a ratio approved by the operator's assigned FAA maintenance inspector and justified by substantiating data. \n\n\t(b)\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 modifications required by this AD. \n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 8, 1979.
2006-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR72 airplanes. This AD requires a one-time general visual inspection for contamination of the surface of the upper arms of the main landing gear (MLG) secondary side brace assemblies; and repetitive eddy current inspections for cracking of the upper arms, and related specified and corrective actions if necessary. This AD also mandates eventual replacement of aluminum upper arms with steel upper arms, which would end the repetitive inspections. This AD results from two reports of rupture of the upper arm of the MLG secondary side brace due to fatigue cracking. We are issuing this AD to prevent cracking of the upper arms of the secondary side brace assemblies of the MLG, which could result in collapse of the MLG during takeoff or landing, damage to the airplane, and possible injury to the flightcrew and passengers.
99-18-15: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon Aircraft Company (Raytheon) Beech Models C90A, B200, B300, and 1900D airplanes. This AD requires replacing the landing gear hand pump for airplanes that had a pump within a certain serial number range installed at manufacture; and prohibits the future installation of any of these pumps on all of the affected airplanes. This AD is the result of information from the manufacturer of improper machining of the pump housing on certain landing gear emergency hand pumps on the affected airplanes. This resulted in an insufficient groove depth to retain a snap ring, which retains the check valve in its proper position within the housing. The actions specified in this AD are intended to detect any improperly machined landing gear emergency hand pumps, which, if not removed from service, could result in the inability to properly lower and lock the landing gear in the event of failure of the primaryretraction/extension system. Comments for inclusion in the Rules Docket must be received on or before October 27, 1999.
99-18-12: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 050 series airplanes. This action requires a one-time inspection to detect cracking of the fuselage between stations 15375 and 16275, at the skin splice above the cabin windows; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct such cracking, which could result in depressurization of the cabin and reduced structural integrity of the airplane fuselage.
83-02-07: 83-02-07 MCDONNELL DOUGLAS: Amendment 39-4545. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible loss of the thrust reverser from the aircraft, accomplish the following: \n\n\tA.\tWithin 300 hours time in service after the effective date of this AD, gain access to the thrust reverser hinge attach bolts, remove bolts and inspect for proper installation of countersunk washers and re-install or replace, if necessary, in accordance with the Accomplishment Instructions in McDonnell Douglas DC-8-70 Alert Service Bulletin A54-83, Revision 1, dated December 2, 1982, 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 for the accomplishment of inspection/modifications required by 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\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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective February 7, 1983.
52-18-02: 52-18-02 DOUGLAS: Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft. \n\n\tTo be accomplished as indicated. \n\n\tI.\tInspection. \n\n\t\tA.\tAt intervals not to exceed 250 hours for airplanes having in excess of 4,000 flight hours, periodically inspect the forward flange of the lower front spar cap at Station 120 1/2 at left and right hand using dye check inspection method or equivalent. This is the location of the bolt that attaches the inboard nacelle inboard attach angle to the spar cap flange. This bolt must be removed for this inspection. Any crack found must be properly repaired prior to further flight. This inspection shall be continued until the area is reinforced as outlined in item II. \n\n\t\tB.\tAt intervals not to exceed 35 flight hours for airplanes having in excess of 4,000 flight hours, perform a visual inspection of the forward flange of the lower front spar cap left hand and right hand at the bolt attachment of the lower inboard nacelle inboard attach anglepaying particular attention to the upper and forward exposed area of the flange adjacent to the bolt. The spar area shall be thoroughly cleaned before inspection. Any suspicion of cracking shall be checked using dye check method or equivalent with the bolt removed. Airplanes that have been repaired wherein the cracks have been ground out of the flange and the flange area reinforced in accordance with Douglas Drawing 5482662-A shall also be visually inspected. \n\n\t\tC.\tNo special inspection is required on airplanes having a total service time under 4,000 hours. \n\n\tII.\tReinforcement. \n\n\t\tAircraft not incorporating the reinforcement during production shall have the spar cap and other reinforcements added in the inboard nacelle area according to Douglas Drawings 5482863 and 5482950. Reinforcement should be accomplished by September 1, 1953, on airplanes having over 4,000 hours flying time by that date. Airplanes with less than 4,000 hours time as of September 1, 1953, should be reinforced prior to accumulation of 4,000 hours flying time. \n\n\t\tAny airplane incorporating the temporary repair per Douglas Drawing 5482662-A shall have the permanent reinforcement incorporated at the next engine change not to exceed 1,500 hours. High time airplanes and those with repaired flanges should be given priority in accomplishing these reinforcements.
2006-06-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100 series airplanes; Model A319-100 series airplanes; Model A320-111 airplanes; Model A320-200 series airplanes; Model A321-100 series airplanes; and Model A321-200 series airplanes. This AD requires replacing the water drain valves in the forward and aft cargo doors with new valves. This AD results from a report indicating that, during a test of the fire extinguishing system, air leakage through the water drain valves in the forward and aft cargo doors reduced the concentration of fire extinguishing agent to below the level required to suppress a fire. We are issuing this AD to prevent air leakage through the water drain valves, which, in the event of a fire in the forward or aft cargo compartment, could result in an insufficient concentration of fire extinguishing agent and consequent inability of the fire extinguishing system to suppress the fire.