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79-25-04: 79-25-04 SWEARINGEN : Amendment 39-3620. Applies to Models SA226-T, SA226-AT, and SA226-TC airplanes, certificated in all categories, that incorporate Rosemount SAS Servo P/N 9-50D1001. Compliance is required within the next 10 hours time in service unless already accomplished. (NOTE: The compliance time given here is, in some instances, different from SB A27-024.) To prevent the possible jamming of the elevator, accomplish the following: Remove, disassemble, inspect, modify if necessary, and reidentify servos in accordance with the accomplishment instructions in Swearingen Aviation Corporation Service Bulletin SB A27-024 dated November 13, 1979. All Rosemount P/N 9-50D1001 servos not presently installed must also be disassembled, inspected, modified if necessary, and reidentified prior to installation. Aircraft may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Swearingen Aviation Corporation, P.O. Box 32486, San Antonio, Texas 76284. These documents may also be examined at Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas 76101, and at FAA Headquarters, 800 Independence Avenue S.W., Washington, D.C. 20591. This amendment becomes effective December 10, 1979.
2024-20-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 717-200 airplanes and Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series airplanes. This AD was prompted by a report of cracked and severed structure found in the aft fuselage cant bulkhead at a certain station (STA) and the vertical stabilizer rear spar installation. This AD requires a one-time inspection of the aft fuselage cant bulkhead at certain STAs and vertical stabilizer rear spar structure, and corrective actions and an inspection report if necessary. This AD also requires an inspection of that same structure if certain conditions occur during any phase of flight. The FAA is issuing this AD to address the unsafe condition on these products.
2016-18-08: We are superseding Airworthiness Directive (AD) 90-11-05 for certain Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4- 203 airplanes and Model A300 B4-600 series airplanes. AD 90-11-05 required repetitive detailed inspections for cracking in the aft hinge brackets of the outer shroud box that is located in the outer wing box, and related investigative and corrective actions if necessary. This new AD changes certain compliance times and adds airplanes to the applicability. This AD was prompted by reports of cracks in the aft hinge brackets of the outer shroud box that is located in the outer wing box, which were found during routine maintenance checks, and our subsequent determination that a change in inspection compliance times is needed. We are issuing this AD to detect and correct cracking of the aft hinge brackets of the outer shroud box; such cracking could affect the structural integrity of the airplane.
2016-18-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the aft pressure bulkhead is subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the aft pressure bulkhead web for any cracking, crack indications, discrepant fastener holes, and corrosion; and corrective actions if necessary. We are issuing this AD to detect and correct cracks in the aft pressure bulkhead web, which could result in an uncontrolled decompression of the fuselage.
69-01-03: 69-01-03 FAIRCHILD-HILLER: Amendment 39-705. Applies to Fairchild Hiller F-27 Type and FH-227 type airplanes certificated in all categories. For airplanes having 5,000 or more hours time in service as of the effective date of this Airworthiness Directive, accomplish the following: (a) Before further flight, install the following placard in the cockpit in full view of the pilot. "Do not operate aircraft above 180 knots IAS" Such placard to be removed upon completion of inspections as noted in (b). (b) To detect cracks in the lower wing outer panel skin, access door land, and stringers at wing stations 194, 197 and 204, accomplish the following within the next 25 hours time in service after the effective date of this Airworthiness Directive, unless already accomplished within the last 25 hours time in service. (1) Inspect for cracks both the left and right lower wing access door area using X-Ray inspection procedures in accordance with Fairchild Service Bulletin 51-2 for X-Ray Pictures No. 1AL and 1AR with the X-Ray head located at the intersection of wing stations 194, 197 and 204 with both door edges for a total of six X-Ray pictures per side. Particular attention should be given for cracks propagating from the access door-land attach screw holes. (c) Prior to further flight cracks must be repaired in accordance with a repair approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region or replaced with a part of the same part number that has been inspected in accordance with (b) or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Report the results of inspection findings required by this A.D. to the Chief, Engineering and Manufacturing Branch, FAA Eastern Region (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). This amendment is effective January 4, 1969, and was effective upon receipt by all recipients of the telegram dated December 19, 1968 which contained this amendment.
65-26-03: 65-26-03 LEARJET: Amdt. 39-160 Part 39 Federal Register November 25, 1965. Applies to Model 23 Airplanes. Compliance required before further flight, unless already accomplished. To eliminate the possibility of smoke accumulation in the cabin due to improper ducting, accomplish the following: (a) Remove necessary interior side panels on right side of baggage compartment near Fuselage Frame 22 (Station 271). (b) Inspect the one-inch diameter flexible duct (Figure 90-11, Lear Parts Catalog) to ensure that it is the high temperature silicone type (reddish color). (c) Replace any black duct with high temperature silicone type (reddish color) duct, P/N 2319148-017 (airplane Serial Numbers 004 through 034), or P/N 2319148-022 (airplane Serial Numbers 035 and higher), before further flight. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 18, 1965.
62-19-02: 62-19-02 LOCKHEED: Amdt. 477 Part 507 Federal Register August 23, 1962. Applies to All Models 49, 149, 649, 749, and 749A Series Aircraft Incorporating Cleveland Pneumatic Tool Company Main Landing Gear Pistons, P/N's 8298-4, 8298B-4, 8298C-4, 8298C-4A, 8298D- 4 or 8298F-4. Compliance required as indicated. As a result of one complete fatigue failure and subsequent cases of cracks in numerous pistons in the area immediately above the weld that retains the metering pin bulkhead, accomplish the following: (a) Within the next 800 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 2,000 hours' time in service, inspect the main landing gear pistons, Cleveland Pneumatic Tool Company, P/N's 8298-4, 8298B-4, 8298C-4, 8298C-4A, 8298D-4, and 8298F-4, for cracks in the area immediately above the weld that retains the metering pin bulkhead. In those cases where an inspection in accordance with the procedures described in this AD hasbeen accomplished within the last 1,200 hours' time in service as of the effective date of this AD, that inspection may be considered as the initial inspection, and the repetitive reinspection intervals shall then start no later than 2,000 hours' time in service from that date. This inspection may be made by dye penetrant, magnetic particle or ultrasonic methods. (1) Pistons with cracks which exceed a depth of 0.050 inch as measured from the piston inner wall surface shall be modified in accordance with paragraph 4(b) of Lockheed Field Service Letter No. FS/256603L, dated January 24, 1962, or an FAA approved equivalent in order to be eligible for further use. Pistons with this modification are redesignated Cleveland Pneumatic Tool Company P/N's 8298C-4B, 8298C-4C, 8298D-4A, 8298F-4A. (2) Pistons with cracks which do not exceed a depth of 0.050 inch as measured from the piston inner wall surface shall be repaired in accordance with paragraph 4(a) of Lockheed Field Service Letter No. FS/256603L, dated January 24, 1962, or an FAA approved equivalent in order to be eligible for further use. Repaired pistons shall be identified by stamping a letter "R" in front of the part number. (3) Pistons showing no evidence of cracks and pistons repaired in accordance with (a)(2) may be returned to service subject to the 2,000 hours' repetitive reinspection intervals. (b) When modified pistons, P/N's 8298C-4B, 8298C-4C, 8298D-4A, or 8298F-4A, or FAA approved equivalent are installed, the periodic reinspections of (a) may be discontinued. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Field Service Letter No.FS/256603L dated January 24, 1962, covers this same subject.) This directive effective September 24, 1962.
2016-18-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-203 and A300 B4-2C airplanes. This AD was prompted by cracks found on pylon side panels (upper section) at rib 8. This AD requires a detailed inspection for crack indications of the pylon side panels; a high frequency eddy current (HFEC) inspection to confirm any crack indications; and repair of any cracking, or modification of the pylon side panels, and repetitive inspections and repair if necessary. We are issuing this AD to detect and correct cracking of the pylon side panels. Such cracking could result in pylon structural failure and in- flight loss of an engine.
2024-17-07: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by multiple reports of cracks found on tail rotor (TR) damper bracket assemblies. This AD requires accomplishing repetitive detailed visual inspections (DVIs) of certain part-numbered TR damper bracket assemblies for corrosion and cracks and, depending on the results, taking corrective action. This AD also prohibits installing an affected TR damper bracket assembly unless it is new. These actions are 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.
63-18-02: 63-18-02 HELIO: Amdt. 609 Part 507 Federal Register August 31, 1963. Applies to All Models H-391B, H-395 Serial Numbers 1 to 591, Inclusive, and H-395A Serial Numbers 1 to 1008, Inclusive. Compliance required prior to September 15, 1963. To preclude possible loss of engine oil through the vacuum oil separator due to blockage of the engine breather tube with ice or snow, accomplish the following: Modify the oil breather tube P/N 391-060-317 by slicing a flute cut 18 inches from contour of lower cowl 0.25 to 0.31 inch depth and 0.75 inch in height on aft side of tube. This cut can be added to the present breather tube. (Helio Service Bulletin No. 30A dated April 20, 1963, covers this same subject.) This supersedes AD 62-12-05. This directive effective September 1, 1963.