Results
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.
82-17-01: 82-17-01 HUGHES HELICOPTERS, INC.: Amendment 39-4433. Applies to Model 369D helicopters certificated in all categories, equipped with main transmission part number 369D25100 - basic configuration. Compliance is required as indicated, unless already accomplished. To prevent failure of the output gearshaft assembly, P/N 369D25132, accomplish the following: (A) Within 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 300 hours' time in service, until such time as the ultrasonic inspection of paragraph (B) of this AD is accomplished, conduct a visual inspection for cracks in the transmission output shaft in accordance with instructions in Part I entitled "Periodic Visual Inspection" of Hughes Service Information Notice No. DN-105 dated May 25, 1982, (hereinafter referred to as DN-105), or FAA approved equivalent. (B) The visual inspections required by paragraph (A) of this AD may be discontinued by conducting a one-time ultrasonic inspection of the electron beam weld area of the transmission output shaft in accordance with the instructions of Part II entitled "Ultrasonic Inspection" of DN- 105, or FAA approved equivalent. This inspection must be accomplished no later than the next overhaul or major disassembly of the transmission. (C) If cracks are found as a result of the visual inspections required by paragraph (A) of this AD or an unacceptable electron beam weld is found as a result of ultrasonic inspection of paragraph (B) of this AD, before further flight replace the output gearshaft assembly with a like assembly which has been inspected and found to be acceptable in the electron beam weld area in accordance with the ultrasonic inspection technique described herein. (D) Output gearshaft assemblies ultrasonically inspected and found to have acceptable electron beam welds in the transmission output shaft are to be identified in accordance with Figure 2 of DN-105, or FAA approved equivalent. (E) Special flight permits may be issued in accordance with Parts 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections required by this AD. (F) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. This amendment becomes effective August 23, 1982.
2009-05-01: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued because the requirement document now contains an inspection for cracking in horizontal stabilisers which have load transferring fittings installed. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
81-15-51 R1: 81-15-51 R1 ROCKWELL: Amendment 39-4377. Applies to all Rockwell NA-265-60 airplanes modified in accordance with STC SA687NW and equipped with Lear Siegler Flap Actuation System, and all Rockwell NA-265-80 airplanes modified in accordance with STC SA847NW. To prevent improper flap motion caused by a failure in the flap actuation system, accomplish the following unless already accomplished: A. Within the next 20 landings following the effective date of this AD, or prior to the accumulation of 200 landings after incorporation of STC SA687NW or STC SA847NW, whichever comes later, rework the power drive unit and flap jackscrew actuators in accordance with paragraphs 1(a) and 1(b) of Rockwell International Sabreliner Service Bulletin 81-5, dated July 10, 1981. During rework of the flap jackscrew actuators, replace any drive shaft, part No. 57400-1640, found to have an extra hole with a new part that does not contain an extra hole. B. Repetitively, on or before every 200 landings following the accomplishment of paragraph (A.) above, remove and replace the power drive unit and flap jackscrew actuators in accordance with paragraphs 3(a) and 3(b) of Rockwell International Sabreliner Service Bulletin 81-5, Revision 1, dated December 15, 1981. Airplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and FAR 21.199. Alternate 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 Mountain Region. 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 the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective May 18, 1982 and was effective earlier to those recipients of Telegraph AD T81-15-51 dated July 9, 1981.
81-18-05: 81-18-05 GENERAL DYNAMICS: Amendment 39-4487. Applies to Model 240 and military models eligible or to be made eligible for civil use under Type Certificate A-793, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated, unless previously accomplished. To prevent structural failure of the wing structure, which could result from corrosion and cracking at the wing outer panel/wing center section joint, accomplish the following: (A) On or before September 15, 1981, and thereafter at intervals not to exceed 100 hours of additional time in service until compliance with the complete internal inspection required by paragraph (B) of this AD has been completed: 1) Conduct an external visual inspection of the wing in the area of the spar rails, both upper and lower, front and rear, from ten (10) inches inboard of bulkhead 15(WS323) to ten (10) inches outboard of bulkhead 17(WS346) in accordance with Figure 3 of General Dynamics 600 (240D) Service Bulletin No. 57-4A dated February 13, 1973, hereinafter referred to as S.B. No. 57-4A, for evidence of internal structural corrosion which may be indicated by some out-of-alignment or bulging of the external surface. If any indication of surface out-of-alignment, bulging, corrosion, cracks, or failed rivets is found, before further flight, conduct a complete internal inspection in accordance with paragraph (B) of this AD. 2) Conduct an internal visual inspection of the center wing to outer panel attach fittings upper and lower, front and rear, upper and lower bulkhead rails, and associated structure for corrosion and/or cracks as identified in S.B. No. 57-4A, Figures 1 through 3. This includes the structure at and between bulkheads 15(WS323) and 17(WS346). Remove all dirt from the corners, front and rear, and clear drain holes to allow for drainage of moisture. Access to this dry area is via the outer panel access door indicated on S.B. No. 57-4A, Figure 2. If any indication of surface out-of-alignment, bulging, failed rivets, corrosion, or cracks is found, before further flight, conduct the complete internal inspection in accordance with paragraph (B) of this AD. (B) On or before December 1, 1981, and thereafter at intervals not to exceed 3,000 hours of additional time in service or one year since the last such inspection, whichever occurs earlier: Conduct an internal visual inspection of the wing in accordance with S.B. 57-4A, paragraph 2, including spar rails (upper and lower, front and rear), center wing to outer panel attach fittings, upper and lower bulkhead rails, and associated structure for corrosion and/or cracks from bulkhead 14(WS300) to bulkhead 18(WS361), after cleaning all surfaces in accordance with the procedures shown in S.B. 57-4A, Figures 1 through 4. In addition to the visual inspection required above, using a dye penetrant method, inspect for cracks in spar rails and chordwise bulkhead tee rails, after removal of all dirt, paint, and integral fuel tank sealant, in the following areas at the specified stations. Upper and lower spar rails Six (6) inches spanwise inboard and outboard of bulkhead 15(WS323) and bulkhead 17(WS346) on the forward facing surface of the front spar rails and the aft facing surface of the rear spar rails. Upper and lower chordwise tee rails On the outboard facing surfaces at bulkhead 15(WS323) and the inboard facing surfaces at bulkhead 17(WS346) a minimum total of two (2) inches extending fore and aft chordwise from each of the forward and aft ends of the tee rails in the radius (or where the radius would exist prior to cut-out of a tee leg) in exposed areas accessible without fitting interference. Access to this "dry" wing area between bulkhead 15 and 17 is possible by removal of the outer panel access door indicated in S.B. 57-4A, Figure 2, page 5. The above dye penetrant inspections at bulkhead 17(WS346) are required only for those aircraft with integral fuel tanks installed in the wing outer panels outboard of bulkhead 17. (C) If corrosion or cracking is detected, repair in a manner approved by the Manager, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. (D) Military aircraft being converted for civil airworthiness certification and those civil aircraft which have been out of service for one year, shall, prior to further flight after the effective date of this AD, be inspected in accordance with paragraph (B) of this AD. (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 required by this AD. (F) Alternate inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. (G) Reports of the discrepancies found are requested. The reports would provide surveillance of the propagation of fatigue cracking and corrosion in these aircraft. The reports should cite: airplane "N" number and serial number, nature of defect and part identification, total airplane operating hours, time since last inspection, and AD compliance paragraph. Forward reports to Manager, Western Aircraft Certification Field Office, FAA Northwest Mountain Region, 15000 Aviation Boulevard, Hawthorne, California 90261, by mail. This supersedes Amendment 39-4117, AD 81-11-08 (46 FR 28149). This Amendment 39-4487 becomes effective November 15, 1982, and was effective earlier to those recipients of priority mail AD 81-18-05 dated August 26, 1981.
90-07-04: 90-07-04 BRITISH AEROSPACE: Amendment 39-6554. Docket No. 89-NM-258-AD. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Prior to the accumulation of 15,000 landings or within 150 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 15,000 landings, perform a dye penetrant or eddy current inspection of the lower faces of both lugs of the jack attachment arm on the nose landing gear housing over an area not less than 0.5 inch forward and aft of change in lug section, in accordance with British Aerospace Alert Service Bulletin 32-A-PM5946, Issue 1, dated April 6, 1987. B. If cracks are found, repair or replace with a serviceable part prior to further flight, in accordance with British Aerospace Alert Service Bulletin32-A-PM5946, Issue 1, dated April 6, 1987, C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest MountainRegion, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6554, AD 90-07-04) becomes effective on April 30, 1990.
82-09-03: 82-09-03 BEECH: Amendment 39-4372. Applies to Model 77 (Serial Numbers WA-3 through WA-235, WA-237, WA-238, WA-240 through WA-254, WA-256, WA-258, WA-261 through WA-264, WA-266, WA-267 and WA-269) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To detect any Beech P/N 108-440000-31 shoulder harness attach brackets which may have been improperly installed during manufacture or when complying with AD 81-09-05 and to ensure the required structural level of occupant protection during minor crash conditions, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: a) Visually inspect and, if required, replace the P/N 108-440000-31 shoulder harness attach bracket in accordance with procedures set forth in Beechcraft Service Instructions No. 1173, Rev. 1. If an undrilled P/N 108-440000-31U shoulder harness attach bracket was installed and minimum edge distances specifiedin Rev. 1, Figure 1, were maintained on the attaching screws and rivets when complying with AD 81-09-05, the bracket installation is acceptable. Make the prescribed entry in the aircraft maintenance records indicating compliance with this AD. b) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. c) Any equivalent method of compliance with this AD, if used, must be approved by the Chief, Wichita Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269- 7000. This amendment supersedes Amendment 39-4101 (AD 81-09-05) effective May 7, 1981. This amendment becomes effective on May 6, 1982.
2009-02-08: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. That AD is applicable to engines with oil-tank-to-oil-cooler flexible lubrication pipes, part number (P/N) 0 249 92 813 0 or P/N 0 249 92 916 0, installed. That AD currently requires identifying, inspecting, and replacing affected flexible lubrication pipes manufactured after April 1, 2003. That AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter. That AD also requires that if both engines on the same helicopter each have an affected pipe, replacing one of the affected pipes before further flight. This AD does not contain that requirement. This AD requires the same inspections as the superseded AD and adds inspection of oil-pump-to-intermediate- bearing flexible lubricating pipe, P/N 0 249 92 808 0. This AD also requires all remaining affected flexible lubrication pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808 to be replaced as terminating action to the repetitive inspections for those affected pipes. This AD results from additional shutdowns caused by pipes, P/N 0 249 92 808 0, and the introduction of Turbomeca Modifications TU 231 and TU 233 that replace pipes, P/N 0 249 92 813 0, P/N 0 249 92 916 0, and P/N 0 249 92 808. We are issuing this AD to prevent helicopter engine in-flight shutdown of one or both engines resulting in an emergency auto-rotation landing or accident.
87-17-08: 87-17-08 SHORT BROTHERS PLC: Amendment 39-5712. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3678, certificated in any category. Compliance required as indicated, unless previously accomplished. To ensure that failure of the fuel purge valve cannot result in fuel ingress into the main cabin, accomplish the following: A. Within 90 days after the effective date of this AD, apply sealant to the fuselage top skin in accordance with the "Accomplishment Instructions," of Short Service Bulletin SD360- 53-22, Revision 1, dated April 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective September 22, 1987.
2008-25-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all McDonnell Douglas Model DC-8 airplanes. That AD currently requires, among other things, revision of an existing program of structural inspections. This new AD requires implementation of a revised program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD also reduces the inspection threshold for certain principal structural elements. This AD results from a significant number of these airplanes approaching or exceeding the design service goal on which the initial type certification approval was predicated. We are issuing this AD to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes.
88-23-03: 88-23-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6249. Final copy of priority letter AD. Applicability: All BHTI Model 206A, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category, with tail rotor yoke assembly, P/N 206-011-819-101, identified with the following serial numbers: A - 2009 A - 2010 A - 2023 A - 2070 A - 2073 A - 2077 A - 2078 A - 2079 A - 2084 A - 2087 A - 2133 A - 2144 A - 2150 A - 2167 A - 2173 A - 2189 A - 2195 A - 2198 A - 2203 A - 2213 A - 2219 A - 2221 A - 2223 A - 2227 A - 2229 A - 2234 A - 226 A - 2243 A - 2262 Compliance: Required as indicated, unless already accomplished. To prevent the failure of the tail rotor yoke assembly, loss of the tail rotor blade, and subsequent loss of control of the helicopter, accomplish the following: (a) Before further flight, inspect the aircraft to determine the part number and serial number of the installed tail rotor yoke assembly. If P/N 206-011-819-101 with a serial number listed above is installed on the helicopter, remove and replace the assembly with an airworthy yoke assembly. (b) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region. (c) In accordance with FAR 21.197 and 21.199, flight is permitted to a base where removal and replacement of the affected tail rotor yoke required by this AD may be accomplished. This amendment (39-6249, AD 88-23-03) becomes effective on July 25, 1989, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 88-23-03, issued November 15, 1988, which contained this amendment.
2008-26-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several landing gear emergency extension valves have been found seized * * *. This condition, if not corrected, could result in malfunctioning of the landing gear release during an operational emergency. * * * * * This malfunction could cause failure of the landing gear to extend and lock in the extended position, which could result in a gear up landing and reduced controllability of the airplane on the ground. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-26-05: 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: Occurrence of cracks in the exhaust muffler in the area of the exhaust bottom and exhaust flange were reported, which could lead to toxic contamination inside the cabin. We are issuing this AD to require actions to correct the unsafe condition on these products, which could result in carbon monoxide contamination in the cockpit, which can adversely affect the pilot, and possibly result in loss of control of the aircraft.
85-03-02: 85-03-02 ROLLADEN-SCHNEIDER FLUGZEUGBAU GmbH: Amendment 39-4996. Applies to Models LS4 and LS4a sailplanes, serial numbers up to 4340 inclusive, certificated in any category. Compliance is required prior to further flight, after the effective date of this AD, unless already accomplished. To prevent possible jamming of lower air brake blade, accomplish the following: (a) Assemble the sailplane. (b) With air brakes fully extended, measure overlap between the bottom edge of the lower blade of the air brake and wing skin lip. If the distance is less than five millimeters (0.2 inches), proceed according to subparagraph (c) below. If distance is greater than five millimeters, no further action is required. (c) (1) Retract air brakes until the overlap distance is at least five millimeters (0.2 inches) at both wing positions. (2) Measure extended height of the air brake at the inboard edge. If the distance is less than 150 millimeters (5.91 inches) contactthe manufacturer and incorporate any necessary modifications. (3) Install stop fitting P/N 4R6-15, using steel blind rivet (4mm dia. x 10mm lg.) on air brake pushrod in cockpit such that main bulkhead reduces travel to yield minimum overlap specified in paragraph (b). NOTE: Rolladen-Schneider TB No. 4020, dated September 1, 1983, applies to this AD. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium 09667-1011; telephone 513.38.30. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. This amendment becomes effective on February 25, 1985.
2008-24-12: 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 scheduled maintenance inspection, a bolt which connects the PCU (power control unit) to the elevator surface was found fractured in the assembly. Further inspection of the assembly revealed that the bearing on the PCU rod end had seized, which resulted in damage to the attachment fitting bushing and fracture of the bolt. Inspection of other in-service airplanes revealed two more seized PCU attachment joints. However, except seizure, no fractured bolt was found on these airplanes. Failure of the bolts in both PCUs on one side could result in disconnection of the elevator control surface which would lead to flutter and loss of the aircraft. * * ** * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2008-24-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800 and -900 series airplanes. This AD requires an inspection of the escape slides for the forward and aft entry and service doors to determine the part number and service bulletin number stenciled on the escape slide girt, and modification of the escape slide assemblies. This AD also requires concurrent modification of the escape slide latch assemblies; concurrent inspection of the escape slides to determine the part number and service bulletin number stenciled on the escape slide girts, and replacement of the trigger housing on the regulator valve with an improved trigger housing if necessary; and concurrent replacement of the rod in the pilot valve regulator with a new, improved rod; as applicable. This AD results from reports that certain escape slides did not automatically inflate when deployed or after the manual inflation cable was pulled. We are issuing this AD to preventfailure of an escape slide to inflate when deployed, which could result in the slide being unusable during an emergency evacuation and consequent injury to passengers or crewmembers.
83-26-03: 83-26-03 BF GOODRICH: Amendment 39-4811. Applies to the following aircraft tires: \n\n\t1.\t17.5x5.75-8, 12PR, 210MPH, P/N 038-627, S/N 3224A-XXXXX, and \n\n\t2.\t18x5.5, 10PR, 210MPH, P/N 033-631, S/N 3215A-XXXXX through 3217A-XXXXX. \n\n\tThese tires are eligible for, but not limited to use on, all Gates Learjet models and Fairchild Swearingen Model SA226-TC airplanes. \n\n\tCompliance: Required prior to next takeoff, unless already accomplished. \n\n\tTo avoid tread loss and possible subsequent tire failure, accomplish the following: \n\n\tRemove the applicable part number and serial number BF Goodrich tires from the aircraft and either destroy them or return them to BF Goodrich for destruction. Cutting the tire carcass is an approved means of destruction. \n\n\tNOTE: The serial numbers of the tires are interpreted as follows: \n\n\n\n\t\n\tThis amendment becomes effective on February 21, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated December 23, 1983, and is identified as AD 83-26-03.
85-03-07: 85-03-07 AIRBUS INDUSTRIE: Amendment 39-4999. Applies to Model A300 B2 and B4 series airplanes, serial numbers as listed in the Airbus Industrie Service Bulletin A300-28-039, Revision 2, dated December 17, 1981, certificated in all categories. To prevent rupture of the feeder fuel lines located inside the engine pylons, accomplish the following, unless previously accomplished: A. Prior to the accumulation of 4,000 hours total time in service or within the next 120 days after the effective date of this AD, whichever occurs later, install an additional clamp on the feeder fuel line located inside each engine pylon in accordance with the accomplishment instructions of the service bulletin. B. 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. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective March 11, 1985.
2008-22-09: We are adopting a new airworthiness directive (AD) for all Boeing Model 747SP series airplanes. This AD requires repetitive lubrication of the rudder tab hinges and repetitive replacement of the rudder tab control rods. This AD results from reports of freeplay- induced vibration on the control surfaces on Boeing Model 727, 737, 757, and 767 airplanes. We are issuing this AD to prevent damage to the control surface structure during flight, which could result in loss of control of the airplane.
2008-09-06: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actionsto correct the unsafe condition on these products.
2008-22-24: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211-535E4-B-75 series turbofan engines. That AD currently requires initial and repetitive ultrasonic inspections of installed low pressure compressor (LPC) fan blade roots on-wing and during overhaul, and relubrication according to accumulated life cycles. Also, that AD introduces application of Metco 58 blade root coating as an optional terminating action. This AD requires the same actions but adds compliance paragraphs to relax the compliance schedule for repetitive inspections for fan blades operating within RB211-535E4 flight profiles A and B, if certain requirements are met. This AD also relaxes the initial compliance threshold by extending the cycles at which an initial inspection is required. This AD results from RR issuing Mandatory Service Bulletin (MSB) No. RB.211-72-C879, Revision 5 and Revision 6, that introduced a relaxed repetitive compliance schedule for fan blades operating within RB211-535E4 flight profiles A and B, if certain requirements are met, and introduced a relaxed initial compliance threshold. We are issuing this AD to detect cracks in LPC fan blade roots, which if not detected, could lead to uncontained multiple fan blade failure, and damage to the airplane.