Results
2012-18-14: We are adopting a new airworthiness directive (AD) for certain serial numbers of Pratt & Whitney Canada (P&WC) PW901A auxiliary power units (APUs) approved under Technical Standard Order TSO-C77A and installed on, but not limited to, Boeing 747-400 series airplanes. This AD requires modifications of the rear gas generator case, exhaust duct support, and turbine exhaust duct flanges. This AD was prompted by several events of high-pressure turbine blade fracture leading to separation of the rear gas generator case and release of high energy debris. We are issuing this AD to prevent separation of the rear gas generator case and release of high energy debris, which could result in injury and damage to the airplane.
2011-18-10: We are superseding an existing airworthiness directive (AD) for the products listed above. The existing AD currently requires reviewing the airplane maintenance records to determine whether an engine has been removed from the airplane since the airplane was manufactured. For airplanes on which an engine has been removed, the existing AD also requires an inspection of the aft engine mount to determine if the center link assembly is correctly installed, and follow-on actions if necessary. This new AD expands the applicability to include airplanes on which the engine has not been previously removed, and Model 737-900ER airplanes. This AD was prompted by reports indicating that operators found that the center link assembly for the aft engine mount was reversed on several airplanes that had not had an engine removed since delivery. We are issuing this AD to prevent increased structural loads on the aft engine mount, which could result in failure of the aft engine mount and consequent separation of the engine from the airplane.
48-07-03: 48-07-03\tDOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42896; 43000 Through 43024; 43035 through 43053; 43055 Through 43064; 43103 Through 43119; 43129 and 43132 (Note: Some of the Above Airplanes May Have Had Part of the Changes Installed Before Delivery From the Factory.) \n\n\tCompliance required by September 15, 1948. \n\n\tTo provide safer and more satisfactory operation of all the doors, the following reworks must be accomplished: \n\n\t(1)\tInstall new latch bolts on all emergency exit doors, main passenger door, crew door, heater compartment door, and belly cargo compartment doors, to incorporate a notch which allows slow depressurization before the door can be fully opened in the event the handles are inadvertently turned toward the "OPEN" position while the cabin is pressurized. \n\n\t(2)\tRework the operating and locking mechanisms of the passenger, crew, and emergency exit doors, to increase their strength and prevent malfunctioning. \n\n\t(3)\tInstall visual inspectionplugs in the passenger, crew, and emergency exit doors to allow individual inspection of each lock bolt to determine if it is properly locked. \n\n\t(4)\tInstall an assist handle above the main cabin door handle to prevent accidental grabbing of the inside door handle. (NOTE: Even in cases where the door handles have been changed so that the handle points downward when the door is closed and locked, it will still be necessary to install the assist handles.)
2022-02-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK 117 C-2, MBB-BK 117 D-2, and MBB-BK 117 D-3 helicopters. This AD was prompted by reports of engine flame out following prolonged operations in falling snow on helicopters with an inlet barrier filter (IBF) system installed. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
49-04-01: 49-04-01 BEECH: Applies to Model 35 Serial Numbers D-1 to D-1300, Except D-69, D- 315, D-356, D-754, D-827, D-1117, D-1120, D-1201, D-1251, D-1274, D-1278, D-1285, D-1289, D-1290, D-1291, D-1293, D-1295, D-1296, D-1298 and D-1299. To be accomplished at next 100-hour inspection but not later than May 1, 1949. Remove aileron control wheel drive chain assembly from the control arm of the specified aircraft, which have not had the chain replaced by Beech facilities, and visually inspect the pin through each link for proper up-set heads on each end of the pin. Chains having end ferrules dyed green have been replaced by Beech facilities and need not be inspected. (Beech Service Bulletin No. 35-8, revised January 3, 1949, covers this same subject.)
93-17-02: 93-17-02 BOEING: Amendment 39-8672. Docket 93-NM-05-AD. Supersedes AD 91-20-11, Amendment 39-8045. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line positions through 2428, inclusive; and Model 737-200 series airplanes, equipped with DC powered fuel tank float switches; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent failure of the wing main tank float switch electrical conduits and subsequent fuel leakage resulting in an engine tail pipe fire, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Letter 737-SL-28-36, dated November 30, 1990: Within 90 days after November 7, 1991 (the effective date of AD 91-20-11, Amendment 39-8045), and thereafter at intervals not to exceed 1,500 flight hours, perform an inspection of the wing main tank float switch electrical conduits for fuel leakage and condensation build-up, in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. If evidence of fuel leakage and/or water condensation is found while performing the initial or repetitive inspections, prior to further flight, purge and install a new vapor seal assembly in accordance with the Boeing service letter. \n\n\tNOTE 1: The installation of a new vapor seal assembly does not terminate the requirement for the 1,500 flight hour repetitive inspection. \n\n\t(b)\tFor airplanes listed in Boeing Service Letter 737-SL-28-42, dated December 15, 1992, that are not subject to paragraph (a) of this AD: Within 90 days after the effective date of this AD, and thereafter at intervals not to exceed 1,500 flight hours, perform an inspection of the wing main tank float switch electrical conduits for fuel leakage and condensation build-up, in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. If evidence of fuel leakage and/or water condensation is found while performing the initial or repetitive inspections, prior to further flight, purge and install a new vapor seal assembly in accordance with the Boeing service letter. \n\n\tNOTE 2: The installation of a new vapor seal assembly does not terminate the requirement for the 1,500 flight hour repetitive inspection. \n\n\t(c)\tWithin 3 years after the effective date of this AD, install grease in the interior of the wing main tank float switch electrical conduits in accordance with Boeing Service Letter 737-SL-28-42, dated December 15, 1992, or 737-SL-28-42-A, dated July 15, 1993. Installation of grease in the conduits constitutes terminating action for the inspections required by paragraphs (a) and (b) of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspections shall be done in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. The installation shall be done in accordance with Boeing Service Letter 737-SL-28-42, dated December 15, 1992, or Boeing Service Letter 737-SL-28-42-A, dated July 15, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport AirplaneDirectorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on November 24, 1993.
2012-18-02: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB412 and AB412 EP helicopters with certain hoist hook assemblies (hook) installed. This AD requires inspecting the hook for correct assembly of the nut and body. This AD is prompted by a report that a hook separated from the cable of a helicopter. These actions are intended to prevent detachment of the hook from the helicopter and subsequent loss of an external load, possibly resulting in personal injury.
2011-20-07: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires replacement of the power control relays in the P91 and P92 power distribution panels for the fuel boost and override pumps with new, improved relays having a ground fault interrupter (GFI) feature, or installation and maintenance of universal fault interrupters (UFIs) using a certain supplemental type certificate. This new AD continues to require the actions of the existing AD and also specifies which relays may be replaced by GFIs or UFIs. This AD was prompted by a need to clarify which relays may be replaced by installation of UFIs. We are issuing this AD to prevent pump housing burn-through due to electrical arcing, which could create a potential ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-01: 93-08-01 FOKKER: Amendment 39-8548. Docket 92-NM-191-AD. Applicability: Model F27 series airplanes in post-Fokker Service Bulletin F27/57-9 configuration; serial numbers 10115, 10126 through 10684, inclusive; 10686, 10687, and 10689 through 10692, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the wings, accomplish the following: (a) Inspect the lower skin at the runout of stringers 2 and 10 near wing stations 6490, 5330, and 6100 to detect cracks, in accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992, at the time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable: (1) For airplanes that have accumulated less than 20,000 total landings as of the effective date of this AD: Prior to the accumulation of 20,000 total landings, or within 1 year after the effective date of this AD, whichever occurs later. (2) For airplanes that have accumulated 20,000 or more total landings, but less than 30,000 total landings, as of the effective date of this AD: Prior to the accumulation of 30,000 total landings, or within 5 months after the effective date of this AD, whichever occurs later. (3) For airplanes that have accumulated 30,000 or more total landings as of the effective date of this AD: Within 2 months after the effective date of this AD. (b) If any crack is found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, report positive findings of cracks to Fokker, in accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992. Information collection requirements contained in this regulation have been approvedby the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspection and report shall be donein accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 27, 1993.
48-12-01: 48-12-01 DOUGLAS: Applies to All C-54 and DC-4 Aircraft As Specified by Civil Air Regulations Amendments 41-3, 42-2, and 61-2. \n\n\tTo be accomplished not later than the dates specified in the above amendments as revised by special Civil Air Regulations Serial Nos. 385, 390, 390A, 390B and any subsequent regulations affecting these compliance dates. \n\n\tAll air carrier aircraft must be modified to comply with the fire prevention requirements as outlined in CAR Amendments 41-3, 42-2, and 61-2. The modifications outlined in the following listed Douglas Service Bulletins and AD 47-42-03 are required for compliance with these amendments. Other modifications shown to be equivalent to those covered by the Service Bulletins will also be acceptable. \n\n\tService Bulletin No. 62, Install Smoke Detector in Belly Baggage Compartment; Service Bulletin No. 66, Engine Section Piping and Fitting Revision; Service Bulletin No. 69, Installation of Enclosed Waste Container in Lavatory. \n\n\tIn addition to the above it will be necessary to ascertain that all interior materials and finishes comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
98-12-30: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-12-30 which was sent previously to all known U.S. owners and operators of McDonnell Douglas Helicopter Systems (MDHS) Model MD-900 helicopters by individual letters. This AD requires inspecting the main rotor upper hub assembly (hub assembly) for cracks, and if a crack is found, replacing the hub assembly. The AD also requires verifying attachment nut torque values and a repetitive inspection at intervals not to exceed 150 hours time-in-service. This amendment is prompted by the discovery of cracks in 6 main rotor upper hub assemblies. This condition, if not corrected, could result in failure of the hub assembly, loss of drive to the main rotor, and subsequent loss of control of the helicopter.
2004-13-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and A300 B4; Model A300 B4- 600, B4-600R, C4-605R Variant F, and F4-600R (collectively called A300- 600); and Model A310 series airplanes. This AD requires an inspection to determine the part number of certain passenger/crew escape slides; and related investigative action and corrective action, if necessary. This action is necessary to prevent the failure of an escape slide to deploy during emergency evacuation, which could impede an evacuation and result in injury to flightcrew and passengers. This action is intended to address the identified unsafe condition.
47-33-01: 47-33-01 DOUGLAS: (Was Mandatory Note 19 of AD-762-7.) Applies to All DC-4 and C-54 Type Aircraft Except Production DC-4 Aircraft Serial Numbers 42952, 42992, and Subsequent. \n\n\tThe following is to be accomplished to reduce the possibility of wear of the outboard elevator hinge parts; Inspect immediately for wear, proper installation and operation unless already accomplished, and at periods thereafter not to exceed 250 hours flight time, or in the case of Scheduled Air Carrier Operations, at each major inspection closest to 250 hours until the following mandatory rework is accomplished. (This mandatory rework shall be accomplished not later than October 15, 1947.) \n\n\t(a)\tEach horizontal stabilizer outer hinge bracket P/N 5109899, must be reworked as follows: \n\n\t\t(1)\tLine ream 0.3745-0.3755-inch diameter holes through the two lugs at each hinge point. \n\n\t\t(2)\tPress in 3323406-A-2 bushings, two required, made from 9/16-inch diameter corrosion resistant steel bar, Spec. AN-QQ-S-771, Comp. FM, Cond. B., or bushing, P/N 1356866, which may be purchased from the airplane manufacturer. \n\n\t\t(3)\tMachine shoulders of bushings on inside of lugs to obtain clearance for bearing in eyebolt of 0.563 inch, plus 0.005 inch and minus 0.001 inch. Minimum thickness of shoulder on each bushing after machining should not be less than 0.020 inch. \n\n\t\t(4)\tLine ream hole 0.3120-0.3140 inch in diameter through bushings after pressing into hinge fitting. \n\n\t\t(5)\tRemove outboard elevator hinge eyebolt assembly, P/N 2110992, and install new assembly, P/N 2328991. \n\n\t\t(6)\tReinstall elevators using 2357035-15 bolt through bushed hinge bracket and new eyebolt assembly, with 1357162 washer (two required-one under head of bolt and one under nut), AN 310-5 nut and AN 380-2-2 cotter pin. \n\n\t(b)\tThe horizontal stabilizer outer hinge bracket, P/N 5109899, was replaced in later production aircraft and on some aircraft in the field with P/N 3323406. This latter bracket incorporates a 5/16-inch bolt with eyebolt P/N 2328991, and must be reworked in accordance with parts 1, 2, 3, 4, and 6 of paragraph (a). \n\n\t(Douglas Service Bulletin DC-4, No. 73 dated September 23, 1947, covers this same subject. An earlier issue of this Service Bulletin dated June 12, 1947, called for NAS 55-15 bolts in paragraph (a)(6). It is satisfactory to leave the NAS 55-15 bolts installed on airplanes reworked as per the original issued of the Service Bulletin.)
2022-03-07: The FAA is adopting a new airworthiness directive (AD) for certain Stemme AG TSA-M Model S6 and S6-RT gliders. This AD was prompted by 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 a new version of the propeller gearbox tooth belt with a reduced life limit. This AD requires establishing a life limit of 5 years for certain propeller gearbox tooth belts. The FAA is issuing this AD to address the unsafe condition on these products.
84-13-03 R1: 84-13-03 R1 CANADAIR: Amendment 39-4882 as amended by Amendment 39-5083. Applies to Model CL-600-1A11 (CL-600) and Model CL-600-2A12 (CL-601) airplanes, certificated in all categories. Compliance required as indicated. A. To detect possible fatigue cracks in the outboard flap vane support structure, accomplish the following inspections for cracks on each side of the aircraft within 200 landings after the effective date of this AD, unless already accomplished within the last 200 landings, and thereafter at intervals not to exceed 400 landings. 1. Visually inspect the following parts: a. The flap vane support straps, P/N 600-10460-13 and -23, at the inboard and outboard ends of the outboard flap. b. The lower skins on the outboard flap vanes with particular attention given to the spanwise direction at the mid-chord position and the chordwise direction adjacent to the vane attachment points. c. The three vane main support fittings and two vane intermediate support fittings attached to the outboard flap vane. P/N 600-14562-1 and -2 (FS 189) P/N 600-14563-1 and -2 (FS 235) Main Supports: P/N 600-14564-1 and -2 (FS 280) Intermediate Supports: P/N 600-14588-1 and -2 (FS 209) or P/N 600-14586-1 and -2 (FS 209) or P/N K600-14502-5 and -6 (FS 209) P/N 600-14589-1 and -2 (FS 254) or P/N 600-14585-1 and -2 (FS 254) or P/N K600-14502-7 and -8 (FS 254) Particular attention should be given to the root of the attachment lugs. d. The two intermediate support blades attached to the outboard flap leading edge structure. P/N 600-10463-35 (FS 209) or P/N K600-14502-1 (FS 209) P/N 600-10463-37 (FS 254) or P/N K600-14502-3 (FS 254) 2. Conduct an eddy current or dye-penetrant inspection of the following parts: The three outboard flap vane main support blades which form an integral part of the outboard flap hinge fittings. P/N 600-14543-1 and -2 (FS 189) P/N 600-14546-1, -2, -3, and -4 (FS 235) P/N 600-14547-1 and -2 (FS 280) This must be accomplished along the root radius at the bottom edge of the blade where it passes through the leading edge of the flap. To accomplish this inspection, it is necessary to remove the sealant from the root radius. Reseal after inspection. B. Parts found cracked during inspection must be replaced with serviceable or new parts prior to further flight. After replacement, continue to inspect in accordance with paragraph A., above. C. Alternate means of compliance, which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. D. 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 door modifications required by this AD. E. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the repetitive inspection intervals required by this AD. This supersedes Amendment 39-4687 (48 FR 33245; July 21, 1983), AD 83-14-06, and telegraphic AD T83-20-51 issued September 30, 1983. Amendment 39-4882 became effective June 27, 1984. This Amendment 39-5083 becomes effective July 26, 1985.
95-15-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires an inspection to determine if a travel stop (screw) is installed at the flight control assembly, and various follow-on actions. This amendment is prompted by a report of failure of the travel stop, which allowed the elevator and aileron disconnect handles to rotate within the housing due to migration of the travel stop from its position. The actions specified by this AD are intended to prevent such migration, which could result in the elevator and aileron disconnect system resetting without the use of the reset button; this condition could lead to jamming of the disconnect handles.
2022-02-18: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) CF6-80C2A1, CF6-80C2A2, CF6-80C2A3, CF6- 80C2A5, CF6-80C2A5F, and CF6-80C2A8 model turbofan engines with an installed left-hand rear mount link assembly, part number (P/N) 1846M23G01. This AD was prompted by the manufacturer reducing the life limit for the affected left-hand rear mount link assembly. This AD requires revising the airworthiness limitations section (ALS) of the existing engine maintenance manual and the operator's existing approved continuous airworthiness maintenance program (CAMP). The FAA is issuing this AD to address the unsafe condition on these products.
2004-13-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream Aerospace LP Model Astra SPX, and 1125 Westwind Astra series airplanes; and Model Gulfstream 100 airplanes. This AD requires a one-time inspection of the outboard doors of the main landing gear (MLG) for evidence of impact with the surrounding structure, and for damage to the door seals and seal channels; measurements for adequate gaps and clearances; and related investigative and corrective actions, if necessary. This action is necessary to prevent damage to or breakage of the MLG outboard doors, which could result in the loss of a door during flight, and consequent damage to the airplane and injury to people or damage to property on the ground. This action is intended to address the identified unsafe condition.
2021-26-23: The FAA is superseding Airworthiness Directive (AD) 2017-22- 06, which applied to certain Bombardier, Inc., Model CL-600-2B16 (601- 3A, 601-3R, and 604 Variants) airplanes. AD 2017-22-06 required repetitive inspections for fuel leakage at the engine and auxiliary power unit (APU) fuel pumps, and related investigative and corrective actions if necessary. This AD retains the requirements of AD 2017-22- 06, and requires an inspection of the APU, repair if necessary, and modification of the engine electrical fuel pump (EFP) installation. This AD also adds airplanes to the applicability. This AD was prompted by reports of fuel leaks from the electrical connectors and conduits of the engine and APU EFP cartridge/canister, and the development of additional actions to address the root cause of the fuel leaks. The FAA is issuing this AD to address the unsafe condition on these products.
86-10-04: 86-10-04 AVCO LYCOMING: Amendment 39-5299. Applies to Avco Lycoming Model LTS101-600A-2, -600A-3, -650A-2, -650B-1, -650B-1A, -650C-2, -650C-3, -650C-3A, -750A-1, -750A-3, -750B-2, and -750C-1 turboshaft; and LTP101-600A-1A, and -700A-1A turboprop engines. Compliance is required on or before June 1, 1986, for engine models LTS101-600A-2, -600A-3, and -750C-1; and on or before September 30, 1986, for all other affected LT101 series engine models, unless already accomplished. To prevent the failure of a gas producer (G.P.) blade due to fatigue cracking from excessive vibratory stresses, incorporate G.P. blade dampeners in accordance with Avco Lycoming Service Bulletin (SB) Number LT101-72-50-0079, Revision 1, dated April 21, 1986, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance dates specified in this AD. Avco Lycoming SB Number LT101-72-50-0079, Revision 1, dated April 21, 1986, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Avco Lycoming Williamsport Division, 652 Oliver Street, Williamsport, Pennsylvania 17701, Attention: Customer Support. This document also may be examined at the Office of the Regional Counsel, Rules Docket Number 86- ANE-14, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday except Federal holidays. This amendment becomes effective on May 16, 1986.
99-01-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Honeywell IC-600 integrated avionics computers, that requires modification of the integrated avionics computers. This amendment is prompted by a report of integrated avionics computer failures, which caused a "random reset" condition of the electronic flight instrument system. The actions specified by this AD are intended to prevent such "random reset" conditions, which could affect the pilot s ability to control the airplane.
94-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires inspections to detect cracks of certain demountable flange (inboard) wheel subassemblies and of the bolt bosses on certain demountable flange (outboard) wheel subassemblies, and modification or replacement of the wheel subassemblies. This amendment is prompted by reports of cracks and broken spokes found on certain main wheel assemblies of these airplanes. The actions specified by this AD are intended to prevent loss of a main wheel assembly during takeoff or landing.
2022-02-15: The FAA is superseding Airworthiness Directive (AD) 2020-12-06 for all Gulfstream Aerospace Corporation (Gulfstream) Model G-IV airplanes. AD 2020-12-06 required replacing the nose wheel steering servo valve manifold, incorporating revised operating procedures into the airplane flight manual (AFM), doing a records inspection for any incidents of un-commanded nose wheel steering turns, and reporting the results to the FAA. Since the FAA issued AD 2020-12-16, the FAA determined that a typographical error was made in citing one of the AFM documents. This AD retains the actions of AD 2020-12-06 and corrects the citation to the AFM. The FAA is issuing this AD to address the unsafe condition on these products.
88-03-06: 88-03-06 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5888. Applies to IO-360, TSIO-360, O-470, IO-470, TSIO-470, IO-520, TSIO-520, GTSIO-520, and IO-550 series engines equipped with oil filters. Compliance is required at the next oil change or within 10 flight hours, whichever occurs first, unless already accomplished. To prevent possible loss of engine oil and subsequent engine failure, accomplish the following: (a) Determine if oil filter TCM P/N 649309 or 649310 is installed. (1) If neither filter is installed, proceed to paragraph (b). (2) If P/N 649309 is installed, replace with P/N 649923 or equivalent Parts Manufacturer Approval (PMA) product. (3) If P/N 649310 is installed, replace with P/N 649922 or equivalent PMA product. (b) Make appropriate log book entry showing compliance with this AD. (c) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where this AD can be accomplished. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (e) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Manager, Atlanta Aircraft Certification Office, may adjust the compliance time specified in this AD. NOTES: (1) TCM Service Bulletin No. M88-4, dated January 15, 1988, refers to this subject. (2) TCM oil filter P/N's 649309 and 649310, in inventory, should be returned to TCM in accordance with the TCM service bulletin referenced in Note 1. This amendment, 39-5888, becomes effective April 15, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 88-03-06, issued February 5, 1988, which contained this amendment.
99-01-03: This amendment supersedes Airworthiness Directive (AD) 97-14- 16, which applies to Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes. AD 97-14-16 currently requires repetitively inspecting the outboard flap support roller bearings and flap attachment brackets for indications of contact (wear), inspecting for elongated holes in the flap attachment brackets, repairing or replacing any part showing wear, and replacing any bracket with elongated holes. AD 97-14-16 was the result of five incidents where the flap roller bearings rubbed on the flap attachment brackets and resulted in aileron interference. This AD retains the repetitive inspection requirement of AD 97-14-16, but reduces the number of ground-air-ground (GAG) cycles allowed between inspections and lowers the total number of accumulated GAG cycles allowed before mandatory accomplishment of the initial inspection. This AD also provides the option of replacing the outboard flap roller bearings with parts of improved design as terminating action for the repetitive inspection requirement. The actions specified by this AD are intended to prevent asymmetric flaps, jammed flaps, and/ or possible interference between the flap and the aileron, which could inhibit aileron travel and result in possible loss of roll control of the airplane.