Results
99-24-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that currently requires revision of the Airplane Flight Manual (AFM) to prohibit operation of the fuel boost pumps when fuel quantities are below certain levels, and to add maintenance procedures for operating the airplane under certain conditions. That AD also requires the installation of a placard on the engineer s fuel panel to advise the maintenance crew that operation of the fuel boost pumps is prohibited under certain conditions. This amendment adds a terminating modification for the requirements of the existing AD. This amendment is prompted by reports of internal electrical failures in the fuel boost pump of the wing fuel tanks that could result in either electrical arcing or localized overheating. The actions specified by this AD are intended to prevent such electrical arcing or overheating, which could breech the protective housing of the fuel boost pump and expose it to fuel vapors and fumes, and consequent potential fire or explosion in the wing fuel tank.
2014-09-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD was prompted by reports of cracking of the forward bulkhead web, web stiffeners, attachment angles, and thermal anti-ice (TAI) spray ring assemblies of the engine air intake cowl. This AD requires replacing the forward bulkhead assembly, TAI spray ring assembly, and attachment fittings of the air intake cowl. We are issuing this AD to prevent the failure of air intake cowl components due to cracking, which could result in the air intake cowl separating from the engine and striking critical airplane control surfaces that could result in a loss of airplane control; severe engine damage and loss of thrust; or large parts striking a person or property on the ground.
75-17-18: 75-17-18 SOCATA: Amendment 39-2320. Applies to Socata Models Rallye 100S, Serial Number 2294; MS.880B, Serial Numbers 2299 through 2531; and MS.892E-150, 893E and 894E, Serial Numbers 12121 through 12531 airplanes, certificated in all categories. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent loss of aileron control due to interference with the wing flap control system, modify the wing flap control system, re-rig the wing flap control system, and check for freedom from interference between the wing flap control system and aileron control system in accordance with Socata Service No. 111 GR. 27-11, dated April 1974, or an FAA-approved equivalent. This amendment becomes effective August 19, 1975.
99-24-15: This amendment supersedes an existing airworthiness directive (AD), applicable to General Electric Company (GE) CF6 series turbofan engines, that currently requires initial and repetitive ultrasonic and eddy current inspections of high pressure compressor rotor (HPCR) stage 3-9 spools for cracks. This amendment defines more aggressive inspection intervals for certain HPCR stage 3-9 spools, adds CF6-80E1 engines to the inspection program, adds inspection requirements for spools manufactured from 8 inch diameter billet, adds inspection requirements for stage 3-5 blade slot bottoms, and adds inspection requirements for web and hub-to-web transition areas. This amendment is prompted by analysis of recent HPCR stage 3-9 spool inspection results and separations, and assessment of the adequacy of the existing program to prevent HPCR stage 3-9 spool cracking and separation. As a result of that assessment, the FAA has determined there is a need to make changes to the existing AD.The actions specified by this AD are intended to prevent HPCR stage 3-9 spool cracking and separation, which can result in an uncontained engine failure and aircraft damage.
2022-18-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD was prompted by review of maintenance instructions that showed conflicting methods of recording torque cycles for certain parts. This AD requires recalculating the torque cycles of certain parts and updating log cards; removing certain other parts from service; and applying an operational restriction on certain parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires incorporating the re-calculated life limits into existing maintenance records. The FAA is issuing this AD to address the unsafe condition on these products.
73-18-01: 73-18-01 GENERAL DYNAMICS: Amdt. 39-1705. Applies to General Dynamics 340/440/580/640 (Convair) Series and Model C-131E airplanes certificated in all categories. Compliance required as indicated. To prevent possible collapse of the nose landing gear due to fatigue cracks in the drag strut upper left hand segments, accomplish the following. (a) Within ten landings after the effective date of this A.D., unless already accomplished with the last 590 landings prior to this A.D., and at one additional interval not to exceed 600 landings thereafter, preform an external visual inspection of all P/N 340-5210103, 340-5215103 or 340-7310231 nose landing gear drag strut upper left hand segments for crack development in the area depicted by Figure 1, View A-A, General Dynamics Service Bulletin 640(340D) No. 32-7, dated June 20, 1973, by dye penetrant, eddy current or ultrasonic methods, per the accomplishment instructions in S.B. 32-7, dated June 20, 1973, or later FAA-approvedrevisions. (Disassembly of strut is not required). (1) If crack development is noted, replace the drag strut prior to further flight, with new P/N 340-7310231-1, or serviceable parts (Items 1 through 4, Convair Service Engineering Report No. 340-44A/440-44A, dated June 16, 1961). (2) If crack development is not indicated after the accomplishment of the foregoing inspections, repeat the inspection thereafter at intervals not to exceed 2,400 landings. If cracks are discovered, replace the drag strut, prior to further flight per a(1) above. (3) If new P/N 340-7310231-1 is used as a replacement, the inspections of this A.D. may be discontinued, and normal maintenance practices will be observed. (4) If a re-worked part (cf: Convair Service Engineering Report, No. 340- 44A/440-44A) is used as a replacement, perform an inspection for crack development prior to an additional 600 landings after installation per a, above. Repeat the inspections per a and (2) above.(5) Any parts removed for crack development per this A.D., or as a result of any other inspection indicating a like condition, may not be returned to service unless a specific rework procedure has been approved by the Chief, Aircraft Engineering Division, FAA Western Region, and accomplished as to said parts. (6) Aircraft may be operated per FAR 21.197 to a base for accomplishment of maintenance per this A.D. (b) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) For the purpose of complying with this A.D., subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment is effective August 27, 1973 except those to whom it was made effective immediately by airmail letter, dated July 30, 1973.
99-24-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes equipped with Rolls Royce RB211 engines, that requires modification of the nacelle strut and wing structure. This amendment is prompted by reports indicating that the actual operational loads applied to the nacelle are higher than the analytical loads that were used during the initial design. Such an increase in loading can lead to fatigue cracking in primary strut structure prior to an airplane's reaching its design service objective. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut.
47-50-12: 47-50-12 STINSON: Applies to Model 108 Series Serial Numbers 1 through 3500. Compliance required every 100 hours of operation. Inspection of the stabilizer leading edge attachment to the fuselage should be made for fatigue cracks, after each 100 hours of operation. If fatigue cracks are present, reinforcements to the stabilizer fitting should be added. Inspection may be discontinued after reinforcement is installed. (Stinson Service Bulletin No. 254 dated September 5, 1947, covers this same subject.)
2014-09-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires revising the maintenance program to incorporate a revision to the Airworthiness Limitations Section of the maintenance planning data (MPD) document. We are issuing this AD to detect and correct failure of the engine fuel suction feed of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in dual engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
99-24-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes; and Model 727-100 and -200 series airplanes. This amendment requires a one-time inspection to determine the presence and condition of the breather plug in each fuel tank boost pump; and either installation of a new plug or replacement of the boost pump with a new or serviceable pump, if necessary. This amendment is prompted by a report that breather plugs were missing from fuel tank boost pumps. The actions specified by this AD are intended to prevent possible ignition of fuel vapor in the fuel tank boost pump, which could result in a fuel tank explosion in the event of a boost pump internal failure.
85-14-52: 85-14-52 DeHavilland Aircraft of Canada, LTD.: Amendment 39-5184. Applies to all Model DHC-8-101 airplanes, certificated in any category, equipped with flap drive power units, Sunstrand Part Number 734177A or 734177B, Serial Numbers 101, 103-105 inclusive, and 107- 110 inclusive. Compliance is required as indicated, unless previously accomplished. To reduce the hazards associated with flap drive power unit malfunctions, prior to further flight, accomplish the following: A. Incorporate the following into the limitations section of the airplane flight manual. This may be accomplished by including a copy of this AD in the airplane flight manual. 1. Flaps extended speed (VFE) is limited to 130 KIAS for all flap angles; 2. Single engine approach training is prohibited; 3. The flap indicator must be monitored to confirm that the selected angle is achieved; and 4. In the event of an engine inoperative approach, flap should be selected as early as possibleand landing flap should not be selected until the landing is assured. If the selected flap angle is exceeded, flap must be reselected to 0 degrees and the approach and landing continued at not less than the 0 flap 1.3 VS in figure 5/5A-4-2. B. Within two weeks after the effective date of this amendment, replace the flap drive power units listed above with 27-2 units modified in accordance with DHC Service Bulletin 8-27-6 dated July 10, 1985, and remove the AFM limitations required by paragraph A., above. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to DeHavilland Aircraft of Canada, Ltd., Garrett Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, NorthwestMountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 1815 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective December 31, 1985, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD 85-14-52, issued July 18, 1985.
97-21-14: 97-21-14 CONSTRUCCIONES AERONAUTICAS, S.A. (CASA): Amendment 39-10167. Docket 96-NM-120-AD. Applicability: All Model C-212 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of hydraulic damping in the main landing gear, due to failure of the screw pins that hold the restrictor pistons on the slide tubes of the shock absorbers, and consequent structural damage to the airplane, accomplish the following: (a) Prior to the accumulation of 600 hours time-in-service after the effective date of this AD, conduct an inspection of each restrictor piston to detect the number and condition of installed threaded screw pins; in accordance with CASA Service Bulletin SB-212-32-38, dated June 16, 1994. Prior to further flight, replace any loose pin, in accordance with the service bulletin and accomplish the following, as applicable: (1) For any piston on which three threaded screw pins are installed: No further action is required by this AD for this piston. (2) For any piston on which one pin is installed and two holes are sealed with epoxy: Remove the epoxy, and install two additional threaded screw pins, in accordance withthe service bulletin. Thereafter, no further action is required by this AD for this piston. (3) For any piston on which one pin is installed and no other holes exist: (i) Repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 600 hours time-in-service until the modification required by paragraph (a)(3)(ii) of this AD is accomplished. (ii) Prior to the accumulation of 1,800 hours time-in-service after the effective date of this AD, or within 3 years after the effective date of this AD, whichever occurs later, modify this piston in accordance with the service bulletin. Accomplishment of this modification constitutes terminating action for the repetitive inspection requirements of paragraph (a)(3)(i) of this AD. Thereafter, no further action is required by this AD with regard to that piston. (b) 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 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The actions shall be done in accordance with CASA Service Bulletin SB-212-32-38, dated June 16, 1994. 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 Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. 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. NOTE 3: The subject of this AD is addressed in Spanish airworthiness directive 07/94, dated October 1994. (e) This amendment becomes effective on November 24, 1997.
99-24-14: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-80E1A2 series turbofan engines. This action requires removing from service stage 2 high pressure turbine (HPT) disks and impeller spacers prior to exceeding new, lower cyclic life limits and imposes a drawdown program for those parts that currently exceed, or will exceed, the new lower limits. This amendment is prompted by the results of a refined low cycle fatigue (LCF) analysis. The actions specified in this AD are intended to prevent LCF cracking and failure of stage 2 HPT disks and impeller spacers, which could result in an uncontained engine failure and damage to the aircraft.
91-16-03: 91-16-03 AIRBUS INDUSTRIE: Amendment 39-7093. Docket No. 91-NM-90-AD. Applicability: Model A300, A310, and A300-600 series airplanes equipped with escape slides, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent delayed passenger evacuation during an emergency, accomplish the following: A. Within 30 days after the effective date of this AD, or prior to the accumulation of 300 hours time-in-service after the effective date of this AD, whichever occurs first, perform a close visual inspection of the escape slide girt bars for correct installation, in accordance with paragraph 4 of Airbus Industrie All Operators Telex (AOT) 25-01, dated July 30, 1990. If the girt bars are incorrectly installed, prior to further flight, repair in accordance with the AOT. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approvedby the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The inspection and repair requirements shall be done in accordance with Airbus Industrie All Operators Telex (AOT) 25-01, dated July 30, 1990. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W.,Room 8401, Washington, D.C. This amendment (39-7093, AD 91-16-03) becomes effective on September 11, 1991.
2014-09-11: We are adopting a new airworthiness directive (AD) for certain GROB-WERKE Models G115EG and G120A airplanes. 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 cracks in the left hand elevator flange. We are issuing this AD to require actions to address the unsafe condition on these products.
99-19-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model 1329-23 and 1329-25 series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
2014-09-12: We are adopting a new airworthiness directive (AD) for certain Alpha Aviation Concept Limited Model R2160 airplanes. This AD results from [[Page 26609]] 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 the metal screen shield over the ignition switch may ground out the ignition terminals. We are issuing this AD to require actions to address the unsafe condition on these products.
99-19-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers SD3-30, SD3-60, SD3-SHERPA, and SD3-60 SHERPA series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
88-07-08: 88-07-08 GENERAL ELECTRIC: Amendment 39-5869. Applies to General Electric (GE) CT7-5A, -5A1, and -5A2 turbopropeller engines as installed in Saab-Fairchild SF340A aircraft. Compliance is required as indicated, unless already accomplished. To prevent power turbine (PT) overspeed resulting in an uncontained failure or adverse aircraft yaw due to reaction of the fuel control to an erroneous PT speed signal during ground operation with the bottoming governor (BG) enabled, accomplish the following no later than May 16, 1988: (a) Remove propeller overspeed governor (OSG), Dowty Rotol (DR) Part Number (P/N) 661001001, and replace with OSG, DR P/N 661001002, in accordance with procedures contained in DR Service Bulletin (SB) SF340-61-11, dated October 8, 1986. (b) Install cable, GE P/N 6068T47P01, between the propeller OSG and the hydromechanical unit in accordance with GE CT7 Turboprop SB 74-09, dated October 10, 1986. (c) Install engine BG deactivation switches,Mod Kit Saab SF340-76-018-01, in the power lever quadrant in accordance with procedures contained in Saab SB SF340-76-018, dated October 24, 1986. (d) Upon accomplishment of paragraphs (a) through (c) above: (1) Remove from the SF340A Aircraft Flight Manual (AFM) the BG disabling procedures required by AD 86-10-51, paragraphs (a)(1) and (a)2. (2) Discontinue operating in accordance with the procedures listed in AD 86-10-51, paragraph (b). NOTE: Subsequent to compliance with this AD, aircraft operation shall be conducted in accordance with the latest AFM revision. (e) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12New England Executive Park, Burlington, Massachusetts 01803. (g) 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 time specified in this AD. Dowty Rotol SB SF340-61-11, dated October 8, 1986; General Electric CT7 Turboprop SB 74-09, dated October 10, 1986; and Saab SB SF340-76-018, dated October 24, 1986, 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 Dowty Rotol Limited, Cheltenham Road East, Gloucester, England GL2 9QH; General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910; and Saab-Scania AB, S-581 88, Linkoping, Sweden. This document 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, Rules Docket Number 86-ANE-21, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment supersedes Amendment 39-5473 (51 FR 44439; December 9, 1986), AD 86-10-51. This amendment becomes effective on May 9, 1988.
86-20-04: 86-20-04 ARCTIC AIRCRAFT COMPANY: Amendment 39-5412. Applies to Arctic Model Interstate S-1B2 "Tern" (Serial Numbers 1001 through 1029) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service (TIS) or within 31 calendar days after the effective date of this AD, whichever comes first, unless already accomplished. To preclude the possibility of catastrophic flutter of the ailerons and/or the elevators during flight at high speeds, resulting in possible loss of the airplane, accomplish the following: (a) Re-mark the airspeed indicator by removing that portion of the yellow arc that presently extends from 142 miles per hour (123 knots) to 160 miles per hour (139 knots), and the red radial line presently located at 160 miles per hour (139 knots), and marking a red radial line located at 142 miles per hour (123 knots). (b) Replace the existing Airplane Flight Manual (AFM) with the FAA approved Airplane Flight Manual forthe Arctic Model Interstate S-1B2 airplane, Revision 7 dated April 15, 1986. If the airplane is currently operated as a seaplane, detach the FAA approved Seaplane Flight Manual Supplement from the existing Airplane Flight Manual and attach it to the new Manual. Also, detach any FAA approved Airplane Flight Manual Supplements, required with currently-installed major alterations, from the existing Airplane Flight Manual and attach them to the new Manual. (c) Check the airplane's instrument panel to determine if there is a placard reading "SEAPLANE MANEUVERING SPEED 105 MPH (CAS)" and "SEAPLANE MAXIMUM SPEED 142 MPH (CAS)". If so, remove the existing placard and replace it with the placard reading "SEAPLANE MANEUVERING SPEED 105 MPH (CAS)", supplied with Arctic Aircraft Company Service Bulletin No. 5. (d) Accomplish the actions required in paragraph (a) of this AD at a certificated repair station with a Class 1 instrument rating or an appropriate limited instrument rating. The checks and actions required in paragraphs (b) and (c) of this AD may be accomplished by the owner/operator. Make the entries in the airplane's maintenance records documenting the accomplishment of the inspections, checks, and actions required by this AD as prescribed by FAR 91.173. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Anchorage Aircraft Certification Office (ANM-100A); FAA; 701 C Street, Box 14; Anchorage, Alaska 99513. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Arctic Aircraft Company, Post Office Box 6-141, Anchorage, Alaska 99502; Telephone (907) 243-1580; or FAA, Office of the Regional Counsel; Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 12, 1986.
2014-09-06: We are adopting a new airworthiness directive (AD) for certain \n\n((Page 24549)) \n\nThe Boeing Company Model 777F series airplanes. This AD was prompted by a report of a fire that originated near the first officer's seat and caused extensive damage to the flight deck. This AD requires replacing the low-pressure oxygen hoses with non-conductive low-pressure oxygen hoses in the stowage box and supernumerary ceiling area. We are issuing this AD to prevent electrical current from passing through an internal, anti-collapse spring of the low-pressure oxygen hose, which can cause the low-pressure oxygen hose to melt or burn and lead to an oxygen-fed fire near the flight deck.
2006-04-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A319, A320, and A321 series airplanes. That AD currently requires repetitive inspections to detect wear of the inboard flap trunnions, and to detect wear or de-bonding of the protective half-shells; corrective actions, if necessary; and terminating action. This new AD removes the repetitive inspections to detect wear of the inboard flap trunnions and to detect wear or de- bonding of the protective half-shells; and corrective actions if necessary. This new AD adds repetitive detailed inspections of the inboard flap trunnions for any wear marks and of the sliding panels for any cracking at the long edges, and corrective actions if necessary. This new AD also adds airplanes to the applicability. This AD results from reports of wear damage to the inboard flap trunnions after incorporation of the terminating modification. We are issuing this AD to detect and correct wear of the inboard flap trunnions, which could lead to loss of flap surface control and consequently result in the flap detaching from the airplane. A detached flap could result in damage to the tail of the airplane. DATES: This AD becomes effective March 24, 2006. The Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A320-57-1133, excluding Appendix 01, dated July 28, 2005, as of March 24, 2006. On January 8, 2001 (65 FR 75603, December 4, 2000), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A320-27-1117, Revision 02, dated January 18, 2000.
73-15-04: 73-15-04 AVCO LYCOMING: Amdt. 39-1689. Applies to HIO-360-D1A model engines installed on Hughes Models 269C and 300C helicopters. Compliance required within 300 hours time in service after the effective date of this AD and every 300 hours in service thereafter. To prevent possible failures of the Bendix part numbers 10-349235-3 and 10-349235-4 magnetos, replace the part number 10-391315 rubber drive plate grommet in accordance with Lycoming Service Bulletin No. 364 or equivalent procedure approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective July 23, 1973.
68-05-03: 68-05-03 UNITED AIRCRAFT of CANADA, LIMITED: Amdt. 39-558. Applies to Models PT6A-6B and PT6A-20 Turboprop Engines. Compliance, unless already accomplished, with (a) required prior to further flight and with (b) or (c) and where applicable (d) within the next 25 hours' time in service after the effective date of this AD. To preclude either failure of the propeller to reverse or immediate reversing upon selection of reverse mode, the selection of propeller reversing is prohibited until the following inspections or replacements have been accomplished. (a) Install a placard in the cockpit in full view of the pilot that reads: "Do not Use Propeller Reverse". (b) X-ray teleflex reversing control cable terminals P/N's 3010175 and 30101495 to determine that a minimum of 0.08-inch wall thickness exists between cable counterbore and shoulder of threaded yoke arm spindle undercut. Reject terminals with thickness below 0.08 inch. (c) If X-ray is unavailable, disassemble the terminals and physically inspect in accordance with the instructions in United Aircraft of Canada, Ltd., Special Inspection No. 68-1 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (d) Replace terminals found below minimums with the same part number known to have sufficient wall thickness. (Spare terminals with walls verified to be in excess of 0.08-inch thick are identified with the letters DH within a circle marked on the hex of the coupling.) (The information in this AD is similar to that contained in Canadian Department of Transport AD No. DF-PT-68-2 issued telegraphically on February 6, 1968.) This amendment becomes effective February 28, 1968.
2013-25-02: We are superseding Airworthiness Directive (AD) 2000-11-06 for certain The Boeing Company Model 767 airplanes. AD 2000-11-06 required repetitive inspections to detect discrepancies of the wiring and surrounding Teflon sleeves of the fuel tank boost pumps and override/ jettison pumps; replacement of the sleeves with new sleeves, for certain airplanes; and repair or replacement of the wiring and sleeves with new parts, as necessary. This new AD requires reducing the initial compliance time and repetitive inspection interval in AD 2000-11-06; mandates a terminating action for the repetitive inspections to eliminate wire damage; removes certain airplanes from the applicability; and requires revising the maintenance program to incorporate changes to the airworthiness limitations section. This AD was prompted by fleet information indicating that the repetitive inspection interval in AD 2000-11-06 is too long, because excessive chafing of the sleeving continues to occur much earlierthan expected between scheduled inspections. We are issuing this AD to detect and correct chafing of the fuel pump wire insulation and consequent exposure of the electrical conductor, which could result in electrical arcing between the wires and conduit and consequent fire or explosion of the fuel tank.