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2020-06-01: The FAA is adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1B21, -1B23, -1B25, -1B27, -1B28, - 1B28B1, -1B28B2, -1B28B2C, -1B28B3, -1B28BBJ1, and -1B28BBJ2 model turbofan engines. This AD was prompted by reports of two new unsafe conditions and the need to supersede corrective actions for two previously addressed unsafe conditions. This AD supersedes AD 2018-25- 09 and AD 2019-12-01, which apply to the affected LEAP-1B model turbofan engines. This AD requires revising the Airworthiness Limitations Section (ALS) of the applicable CFM LEAP-1B Engine Shop Manual and the operator's approved continuous airworthiness maintenance program. The FAA is issuing this AD to address the unsafe conditions on these products.
78-26-06: 78-26-06 PIPER: Amendment 39-3378. Applies to Model PA-38-112, Serial Numbers 38-78A0001 thru 38-78A0652, 38-78A0653, 38-78A0655, 38-78A0656, 38-78A0658, 38- 78A0660, 38-78A0661, 38-78A0664 thru 38-78A0672, 38-78A0674, 38-78A0676, 38-78A0677, 38-78A0680 thru 38-78A0682, 38-78A0686, 38-78A0690, 38-78A0693, 38-78A0701, 38-78A0702, 38-78A0708, 38-78A0711, 38-78A0717, 38-78A0723, 38-78A0729, 38-78A0734 and 38-78A0749 certificated in all categories. To avoid possible hazards in flight associated with a crack in the vertical fin forward spar attachment plate accomplish the following within the next five hours in service unless previously accomplished. a. Remove the dorsal fin fairing P/N 77607-02 and inspect the forward bend radius of the vertical fin forward spar attachment plate P/N 77553-5 for cracks using a dye penetrant inspection method. b. If a cracked plate is found, replace with an undamaged part of the same part number before further flight, except a ferry flight to a place of repair may be authorized in accordance with FAR 21.197 with prior approval of the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletin No. 628A refers to this same subject.) This amendment is effective December 26, 1978.
2008-03-18: 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, the FAA has published Special Federal Aviation Regulation 88 (SFAR88) * * * [which] required * * * [conducting] a design review against explosion risks. The unsafe condition is the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
78-25-03: 78-25-03 THE DEUTSCH COMPANY, METAL COMPONENTS DIVISION: Amendment 39-3363. Applies to P/N 94B0100004F0160 and 94F0100004F0166 hose assemblies marked with identification 4Q77 or 1Q78 which may be installed on various aircraft but which are known to be installed on Piper Models PA-23-250, PA-28R-180, PA-28R-200, PA-28R-201, PA-28R-201T, PA-31, PA-31-300, PA-31-325, PA-31-350, PA-31P, PA-31-TI, PA-31-T, PA-34-200T, and PA-44-180 aircraft. NOTE 1: Hose P/N and manufacturing date codes (e.g. 4Q77 and 1Q78) are shown on a metal tag attached to the hose assemblies. a) Deutsch P/N 94B0100004F0160 is Piper P/N 17766-27, TSO C-53a Type A. b) Deutsch Part No. 94F0100004F0166 is Piper P/N 63901-41, TSO C-53a Type C. Compliance required as indicated, unless already accomplished. To prevent an unsafe condition in the various aircraft systems in which these hoses may be installed, accomplish the following: A. Within the next ten hours time in service after the effective date of this (AD), inspect to determine if hose assembly P/N 94B0100004F0160 or 94F0100004F0166 with manufacturing date 4Q77 or 1Q78 is installed. B. If the hose assemblies as in A above are not installed no further action is required by this (AD). C. If the hose assemblies in A above are installed, prior to further flight, (1) Remove and replace hose assemblies. (2) Check system for contamination. Purge system if evidence of contamination is found. NOTE 2: Piper Service Bulletin No. 611 refers to purging procedures for Piper Models PA -28, -34, and -44. Piper Service Bulletin No. 629 refers to purging procedures for Piper Models PA-31 and PA-23. NOTE 3: The following is a list of Piper Model, Serial Nos. and hose application which are believed to have suspect hoses installed. Possible hose application is not limited to this list. Model Serial Number Application Qty. of hoses PA-23-250 Aztec F 27-7854007 thru 27-7954018 Pressure nose gear cylinder up and pressure anti-retract valve 2 PA-28R-180 Possible Retrofit NLG actuating cylinder 2 PA-28R-200 Possible Retrofit NLG actuating cylinder 2 PA-28R-201 78-37105 thru 78-37317 NLG actuating cylinder 2 PA-28R-201T 78-03154 thru 78-03372 NLG actuating cylinder 2 Manifold pressure at left hand rear of engine 1 PA-31 31-1 thru 31-7812122 and 31-5001 thru 31-7852166 Main landing gear actuating cylinders 2 PA-31-300 Possible Retrofit Main landing gear actuating cylinders 2 PA-31-325 Navaho C/H 31-7812016 thru 31-7912004 Main landing gear actuating cylinders 2 PA-31-350 & PA-31-P Possible Retrofit Main landing gear actuating cylinders 2 PA-31TI Cheyenne I 31T-7804001 thru 31T-7904006 Main landing gear actuating cylinders 2 PA-31T Cheyenne, Cheyenne II 31T-77200069 thru 31T-7920012 Main landing gear actuating cylinders 2 PA-34-200T 78-70100 thru 78-70474 Fuel drains 4 PA-44-180 79-95001thru 79-95127 Engine oil pressure line at filter 2 D. Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate aircraft to a base for the accomplishment of the inspection required by paragraph A of this AD. E. Equivalent inspections and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. F. Upon submission of substantiating data, through an FAA Aviation Safety Inspector, the Chief, Aircraft Engineering Division, FAA Western Region may adjust the compliance time for hose replacement. This amendment becomes effective January 15, 1979, for all persons except those to whom it was made effective by priority message dated October 27, 1978.
63-23-03: 63-23-03 VICKERS: Amdt. 641 Part 507 Federal Register November 9, 1963. Applies to All Viscount Model 810 Series Aircraft. Compliance required as indicated. Fatigue failures have been reported on flap beams in the areas shown in Figure 1 of Preliminary Technical Leaflet No. 107 (800/810 Series). To preclude further failures accomplish the following on Nos. 2 and 3 flap units: (a) Within 500 flights* after the effective date of this AD, on aircraft which have accumulated 10,000 or less flights, unless already accomplished within the past 1,000 flights, conduct dye penetrant or FAA approved equivalent inspection for cracks in accordance with PTL 107. If no cracks are found, reinspect at intervals not exceeding 1,500 flights until the aircraft accumulates between 10,000 and 11,000 flights during which time the aircraft must be reinspected. Thereafter, the aircraft must be reinspected at intervals not exceeding 600 flights until a total of not more than 12,000 flightsare accumulated, at which time either of the following or FAA approved equivalent must be incorporated. (1) Modification FG.1946, or (2) The repair/reinforcing scheme defined in the referenced PTL. (b) Within 100 flights after the effective date of this AD on aircraft which have attained over 10,000 flights, unless already accomplished within the past 500 flights, conduct the inspection of paragraph (a). If no cracks are found, reinspect at intervals not exceeding 600 flights until reinforcing scheme (a)(1) or (a)(2), or FAA approved equivalent, has been incorporated. Incorporate the reinforcing scheme within 2,000 flights after the effective date of this AD. (c) Cracked flap beams may be considered serviceable for a further 500 flights provided that the cracks are confined to one doubler plate each side of the beam only, and extend no further than the bolt hole, per Figure 1 of PTL 107, and provided that the area is reinspected in accordance with (a) within every100 flights to ensure that no crack propagation has occurred. Incorporate repair/reinforcing scheme paragraph (a)(1) or (a)(2), or FAA approved equivalent, as follows: (1) Within 10 flights from the time of crack detection for aircraft with unacceptable cracks, and within 10 flights for aircraft with cracks that are found to propagate in length. (2) On or before the completion of 500 flights from the time of crack detection for aircraft with acceptable cracks. (d) After incorporating the modification of (a)(1) or (a)(2), or FAA approved equivalent, the special inspection in this AD may be discontinued. (Vickers-Armstrongs PTL No. 107 (800/810 Series) and Modification FG. 1946 cover this subject.) This directive effective December 11, 1963. *This will require operators to maintain a record of flights to ascertain compliance with this AD. If past records are unavailable the number of flights prior to this AD may be estimated.
85-16-08: 85-16-08 SHORT BROTHERS LTD.: Amendment 39-5101. Applies to Model SD3-60 airplanes as listed in Short Brothers Ltd. Service Bulletin SD360-53-11, Revision 1, dated November 1984, certificated in any category. Compliance is required within twelve months after the effective date of this AD, unless previously accomplished. To prevent structural failure under ditching conditions, accomplish the following: A. Install Cherrymax rivets in the bottom section of fuselage frame 475 in accordance with Short Brothers Ltd. Service Bulletin SD360-53-11, Revision 1, dated November 1984. 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 amendmentbecomes effective August 22, 1985.
99-19-40: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires a detailed visual inspection to detect damage to the terminal lugs on the 12XC and 15XE connectors and the mounting lugs on the 15XE connector; and repair or replacement of the terminal lugs or the 15XE connector with new parts, if necessary. This amendment is prompted by the issuance of a mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct broken terminal and mounting lugs on the 15XE and 12XC connectors in the 101VU panel in the avionics compartment, which could result in loss of electrical power from the standby generator.
2020-04-18: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-941 airplanes. This AD was prompted by reports indicating premature aging of certain chemical oxygen generators. This AD requires repetitively removing the affected chemical oxygen generators and replacing them with serviceable parts, 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.
79-11-01: 79-11-01 SHORT BROTHERS LIMITED: Amendment 39-3476. Applies to Model SD3-30 airplanes, S/N's 3003 through 3017, certificated in all categories. Compliance is required prior to the accumulation of 6000 total landings or prior to the accumulation of 25 landings after the effective date of this AD, whichever occurs later, unless already accomplished. To prevent fatigue failure of the bolts, P/N A111-5-G (10 places) and A111-5-J (2 places), attaching the engine support tube brackets to the engine ring, replace the bolts and associated hardware with new bolts, P/N MS. 21250-05008 (10 places) and MS. 21250-06008 (2 places), and associated hardware in accordance with Section 2, "ACCOMPLISHMENT INSTRUCTIONS," of Short Brothers Limited Service Bulletin No. SD3-71-04, dated February 14, 1978, or an FAA-approved equivalent. This amendment becomes effective June 25, 1979.
2008-04-17: 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 cases have been reported where the pilot, co-pilot or observer utility light system has failed, resulting in a burning smell within the cockpit. An investigation has revealed that, due to the orientation and location of the carbon molded potentiometers used to control the intensity of the light, the potentiometers can fail and overheat in such a way that burning of the ceiling panel and the associated insulation blanket could occur. This could lead to the presence of smoke in the cockpit, requiring that the pilots carry out the appropriate emergency procedure. We are issuing this AD to require actions to correct the unsafe condition on theseproducts.
87-15-07: 87-15-07 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5643. Applies to Model 222, 222B, and 222U helicopters, certified in any category, with flapping bearing P/N 222-310-114-003/-105 installed. Compliance is required as indicated unless already accomplished. Compliance schedules required on page 1 of BHTI Alert Service Bulletins (ASB) Nos. 222-86-39, Rev. A and 222U-86-14, Rev. A are not required by this AD. To prevent failure of the M/R flapping bearing, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, perform Part I of the "Accomplishment Instructions" of BHTI ASB No. 222-86-39, Rev. A, dated January 14, 1987, for Model 222 and 222B helicopters and ASB No. 222U-86-14, Rev. A, dated January 14, 1987, for the Model 222U helicopter. If a crack is detected during the inspections, replace the M/R flapping bearing before further flight. (b) Within the next 100 hours time in service after the effective date of this AD, perform Part II of the "Accomplishment Instructions" of BHTI ASB No. 222-86-39, Rev. A, dated January 14, 1987, for the Model 222 and 222B helicopters and ASB No. 222U-86-14, Rev. A, dated January 14, 1987, for the Model 222U helicopters. (c) Comply with Part III of the "Accomplishment Instructions" of BHTI ASB No. 222-86-39, Rev. A, dated January 14, 1987, for the Model 222 and 222B helicopters and ASB No. 222U-86-14, Rev. A, dated January 14, 1987, for the Model 222U helicopter on the effective date of this AD. (d) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Department of Transportation, Federal Aviation Administration, Fort Worth, Texas 76193-0170. The above procedures shall be done in accordance with BHTI ASB Nos. 222-86-39, Rev. A, dated January 14, 1987, or 222U-86-14, Rev. A, dated January 14,1987, as appropriate. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) (1) and 1 CFR Part 51. Copies may be obtained from BHTI, P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment, 39-5643 becomes effective on August 7, 1987.
2020-05-11: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company Model R44 and R44 II helicopters with an agricultural spray system installed by Supplemental Type Certificate (STC) SR00286BO (spray system). This spray system is also known as a Simplex Manufacturing Company (Simplex) Model 244 spray system. This AD was prompted by a report of an in-flight failure of the spray system elbow pump fitting (pump fitting). This AD requires repetitive inspections of the spray system pump fitting, corrective action if necessary, replacement of the spray system pump fitting, and installation of hose supports and a pump outlet cover. The FAA is issuing this AD to address the unsafe condition on these products.
78-23-09: 78-23-09 PIPER: Amendment 39-3342. Applies to Piper Model PA-38-112 Serial Nos. 38-78A0001, 38-78A0004 thru 38-78A0016, 38-78A0018 thru 38-78A0040, 38-78A0042 thru 38-78A0224, 38-78A0226 thru 38-78A0232, 38-78A0234 thru 38-78A0236, 38-78A0238 thru 38-78A0250, 38-78A0252 thru 38-78A0266, 38-78A0268, 38-78A0270 thru 38-78A0273, 38-78A0276, 38-78A0277, 38-78A0279 thru 38-78A0284, 38-78A0286 thru 38-78A0289, 38-78A0291, 38-78A0298, 38-78A0315 thru 38-78A0318, 38-78A0324, 38-78A0326, 38-78A0329 certificated in all categories. To prevent possible separation of the control wheel from the control shaft, accomplish the following: Before further flight, unless already accomplished, inspect and alter or replace the pilot and co-pilot control wheels in accordance with the "Instructions" section of Piper Service Bulletin No. 609 dated June 17, 1978, or equivalent which must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. The affected airplanes may be flown in accordance with FAR 21.197 to a location where the AD compliance procedures can be accomplished. This amendment is effective November 13, 1978.
81-19-01: 81-19-01 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4207. Applies to Model 212 series helicopters certificated in all categories (Airworthiness Docket No. 81-ASW- 38). To prevent possible failure of main rotor yoke Part Number 204-011-102 (all dash numbers), accomplish the following: a. Unless Bell Helicopter Textron Alert Service Bulletin No. 212-81-23 has been previously complied with, within 10 days after the effective date of this Airworthiness Directive: (1) Create a component history card for yoke Part Number 204-011-102 (all dash numbers). (2) Record the operating time accumulated on the yoke as follows: a. For each flight hour of passenger or internal cargo operation, enter 1 hour on the component history card. b. For each flight hour involving external load operations where more than four lifts per hour occur, including those conducted under Federal Aviation Regulation Parts 133 and 137, enter 5 hours on the component history card.c. If operating time for the yoke is unknown, enter 2,400 hours on the component history card. (3) Yokes with more than 3,300 hours time on the compliance date of this AD must be retired prior to obtaining an additional 300 hours time. (4) Yokes with less than 3,300 hours time on the compliance date of this AD must be retired on or before attaining 3,600 recorded hours. b. The 3,600-hour life and the above method of recording flight hours on the yoke component history card shall continue in effect on all Part Number 204-011-102 yokes. c. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. d. In accordance with FAR 21.197 flight is permitted to a base where the requirements of this AD may be accomplished. This amendment becomes effective September 30, 1981.
64-16-03: 64-16-03 FAIRCHILD: Amdt. 771 Part 507 Federal Register July 23, 1964. Applies to Model F-27 Series Aircraft. Compliance required within 300 hours' time in service after the effective date of this AD, unless already accomplished. Rebalance the rudder in accordance with the procedures specified in Section 2, "Accomplishment Instructions", of Fairchild Service Bulletin 27-38, or an equivalent approved by the Engineering and Manufacturing Branch, FAA Eastern Region. (Fairchild Service Bulletin 27-38 dated May 4, 1964, covers this same subject.) This directive effective July 23, 1964.
80-15-04: 80-15-04 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39-3842. Applies to Falcon 10 airplanes, Serial Numbers 1 through 122 except 118 and 121, certificated in all categories. Compliance required within the next 500 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent unlocking of the passenger door in flight, accomplish the following: (a) Modify the passenger door control mechanism by installing a microswitch connected to a cockpit annunciator "CABIN" light and install a transparent cup around the passengers' door control mechanism unlocking pushbutton in accordance with Avions Marcel Dassault (AMD) Service Bulletin AMD-BA F10-0163 dated May 17, 1978, and Revision 1 dated June 9, 1978, or equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (b) Revise the airplane maintenance manual and illustrated parts catalog for modifications performed in complying with paragraph (a) of this AD. This amendment becomes effective August 11, 1980.
2008-04-06: We are adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires repetitive inspections for any cracking of or damage to the left side and right side flight deck No. 2, No. 4, and No. 5 windows, as necessary, and corrective actions if necessary. This AD results from reports of in-flight departure and separation of the flight deck windows. We are issuing this AD to detect and correct cracking in the vinyl interlayer or damage to the structural inner glass panes of the flight deck No. 2, No. 4, and No. 5 windows, which could result in loss of a window and rapid loss of cabin pressure. Loss of cabin pressure could cause crew communication difficulties or crew incapacitation.
78-08-03: 78-08-03 PIPER: Amendment 39-3178 as amended by Amendment 39-3339. Applies to Piper Models PA-23 and PA-23-160, Serial Nos. 23-1 and up certificated in all categories. To prevent hazards in flight associated with cracks in the rudder upper hinge reinforcing bracket or rudder lower hinge bracket assembly, accomplish the following: (a) Within the next 25 hours in service from the effective date of this AD or upon the attainment of 1000 total hours in service, whichever is later, remove the rudder upper hinge P/N 17063-03 and inspect the rudder upper hinge reinforcement bracket P/N 17067-18 or equivalent for cracks using a dyne penetrant or equivalent method. Also inspect the rudder lower hinge bracket assembly P/N 17289-00 in the bearing area for cracks using a dye penetrant or equivalent method. (b) Within 1000 hours in service after the inspection in (a), and thereafter at intervals not to exceed 1000 hours since the last inspection accomplish the inspections required in (a). (c) If cracks are found in the reinforcing bracket during the inspections of paragraphs (a) or (b) remove it and inspect the spar web for cracks using a dye penetrant method or equivalent. (d) Cracked parts must be replaced using undamaged parts of the same part number or equivalent before further flight. (e) Equivalent inspections and repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region or accomplished in accordance with Advisory Circular 43.13-1A and approved by an FAA Maintenance Inspector. (f) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. (g) Report positive findings from paragraph (a) to Chief, Engineering and Manufacturing Section, FAA, Eastern Region within ten days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174). Amendment 39-3178 was effective April 14, 1978. This amendment 39-3339 is effective November 10, 1978.
88-20-01: 88-20-01 BEECH: Amendment 39-6017. Applies to the following airplanes certificated in any category: MODEL SERIAL NUMBER F33A CE-1162 through CE-1223 A36 E-2383 through E-2405 E-2407 through E-2409 B36TC EA-468 through EA-470 EA-472 through EA-474 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent a potential fire in the cabin, accomplish the following: (a) Remove the Mortell 931 sound deadener material from the aft side of the firewall in accordance with the instructions in Beech Service Bulletin Number 2249, dated April 1988. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone(316) 946-4400. All persons affected by this directive may obtain copies of this document referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Dept. 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine this document at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-6017, becomes effective on October 19, 1988.
2020-05-10: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report of an incorrect version of EASy ''Top-Level System'' operational software installed in the avionics system due to use of an improper CD-ROM. This AD requires ensuring that the correct versions of the operational software and CD-ROM are installed, and doing corrective action if necessary, 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.
88-05-04: 88-05-04 FOKKER AIRCRAFT: Amendment 39-5862. Applies to Model F-28 series airplanes, Serial Numbers 11003 to 11231 inclusive, 11991 and 11992, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent reduced directional control capability, accomplish the following: A. Within the next six months after the effective date of this AD, install stops in the rudder pedal mechanism in accordance with Fokker Service Bulletin F28/27-158, dated November 15, 1985. B. An alternate means of compliance or adjustment of 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 inspections and/or modifications required by 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 Fokker Aircraft USA, 1199 N. Fairfax St., Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 8, 1988.
90-03-08: 90-03-08 AIRBUS INDUSTRIE: Amendment 39-6481. Docket No. 89-NM-130-AD. Applicability: Model A300 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the fuselage, accomplish the following: A. 1. Within the time limits specified in paragraph A.2., below, conduct the following inspections in accordance with Airbus industrie Service Bulletin A300-53-217, Revision 1, dated March 6, 1989: a. Perform a visual inspection and non-destructive testing (NDT) for cracking and corrosion of the lower rim area of the rear pressure bulkhead, forward and aft faces, including skin panels, circumferential joint doublers, stringers attachment fittings, cleat profile, Frame 80, attachment angles, circumferential strap, radial stiffeners, bonding points, and attach brackets of support struts between Stringer 27 left-hand (LH) and right-hand (RH). b. Perform a visual inspection for cracking and corrosion of the drain and toilet system pipe couplings in the vicinity of the rear pressure bulkhead. 2. a. For airplanes whose first flight was less than 7 years ago as of the effective date of this AD, perform the initial inspection required by paragraph A.1., above, within 6 months after achieving 7 years since first flight, or within 6 months after the effective date of this AD, whichever occurs later. b. For airplanes whose first flight was more than 7 years ago as of the effective date of this AD, perform the initial inspections required by paragraph A.1., above, within 6 months after the effective date of this AD. B. If no corrosion or cracking is found as a result of the inspections required by paragraph A., above, perform repetitive inspections as follows: 1. Repeat the visual inspections at intervals not to exceed 3 years. 2. Repeat the NDT inspection at intervals not to exceed 8,000 landings. 3. If the modification specified in Airbus Industrie Service Bulletin A300- 53-226 Revision 3, dated July 10, 1989, has been accomplished: a. Repeat the visual inspection at intervals not to exceed 5 years. b. Repeat the NDT inspections at intervals not to exceed 8,000 landings. C. If cracking or corrosion is found as a result of the inspections required by paragraphs A. or B., above, repair prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-53-217, Revision 1, dated March 6, 1989. D. 1. Within the time limits specified in paragraph D.2., below, conduct the following inspections in accordance with Airbus Industrie Service Bulletin A300-53-218, Revision 1, dated July 28, 1989: a. Perform an X-ray inspection for cracking of the rim area of the rear pressure bulkhead, in the area of Stringer 21 LH and RH. b. Perform a visual inspection for corrosion and cracking of the upper rim area of the rear pressure bulkhead from the aft face. c. Perform aneddy current inspection for cracks from the outboard side in the following areas: (1) For airplanes, manufacturer's serial number (MSN) 002 through 008: between Stringer 25 LH and RH. (2) For airplanes, MSN 009 through 305: between Stringer 26 LH and RH. d. Perform a visual inspection for cracks and corrosion of the service apertures in the rear pressure bulkhead. e. Perform an eddy current inspection for cracks of the apertures for the auxiliary power unit (APU) bleed-air and fuel. 2. a. For airplanes having accumulated 26,000 landings or fewer as of the effective date of this AD, perform the initial inspections required by paragraph D.1., above, prior to the accumulation of 24,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later. b. For airplanes having accumulated more than 26,000 landings as of the effective date of this AD, perform the initial inspections required by paragraph D.1., above, within 1,000 landings after the effective date of this AD. E. If no cracking or corrosion is found as a result of the inspections required by paragraph D., above, perform repetitive inspections as follows: 1. Repeat the X-ray inspection of the rim area of the pressure bulkhead at Stringer 21 LH and RH at intervals not to exceed 4 years. 2. Repeat the visual inspections of the upper rim area at intervals not to exceed 8,000 landings. 3. Repeat the eddy current inspection from the outboard side between Stringer 25 LH and RH, or Stringer 26 LH and RH, as appropriate, at intervals not to exceed 8,000 landings. 4. Repeat the visual inspection of the service apertures at intervals not to exceed 6,000 landings. 5. Repeat eddy current inspections of APU fuel apertures at intervals not to exceed 6,000 landings. 6. Repeat the eddy current inspection of the APU bleed air line service aperture at intervals not to exceed 12,000 landings. F. If cracking or corrosion is found as aresult of the inspections required by paragraphs D. or E., above, repair prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-53-218, Revision 1, dated July 28, 1989. G. 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. H. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6481, AD 90-03-08) becomes effective on February 23, 1990.
2020-04-12: The FAA is superseding Airworthiness Directives (ADs) 2012-22- 05 and 2018-19-03, which applied to certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. AD 2012-22-05 required inspecting for cracks of the pistons on the main landing gear (MLG), and replacing the affected pistons if necessary. AD 2012-22-05 also required modifying the MLG, and revising the airplane maintenance program. AD 2018-19-03 required an inspection of the MLG, and replacement if necessary. This AD retains the requirements of AD 2012-22-05, expands the applicability, and requires a new modification or replacement of the MLG; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that the required heat treatment may not have been applied to certain MLG pistons. The FAA is issuing this AD to address the unsafe condition on these products.
95-04-51: 95-04-51 DORNIER: Amendment 39-9179. Docket 95-NM-24-AD. Applicability: All Model 328-100 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 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 use the authority provided in paragraph (f) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair removeany airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent engine malfunction due to failure of the engine air inlet de-icing system, accomplish the following: (a) For all airplanes: Within 24 hours after the effective date of this AD, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) by inserting the following limitation in the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "During flight, if the 'ENG DEICE FAIL' electronic indication and caution advisory system (EICAS) annunciation activates for either engine, flight into known or forecast icing conditions is prohibited." (2) Revise the Abnormal Procedures Section of the FAA-approved AFM by removing page 4, dated September 1, 1994, of section 04-12-00, and replacing it with the following. This may be accomplished by inserting a copy of this AD in the AFM. "1. Icing Conditions Exit immediately. If unable, land at nearest suitable airport." (3) Revise the Limitations Section of the FAA-approved AFM to include the following functional test. This may be accomplished by inserting a copy of this AD in the AFM. "Accomplish the following test at the applicable time specified as follows: "For airplanes equipped with air intake duct assemblies having de-icing boots with part numbers (P/N's) 29S-5D5240-21, -23, and -25: As of 24 hours after the effective date of AD 95-04-51, accomplish the functional test prior to each flight. "For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211 (inlet lip), -231 (bypass duct), and -251 (aft ramp duct): Accomplish the functional test within 24 hours after the effective date of AD 95-04-51, and thereafter at daily intervals. "Perform a functional test of the de-icing system of the air intake ducts of the left and right engines to determine the condition of the system, in accordance with the procedures specified below. Flight crew or maintenance personnel shall perform this test. FUNCTIONAL TEST OF THE DE-ICING SYSTEM "With engines running at idle power, display and monitor the 'ICE PROTECT' system page of the electronic indication and caution advisory system (EICAS), select left and right 'ENGINE INTAKE' pushbuttons in ('ON'), for a minimum of 60 seconds. Monitor system page for normal indications of one complete boot inflation and deflation cycle. Monitor EICAS for normal messages, and absence of 'ENG DEICE FAIL' caution. After 60 seconds and observation of one complete inflation/deflation cycle, release 'ENGINE INTAKE' pushbuttons to out ('OFF') position, confirm absence of system page and EICAS cautions, and deselect 'ICE PROTECT' system page. At completion of check, 'ENGINE INTAKE'pushbuttons may be turned back on if required for departure. "If any EICAS 'ENG DEICE FAIL' annunciation is observed, or if system normal inflate and deflate cycling is not observed: The system shall be considered inoperative. Prior to further flight, the detailed visual and tactile inspections required by paragraph (b) of AD 95-04-51 must be accomplished. "If no discrepancy with the de-icing boots is found during these inspections, the de-icing system may be inoperative for a period of time not to exceed that specified in the DO-328 Master Minimum Equipment List (MMEL). Flight into known or forecast icing conditions is prohibited." (b) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-21, -23, and -25: Accomplish paragraphs (b)(1) and (b)(2) of this AD at the times specified in those paragraphs. (1) Within 24 hours after the effective date of this AD: Perform a detailed visual inspection and atactile inspection of the de-icing boots in the air intake ducts on the engines to detect flat spots, softness, or other discrepancies, and to ensure that the edges of the de-icing boots are sealed properly, in accordance with Dornier Service Bulletin SB-328-30-020, dated March 17, 1994. (i) If no discrepancies are found and the edges of the de-icing boots are sealed properly (no debonding between the boot and the intake duct), repeat the detailed visual and tactile inspections required by paragraph (b)(1) of this AD thereafter at daily intervals. (ii) If any discrepancy is found, or if any edge of a de-icing boot is sealed improperly (debonding between the boots and the intake duct), prior to further flight, replace all three de-icing boots having P/N's 29S-5D5240-21, -23, and -25, with three new units having P/N's 29S-5D5240- 211, -231, and -251, in accordance with the procedures specified in Dornier Alert Service Bulletin ASB- 328-71-006, Revision 1, dated February 16, 1995. (2) Within 5 days after the effective date of this AD, replace all three de-icing boots having P/N's 29S-5D5240-21, -23, and -25, with three new units having P/N's 29S-5D5240-211, -231, and -251, in accordance with Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995. Following such replacement, perform the detailed visual and tactile inspections and the functional tests required by paragraphs (c) and (a)(3) of this AD, respectively, in accordance with the times and procedures specified in those paragraphs. (c) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211,-231, and -251: Within 7 days after the effective date of this AD, perform a detailed visual inspection and a tactile inspection of the de-icing boots in the air intake ducts on the engines to detect flat spots, softness, or other discrepancies, and to ensure that the edges of the de-icing boots are sealed properly, in accordance with the procedures specified in Dornier Service Bulletin SB-328-30-020, dated March 17, 1994. (1) If no discrepancies are found and the edges of the de-icing boots are sealed properly (no debonding between the boot and the intake duct): Repeat the detailed visual and tactile inspections required by paragraph (c) of this AD thereafter at intervals not to exceed 7 days. (2) If any discrepancy is found, or if any edge of a de-icing boot is sealed improperly (debonding between the boots and the intake duct): Prior to further flight, replace all three de-icing boots with three new units having P/N's 29S-5D5240-211, -231, and -251, in accordance with Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995; and accomplish the reporting requirement specified in paragraph (d) of this AD. (d) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211, -231, and -251: Within 10 days after accomplishingany inspection or functional test required by this AD, report findings of any discrepancy to the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, WA 98055-4056; fax (206) 227-1320. Information collection requirements contained in this regulation have been approved by 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. (e) After the effective date of this AD, no de-icing boot having P/N 29S-5D5240-21, -23, or -25 shall be installed on any airplane. (f) 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. 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. (g) 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. (h) The inspections and replacement shall be done in accordance with Dornier Service Bulletin SB-328-30-020, dated March 17, 1994; and Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995. 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 Dornier Deutsche Aerospace, P.O. Box 1103, D-82230 Wessling, Federal Republic of Germany. 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. (i) This amendment becomes effective on April 6, 1995, to all persons except those persons to whom it was made immediately effective by telegraphic AD T95-04-51, issued on February 21, 1995, which contained the requirements of this amendment.
91-20-07: 91-20-07 AIRBUS INDUSTRIE: Amendment 39-8041. Docket No. 91-NM-180-AD. Applicability: Model A300, A300-600, and A310 series airplanes equipped with an auxiliary power unit (APU) fuel feedline adapter, P/N A4937021700000 (welded configuration), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent an APU compartment fire, accomplish the following: (a) Within 100 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 400 hours time-in-service; perform a dye penetrant inspection to detect cracks, rupture, or fuel leaks at the weld of the fuel feedline adapter, in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991: (1) If cracks, rupture, or fuel leaks are found, replace the adapter with an improved, non-welded one-piece-body adapter prior to the next APU operation, or placard the APU inoperative until the adapter isreplaced with the improved adapter, in accordance with Airbus Industrie Service Bulletin A300-49-0049, A300-49-6009, or A310-49-2012, all dated July 12, 1991, as applicable. (2) Installation of an improved, non-welded one-piece-body adapter, in accordance with the Airbus Industrie Service Bulletin A300-49-0049, A300-49-6009, or A310- 49-2012, all dated July 12, 1991, constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (b) Within 100 hours time-in-service after the effective date of this AD, verify the correct torque values of the starter motor cable terminals and the generator cable terminals in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991. Correct any torque value discrepancies, prior to further flight, in accordance with the AOT. (c) An alternative method 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, 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. (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. (e) The inspection requirements shall be done in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991. The replacement requirements shall be done in accordance with Airbus Industrie Service Bulletin A300-49-0049, A300-49- 6009, or A310-49-2012, all dated July 12, 1991. 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, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8041, AD 91-20-07) becomes effective on October 7, 1991.