Results
2012-09-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-111, -112, and -132 airplanes; Model A320-111, -211, -212, -214 and -232 airplanes; and Model A321-111, -211, -212, and -231 airplanes. This AD was prompted by reports that corrosion was found on the overwing refueling aperture on the top wing skin, and that for certain airplanes, repairs made using primer coating may prevent proper electrical bonding provision between the overwing refueling cap adaptor and the wing skin. This AD requires performing an electrical bonding test between the gravity fill re-fuel adaptor and the top skin panels on the left-hand and right-hand wings, and if necessary performing a general visual inspection for corrosion of the component interface and adjacent area, and repairing the gravity fuel adaptor if any corrosion is found. We are issuing this AD to detect and correct corrosion and improper bonding, which in combination with a lightning strike in this area, could create a source of ignition in a fuel tank, resulting in a fire or explosion, and consequent loss of the airplane.
2010-01-04: The FAA is superseding an existing airworthiness directive (AD) for GE CF34-1A, CF34-3A, and CF34-3B series turbofan engines. That AD currently requires removing from service certain part number (P/N) and serial number (S/N) fan blades within compliance times specified in the AD, inspecting the fan blade abradable rub strip on certain engines for wear, inspecting the fan blades on certain engines for cracks, inspecting the aft actuator head hose fitting for correct position, and, if necessary, repositioning the hose fitting. This ad supersedure requires the same actions but corrects the effectivity for certain fan blades requiring corrective actions and changes the effective date of the current AD. This AD supersedure results from the FAA discovering that the existing AD has an incorrect effectivity for certain fan blades requiring corrective actions, and from a report of an under-cowl fire and a failed fan blade. We are issuing this AD to prevent failure of certain P/N and S/N fan blades and aft actuator head hoses, which could result in an under-cowl fire and subsequent damage to the airplane.
79-04-03 R2: 79-04-03 R2 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-3411 as amended by Amendment 39-3623 is further amended by Amendment 39-4557. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the oleo strut assemblies, accomplish the following as indicated below. 1. Inspect and replace oleo strut assemblies (P/N 15164A, B, or C, and 15165A, B, or C), on shock struts (P/N 14570 and 14575) which have 2,000 landings or more in accordance with the following: a. Prior to the first flight of each day, using a 10-power magnifying glass, conduct a visual inspection of the shock struts of the main landing gear at the weld that joins the torque link-to-shock strut attachment. If cracks are found, prior to further flight, replace the component with a serviceable part. b. Within the next 200 landings and each 200 landings thereafter, using a dye-penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32- 018 dated June 8, 1978, inspect the area outlined in 1.a. above. If cracks are found, prior to further flight, replace the component with a serviceable part. c. Retire from service shock struts (P/N 14570 and 14575) which have 3,000 landings or more. 2. Inspect and replace upper half-drag struts (P/N 14284 and 14334) without shot- peening treatment in accordance with the following: a. Prior to the first flight of each day, using a 10-power magnifying glass, conduct a visual inspection of the external side of the upper region of the half-drag strut, near the hydraulic actuator joint. If cracks are found prior to further flight, replace the component. b. Prior to further flight, unless already accomplished within the previous 200 landings, and each 200 landings thereafter, using a dye-penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32-018 dated June 8, 1978, inspect the external and internal side of the half-drag strut (P/N 14284 and 14334). If cracks are found, prior to further flight, replace the failed component. c. Within the next 100 landings after the effective date of this revision, replace any half-drag struts that have logged 18,750 landings or more. 3. Unless accomplished within the last 400 landings, inspect and replace upper half- drag strut (P/N 14284A and 14334A) which have shot-peening treatment in accordance with the following: a. For components with 9,700 landings or more on the effective date of this AD, prior to further flight, and at each 400 landings thereafter, comply with paragraph 3.c. of this AD. b. For components with less than 9,700 landings on the effective date of this AD, comply with paragraph 3.c. of this AD before the accumulation of 9,700 landings and at each 400 landings thereafter. c. Inspect the external and internal side ofthe half-drag strut using a dye- penetrant method, per the Accomplishment Instructions in Embraer Service Bulletin 110-32-018 dated June 8, 1978. If cracks are found, prior to further flight, replace the failed component. d. Within the next 100 landings after the effective date of this revision, replace any half-drag struts that have logged 18,750 landings or more. 4. On components on which landings are not recorded, one landing per flying hour may be used to determine the number of landings. 5. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337, may adjust the inspection compliance times specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. 6. Airplanes on which cracks are found may be flown to abase for replacement of the failed components in accordance with FAR 21.197. 7. Compliance with the provisions of this AD may be accomplished in an equivalent manner, when approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. EMBRAER Service Bulletin No. 110-32-018 pertains to the subject matter of this AD. Amendment 39-3411 became effective February 16, 1979. Amendment 39-3623 became effective November 28, 1979. This Amendment 39-4557 becomes effective February 7, 1983.
97-24-06: This amendment adopts a new airworthiness directive (AD) that applies to Glasflugel Models Standard Libelle and Standard Libelle 201 B sailplanes. This action requires inspecting the aileron operating lever's actuating shaft welded seams for cracks; modifying or replacing the actuating shaft, if cracked; and, if no cracks are found, eventually modifying or replacing the shaft. Cracks found in the welded seams of the actuating shaft prompted this action. The actions specified by this AD are intended to prevent cracks in the aileron operating lever's actuating shaft welded seams, which, if not detected and corrected, could cause loss of control of the sailplane.
2022-05-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations related to pylon maintenance are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations for pylon maintenance, 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.
98-03-14: This amendment adopts a new airworthiness directive (AD) that applies to EXTRA Flugzeugbau GmbH Models EA-300 and EA-300/S airplanes. This AD requires inspecting the upper longeron cutout bridge for cracks, repairing any cracks found, and modifying this area. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent structural damage to the fuselage caused by cracks in the upper longeron cutout bridge, which, if not detected and corrected, could result in loss of control of the airplane.
91-03-14: 91-03-14 BRITISH AEROSPACE: Amendment 39-6872. Docket No. 90-NM-197-AD. Applicability: Model BAe 146 series airplanes with Serial Numbers E2133, E3134, E3135, E3137, E2139, E3141, E3142, E3145, E2148, E3151, and E3155; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect cracks and prevent failure of the butt strap and reduced structural capability of the wings, accomplish the following: A. Prior to the accumulations of 12,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, perform a detailed visual inspection of the right and left wing outer butt straps at Rib 2 lower wing skin joint, in accordance with British Aerospace Service Bulletin 57-36, dated June 8, 1990. Repeat this inspection thereafter at intervals not to exceed 9,000 landings or 4-1/2 years since last inspection, whichever occurs first. B. If cracks are found as a result of the inspection required by paragraph A. of this AD, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6872, AD 91-03-14) becomes effective on March 4, 1991.
2012-09-05: We are adopting a new airworthiness directive (AD) for certain 2-Fokker Services B.V.2-Model F.28 Mark 0100 airplanes. This AD was prompted by reports of failure of the main fitting on Messier-Dowty main landing gear (MLG) units due to fatigue cracking in the area of the filler and bleeder holes, and failure of the sliding member due to fatigue cracking at the area of the chrome run-out/lower radius of the sliding tube portion of the sliding member. This AD requires modification and re-identification of the MLG units, or replacement of the MLG unit with a modified one. We are issuing this AD to detect and correct fatigue cracking of the main fitting or sliding member on the MLG, which could lead to failure of the MLG and possibly loss of control of the airplane during landing rollout.
88-03-05: 88-03-05 HAMBURGER FLUGZEUGBAU: Amendment 39-5834. Applies to Model HFB- 320-HANSA series airplanes, Serial Numbers 1021, 1023, 1026, 1030, 1033, 1035, 1040, 1045, and 1050-1057, certificated in any category. Compliance required as indicated, unless previously accomplished: To prevent asymmetric configuration which may cause degradation of lateral control, accomplish the following: A. Within 30 days after the effective date of this AD, inspect and replace, as necessary, the bolts, drive shafts, and rotary selectors for the wing flaps, slats, and speed brakes, in accordance with Messerschmitt-Bolkow-Blohm GmbH Service Bulletin 27-74, dated July 1, 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, 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 Messerschmitt- Bolkow- Blohm GmbH, Postfach 95 01 09, D-2103 Hamburg 95, Federal Republic of Germany. 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 February 28, 1988.
2012-09-04: We are superseding an existing airworthiness directive (AD) that applies to The Boeing Company Model 767-200, -300, and -300F series airplanes. That AD currently requires inspections to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station 955 and the skin; and follow- on and corrective actions. This new AD expands the applicability; and adds an inspection for cracking in the fail-safe strap, and repair or replacement if necessary. This AD was prompted by additional reports of cracks in 51 fail-safe straps on 41 airplanes; we have also received a report of a crack found in the ''T'' fitting that connects the fail- safe strap to the outboard edge of the pressure deck. We are issuing this AD to detect and correct fatigue cracking or corrosion of the fail-safe straps and the ''T'' fittings, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage.
98-03-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that currently requires a one-time inspection to determine if certain ailerons are installed on the airplane. That amendment also requires removing any defective aileron, and replacing it with a new or serviceable aileron. This amendment continues to require those actions and limits the applicability of the rule. This amendment is prompted by additional information that specifies the identification of certain part numbers. The actions specified in this AD are intended to detect and correct defective ailerons, which could result in in-flight separation of an aileron from the airplane and consequent reduced controllability of the airplane.
74-03-03: 74-03-03 ISRAEL AIRCRAFT INDUSTRIES, LTD.: Amendment 39-1779 as amended by Amendment 39-2847. Applies to Jet Commander Model 1121 and West Wind Model 1123 (S/Ns 3 and subsequent) airplanes, except those incorporating main landing gear upper bodies P/N's 5253505-501 and -502. Compliance is required as indicated. To prevent possible failure of the main landing gear, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished since December 9, 1973, and thereafter at intervals prescribed in paragraphs (b), (c), or (d) whichever is applicable, inspect the upper bodies of the main landing gears (P/N's ES 12845-1 and -4) for cracks, rough surfaces and tool marks in accordance with Part 1 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent. (b) If no crack is found during an inspection required by paragraph (a), repeat the inspection required by paragraph (a) at intervals of 200 hours' time in service. (c) If a crack is found during an inspection required by paragraph (a) that is 0.060 in. deep or less, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, repair in accordance with Part 2 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent, and repeat the inspection required by paragraph (a) at intervals of 30 landings or 50 hours' time in service, whichever occurs sooner. (d) If a crack is found during an inspection required by paragraph (a) that is more than 0.060 in. deep, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, replace the cracked upper body (P/N's ES 12845-1 or -4) with a serviceable part of the same part number,or an FAA- approved equivalent, and repeat the inspection required by paragraph (a) at intervals specified in paragraphs (b), or (c), whichever is applicable. (e) If rough surfaces or tool marks are found during an inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, rework in accordance with Part 1 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent, and thereafter continue to inspect in accordance with paragraph (a) at intervals specified in paragraphs (b), or (c), whichever is applicable. (f) The inspection, repair, replacement and rework requirements contained in paragraphs (a) through (e) of this AD may be discontinued when the main landing gear upper bodies P/N's ES 12845-1 and -4 are replaced with main landing gear upper bodies P/N's 5253505-501 and -502. NOTENO. 1: Copies of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, may be obtained from Commodore Aviation, Bethany, Oklahoma 73008. NOTE NO. 2: The applicable compliance times for the inspection, repair, rework, and replacement required by this AD are contained in this AD and are not those stated in the Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2 dated December 9, 1973. Amendment 39-1779 became effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated December 14, 1973, which contained this amendment. This amendment 39-2847 becomes effective March 17, 1977.
2012-09-01: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 560XL airplanes. This AD was prompted by reports of wheel inserts becoming loose and damaging brake assemblies on Model 560XL airplanes. This AD requires an inspection of the torque lug and surrounding components (wheel base, side rim, lock ring) for damage (such as corrosion, cracks, dents, bent areas, damaged or missing paint or primer, or wear on the metal), and of the bearing cup for corrosion, turned cup, or clearance that exceeds limits, and repair as applicable; measuring the torque lugs for width and replacing screws and inserts with new, improved screws and inserts; and re-identifying the wheel assemblies. We are issuing this AD to prevent brake failure, which could result in an airplane not being able to stop on the runway.
2012-09-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 airplanes. This AD was prompted by analysis that in a specific failure case of the upper primary attachment of the trimmable horizontal stabilizer actuator (THSA), the THSA upper secondary attachment engaged because it could only withstand the loads for a limited period of time. This AD requires installing three secondary retention plates for the gimbal bearings on the THSA upper primary attachment. We are issuing this AD to prevent failure of the secondary load path, which could result in loss of control of the airplane.
98-02-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Textron Lycoming 320 and 360 series reciprocating engines, that requires visual inspections of the inside diameter (ID) of the crankshaft for corrosion pits, and if corrosion pits are found during this inspection, prior to further flight, performing a magnetic particle inspection (MPI) or fluorescent penetrant inspection (FPI) of the ID for cracks. In addition, this AD requires reporting findings of inspections to the FAA. Finally, terminating action to the inspections of this AD is the application of a preventive treatment coating on non-corroded crankshafts to prevent corrosion. This amendment is prompted by reports of cracks in crankshafts originating from corrosion pits in the ID. The actions specified by this AD are intended to prevent crankshaft failure, which can result in engine failure, propeller separation, forced landing, and possible damage to the aircraft.
2012-08-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767 airplanes. This AD was prompted by reports of cracking in the upper wing skin at the fastener holes common to the pitch load fittings of the inboard and outboard front spar, which could result in the loss of the strut-to-wing upper link load path and possible separation of a strut and engine from the airplane during flight. This AD requires repetitive inspections to detect fatigue cracking in the wing skin, and corrective actions if necessary. We are issuing this AD to correct the unsafe condition on these products.
69-15-03: 69-15-03 CESSNA: Amendment 39-798. Applies to all Cessna Model 170, 172, and 175 series airplanes modified in accordance with Supplemental Type Certificates SA3-13, SA3-126, SA3-571, SA3-672, SA3-674, SA135CE, SA420CE, SA421CE, or SA424CE, incorporating a Piper Muffler Assembly, P/N 10308-00, with the installation of a Lycoming engine. Compliance required as indicated. To detect cracks in the muffler assembly, accomplish the following: (a) Inspect muffler assemblies with less than 950 hours' time in service on the effective date of this AD, in accordance with paragraph (c) below within the next 50 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until accumulating 950 hours' time in service, then comply with paragraph (b) below. (b) Inspect muffler assemblies with more than 950 hours' time in service on the effective date of this AD, in accordance with paragraph (c) below within the next 50 hours' time in service and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. (c) Inspect the engine exhaust muffler and shroud assembly (including the internal baffle tube and tail pipe), carburetor heat shroud and air duct, support braces, clamps and brackets, exhaust stacks and manifolds. Remove muffler assembly, disconnect air ducts, stacks, and shrouds as necessary, and visually inspect exterior and interior surfaces with a probe light and mirror for signs of cracks, corrosion, burn-throughs, heat damage, collapsed stack, or weld separations. Special attention should be given to the exhaust stack under the carburetor heat shroud. Except for the initial inspection, the muffler assembly need not be removed from the airplane if the shroud is opened for inspection of external portions of the muffler and the internal portions are inspected through the muffler tail pipe outlet and one end of the muffler at the stack connection. CAUTION:Do not alter these mufflers to remove the internal baffle tube without prior FAA approval. (Piper Service Letter No. 324B describes the critical areas.) (d) Replace or repair parts having any of the defects listed in paragraph (c) before further flight, and thereafter comply with the inspection requirements of paragraph (a) or (b), whichever is applicable. Make welding repairs and pressure test in accordance with Advisory Circular AC 43.13-1 or an FAA approved equivalent. Care should be exercised when reinstalling the exhaust system components to prevent distortion or preloading of parts. This amendment becomes effective August 20, 1969.
47-51-13: 47-51-13 BELLANCA: Applies to Model 14-13 Serial Numbers 1060 Through 1513, 1545, 1548, 1551 Through 1560. Compliance required not later than May 1, 1948. To eliminate the possibility of an engine compartment fire entering the fuselage through the firewall cabin heater opening, remove the aluminum cabin heat control valve and replace with a steel valve of new design Bellanca Drawing No. 15067-40. (Bellanca Service Bulletin No. 11 dated June 20, 1947, covers this same subject.)
77-07-01: 77-07-01 HUGHES HELICOPTERS: Amendment 39-2859. Applies to Hughes Model 269 series helicopters certificated in all categories, incorporating belt drive clutch linear actuator assemblies (hereinafter referred to as the "clutch actuator") P/N's DL1020-M81C (12V), DL1020-MS82C (24V), DL1020M48, and 269A4564. Compliance required as indicated, unless already accomplished. To detect possible cracks in belt drive clutch aluminum actuating shaft and actuator attachment fixed end fittings which can cause separation of the actuator attachment resulting in declutching of the main rotor, accomplish the following: (a) Within 10 days after the effective date of this AD, prior to the first flight each day, conduct a visual check of the clutch actuator in accordance with the procedures described in Part II of Hughes Service Information Notice N-141.1 dated March 8, 1977, or later FAA approved revision. If any indication of cracks, corrosion or deformation is observed, perform a dyepenetrant inspection of the suspect areas per Part III of above referenced service notice. Before further flight, replace any defective clutch actuator with a serviceable unit. (b) The daily visual check required by paragraph (a) of this AD may be performed by the pilot. (c) Within the next 100 hours time in service after the effective date of this AD, and at intervals not to exceed 100 hours time in service thereafter, perform a dye penetrant inspection of the clutch actuator per Part III of Hughes Service Information Notice N-141.1 dated March 8, 1977, or later FAA-approved revision. Before further flight, replace any defective clutch actuator with a serviceable part. (d) When the clutch actuator is modified to, or replaced with, an actuator incorporating the stainless steel parts as described in Part I of Hughes Service Information Notice N-141.1, dated March 8, 1977, or later FAA approved revision, the visual checks required by paragraph (a) and the dye penetrant inspection required by paragraph (c) may be discontinued. (e) Equivalent checks, inspections and modification procedures for the clutch actuator may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate helicopters to a base for accomplishment of the 100 hour inspections required by paragraph (c) of this AD. (g) Record the daily visual check required by this AD in the rotorcraft maintenance record in accordance with FAR 91.173. This amendment becomes effective April 4, 1977.
98-01-01: 98-01-01 CESSNA AIRCRAFT COMPANY: Priority Letter issued on December 22, 1997. Docket No. 97-CE-150-AD. Applicability: The following airplane models and serial numbers, certificated in any category: Model 172R Airplanes: serial numbers 17280003 through 17280171, 17280173 through 17280175, 17280177 through 17280179, 17280182 through 17280184, 17280186, 17280189, 17280190, 17280192 through 17280212, 17280214, 17280216 through 17280221, 17280223 through 17280236, 17280239 through 17280251, 17280253 through 17280263, 17280265, 17280268, 17280270 through 17280272, 17280283, 17280297, and 17280301; and Model 182S Airplanes: serial numbers 18280001, 1820002, 18280004 through 18280045, 18280048 through 18280060, 1820062 through 18280064, 18280067, and 18280070. 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 request approval for an alternative method of compliance in accordance with paragraph (h) 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 in the body of this priority letter AD, unless already accomplished. To prevent erroneous indications from the altimeter, airspeed, and vertical speed indicators, which could cause the pilot to react to incorrect flight information and possibly result in loss of control of the airplane, accomplish the following: (a) Prior to further flight after receipt of this priority letter AD, fabricate placards with the following words, using letters at least 1/8-inch in height, and install these placards in the cockpit within the pilot s clear view: (1) "IFR operation is prohibited." (2) "Use of the alternate static air source is prohibited." (b) Within the next 100 hours time-in-service (TIS) after receipt of this priority letter AD or within the next 4 calendar months after receipt of this priority letter AD, whichever occurs first, inspect the alternate static air source valve to assure that the alternate static air source valve is not restricted by the identification placard and to assure that the valve body does not separate from the valve flange in accordance with Cessna Service Bulletin No. SB97-34-02, Revision 1, dated December 22, 1997. (1) If the alternate static air source valve is restricted, prior to further flight after the inspection required by paragraph (b) of this AD, rework the alternate static air source assembly in accordance with Cessna Service Bulletin No. SB97-34-02, Revision 1,dated December 22, 1997. (2) If the valve body separates from the valve flange, replace the alternate static air source assembly in accordance with the maintenance manual at one of the compliance times presented below (paragraph (b)(2)(i) or (b)(2)(ii) of this AD): (i) Prior to further flight to eliminate the operating limitations required by the placards in paragraphs (a), (a)(1), and (a)(2) of this AD; or (ii) Within the next 25 hours TIS after the inspection provided the operating limitations required by the placards in paragraphs (a), (a)(1), and (a)(2) of this AD are adhered to. (c) The placard requirements of paragraphs (a), (a)(1), and (a)(2) of this AD may be eliminated when the inspection, rework, and replacement requirements are accomplished as specified in paragraphs (b), (b)(1), and (b)(2) of this AD. (d) The inspection, rework, and replacement requirements specified in paragraphs (b), (b)(1), and (b)(2) of this AD may be accomplished at any time prior to "within the next 100 hours TIS after receipt of this priority letter AD or within the next 4 calendar months after receipt of this priority letter AD, whichever occurs first." (e) Within 10 days after the inspection required by paragraph (b) of this AD, send the results of the inspection in writing to the FAA at the address specified in paragraph (h) of this. Include the serial number of the airplane and state whether the alternate static air source assembly needed to be reworked or replaced. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056). (f) Fabricating and installing the placards as required by paragraph (a) of this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by section 43.7 of the Federal Aviation Regulations (14 CFR 43.7), and must be entered into the aircraft records showing compliance with this AD in accordance with section 43.9 of the Federal Aviation Regulations (14CFR 43.9). (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) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (i) Copies of the applicable service information may be obtained from the Cessna Aircraft Company, Product Support, P.O. Box 7706, Wichita, Kansas 67277; telephone: (316) 941-5800; facsimile: (316) 942-9006. This information may also be examined at the FAA, Central Region, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (j) Priority Letter AD 98-01-01, issued December 22, 1997, becomes effective immediately upon receipt.
48-12-05: 48-12-05 BELL: Applies to Models 47B Series and 47D. Compliance required at next 100-hour teardown inspection if less than 600 hours have been accumulated. (If over 600 hours have been accumulated, this change must be accomplished immediately.) Replace the dural shear screws in the transmission spider assembly with steel shear screws (P/N 47-620-485-1). (Bell Service Bulletin No. 47C66, revised February 10, 1948, also covers this same subject.)
2012-07-08: We are superseding an existing airworthiness directive (AD) for all EMBRAER Model ERJ 170 airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA) to incorporate new structural inspection requirements. Since we issued that AD, during full scale fatigue testing, cracks were found in certain structural components of the airplane. Analysis of these cracks resulted in the manufacturer modifying the ALS of EMBRAER 170 Maintenance Review Board Report (MRBR), to include new inspections tasks, or modifying the current tasks and their respective thresholds and intervals. This new AD requires revising the maintenance program to incorporate new or revised structural inspection requirements. We are issuing this AD to detect and correct fatigue cracking which could result in the loss of structural integrity of the airplane.
78-07-08: 78-07-08 ROLLS ROYCE, LTD.: Amendment 39-3171. Applies to Dart engines Series 542-4, 542-10, 543-10, and variants, featuring any of the following, Modifications 1243, 1244, 1432, 1448, or 1607, used on, but not limited to Convair 600 and 640 aircraft, and Nihon YS-11 and YS-11A series aircraft. Compliance is required as indicated. To prevent excessive wear in flame tube liners and suspension pins that may result in loss of flame tube support causing overheating and failure of the turbine rotors, accomplish the following: (a) Within the next 500 hours engine time in service after the effective date of this AD, unless already accomplished, inspect the flame tube liners and suspension pins for wear in accordance with the instructions contained in paragraph 4A of Rolls Royce Dart Service Bulletin Da 72-431, dated July 1, 1977 (hereafter RR SB 72-431), or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, New York 09667 (hereafter FAA-approved equivalent). (b) If, during an inspection required by this AD, flame tube liner or suspension pin wear is found to exceed the limits given in paragraph 4A(1) of RR SB 72-431, or an FAA-approved equivalent, before further flight, except that the aircraft may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, replace the affected part with a serviceable part and reinspect in accordance with either paragraph (c) or (d) of this AD, as applicable. (c) If, during an inspection required by this AD, flame tube liner wear is 0.030 or greater inches on any one flame tube of any engine in the operator's fleet, determine the flame tube time in service since new or overhauled, and establish a fleet repetitive inspection time interval in accordance with paragraph 4.A(1)(c)(ii) or 4.A(2) as applicable, of RR SB 72-431 or an FAA-approved equivalent. (d) If, during an inspection required by this AD, flame tube liner wear is less than 0.030 inches on any one flame tube of any engine in the operator's fleet, replace, if necessary, the affected parts according to paragraph (b) of this AD and reinspect in accordance with paragraph 4.A(4) of RR SB 72-431, or an FAA- approved equivalent, at intervals not to exceed 2000 hours engine time in service from the last inspection. (e) If, during a repetitive inspection required by paragraph (c) or (d) of this AD, flame tube liner wear is 0.030 or greater inches on any one flame tube of an engine in the operator's fleet, reduce the Repetitive Inspection Interval for all engines in the fleet in accordance with paragraph 4.A(2) of RR SB 72-431, or an FAA-approved equivalent. (f) Record the repetitive inspection time intervals established pursuant to paragraphs (c), (d), and (e) in the aircraft maintenance records. This amendment becomes effective May 3, 1978.
2012-08-10: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 (CL-604 Variant) airplanes. This AD was prompted by reports of the air driven generator (ADG) failing to power essential buses during functional tests, due to the low threshold setting of the circuit protection on the ADG's generator control unit (GCU) preventing the ADG from supplying power to the essential buses. This AD requires installing a new or serviceable ADG GCU. We are issuing this AD to prevent loss of power from the ADG to the essential buses which, in the event of an emergency, could prevent continued safe flight.
98-02-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 and Mark 0070 series airplanes, that requires modification of the hook and latch engagement assemblies of the engine cowl doors, measurement of the aerodynamic mismatch between the fixed cowl and lower cowl door, and repair, if necessary. This amendment is prompted by reports of operational experience that indicate that an aerodynamic mismatch may exist between the fixed engine cowl and the lower cowl door, and may be the result of one or more hooks of the engagement assemblies not engaging adequately. This condition may cause the other hooks to carry loads higher than they were originally designed to carry, and could result in the failure of those hooks that are engaged. The actions specified by this AD are intended to prevent possible separation of the lower cowling from the airplane due to failure of the hooks of the engagement assemblies.