Results
82-05-06: 82-05-06 AIR CRUISERS COMPANY: Amendment 39-4326. Applies to life rafts P/N D23835-403, S/N 8624978 through 9925181. Compliance required within 60 days after the effective date of this AD, unless already accomplished. To prevent the need for excessive pull force to activate the gas release mechanism, accomplish the modifications described in paragraph 2 of Air Cruisers Company Service Bulletin 111-81-1, dated July 24, 1981. An equivalent method of compliance may be approved upon request to the Chief, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, JFK International Airport, Jamaica, New York 11430. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the compliance time of this AD may be adjusted by the Chief, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, JFK International Airport, Jamaica, New York 11430. The manufacturer's Service Bulletinidentified and described in this directive is available upon request to Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This airworthiness directive becomes effective March 31, 1982.
2013-19-12: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the fuel system integral sump tank does not meet FAA regulations. We are issuing this AD to require actions to address the unsafe condition on these products.
99-07-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes, and Model MD-88 airplanes, that requires a one-time inspection to detect corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer; and corrective actions, if necessary. This amendment is prompted by reports of corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer, apparently due to the improper brushing of cadmium on the hinge plates during manufacture. The actions specified by this AD are intended to detect and correct corrosion of the lug bores and the surface of the hinge plates of the vertical-to-horizontal stabilizer, which could result in reduced structural integrity of the airplane.
92-18-01: 92-18-01 BRITISH AEROSPACE: Amendment 39-8345. Docket No. 92-NM-45-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2045, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent engine rundown (flame out) due to ice ingestion, accomplish the following: (a) Within 90 days after the effective date of this AD, install bonding straps, Modification 35229A, at the oil cooler temperature controller in Module 3, the throttle stepper motor controller, and the engine de-ice timers, in accordance with British Aerospace Service Bulletin ATP-24-45-35229A, dated December 20, 1991. (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: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The installation shall be done in accordance with British Aerospace Service Bulletin ATP-24-45-35229A, dated December 20, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-7, 9, 11, 13, Original December 20, 1991 15, 17, 19 8, 10, 12, 14, (These pages are not used) 16, 18 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 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. (e) This amendment becomes effective on October 8, 1992.
2022-11-20: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by a large crack detected on the tail gearbox (TGB) fitting during a scheduled inspection and the determination that certain TGB fittings are required to be inspected by the use of a borescope. This AD requires a one-time borescope inspection of certain part-numbered TGB fittings, and depending on the inspection results, removing the affected part from service and replacing with an airworthy part, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
93-11-11: 93-11-11 AC, TEXTRON LYCOMING, AND RAJAY/ROTOMASTER: Amendment 39-8584. Docket 93-ANE-16. Supersedes Priority Letter AD 93-05-21, which superseded Priority Letter AD 92-20-07. Applicability: AC, Textron Lycoming, and Rajay/Rotomaster-modified high pressure diaphragm fuel pumps, overhauled by Aero Accessories Inc. (AAI) between June 18, 1991, and November 24, 1992; AC model 41234, having AAI serial numbers (S/Ns) 91F006 through 92E050 and 92E052 through 92K008; AC model 40296, having AAI S/Ns 92B002 through 92I155; AC model 41812, having AAI S/N 91L142; Textron Lycoming model LW15473, having AAI S/Ns 91K049 through 92I151; Rajay/Rotomaster-modified model R00253-501, having AAI S/Ns 92D136 through 92J016; Rajay/Rotomaster modified model R00253-502, having AAI S/Ns 92D120 through 92H075; and Rajay/Rotomaster-modified model 103586-01, having AAI S/N 92J024; installed on but not limited to Textron Lycoming IO-320, LIO-320, IO-360, LIO-360, O-540-L3C5D, IO-540, TIO-540, and LTIO-540 piston engines; installed on but not limited to piston engine powered aircraft manufactured by Beechcraft, Bellanca, Cessna, Mooney, Piper, and Rockwell Commander (Models 112 and 114) aircraft; and AC, Textron Lycoming, and Rajay/Rotomaster-modified low pressure diaphragm fuel pumps, overhauled by AAI between November 1, 1991, and August 20, 1992; AC model numbers 40174, 40295, 40595, 41270, 41271, 41272, 41452, 41617, 75246, 75247; Textron Lycoming model numbers LW14282, LW15399, LW15472, LW16335, LW16775, LW16947; and Rajay/Rotomaster-modified models 103396-01, RJ4033, and R00253-2; having AAI S/Ns 91K073 through 91K125, all S/Ns beginning with prefixes 91L, 92A, 92B, 92C, 92D, 92E, 92F, 92G, and 92H001 through 92H146; installed on but not limited to Textron Lycoming model O-235, O-290, O-320, O-360, LO-360, LTO-360, and O-540 piston engines; installed on but not limited to piston engine powered aircraft manufactured by Beechcraft, Bellanca, Cessna, Mooney, and Piper. Compliance: Required prior to further flight, unless accomplished previously. To prevent disruption of fuel flow to the engine, which can result in a loss of engine power, accomplish the following: (a) Remove from service affected low pressure diaphragm fuel pumps and replace with a serviceable pump. (b) For the purposes of paragraph (a) of this AD, a serviceable low pressure diaphragm fuel pump is either an AC, Textron Lycoming, or Rajay/Rotomaster-modified pump that has never been overhauled by AAI, or has an "S" stamped on the flange above the inlet port of the fuel pump to indicate previous compliance with priority letter AD 92-20-07. (c) No further action is required for all affected low pressure diaphragm fuel pumps that have complied previously with priority letter AD 92-20-07. NOTES: 1. The model number is located on the edge of the mounting flange. 2. The S/N is located on the "housing backbone" between the mounting flange and the round spring housing.3. For further information, see Aero Accessories, Inc. Mandatory Service Bulletin No. 001, dated August 21, 1992. Copies of this service bulletin may be obtained from Aero Accessories, Inc., 1240 Springwood Church Road, Gibsonville, NC 27249, telephone (919) 449-5054. (d) Remove from service affected high pressure diaphragm fuel pumps and replace with a serviceable pump. (e) For the purposes of paragraph (d) of this AD, a serviceable high pressure diaphragm fuel pump is either an AC, Textron Lycoming, or Rajay/Rotomaster-modified pump that has never been overhauled by AAI, or has an "S2" stamped on the flange above the inlet port of the fuel pump to indicate previous compliance with priority letter AD 93-05-21. (f) All affected high pressure diaphragm fuel pumps must be replaced, regardless of compliance with priority letter AD 92-20-07. NOTES: 1. The model number is located on the edge of the mounting flange. 2. The serial number is located on the "housingbackbone" between the mounting flange and the round spring housing. 3. For further information, see Aero Accessories, Inc. Mandatory Service Bulletin No. 002, dated February 25, 1993. Copies of this service bulletin may be obtained from Aero Accessories, Inc., 1240 Springwood Church Road, Gibsonville, NC 27249, telephone (919) 449-5054. (g) 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, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (h) This amendment supersedes priority letter AD 93-05-21, issued March 17, 1993. (i) This amendment becomes effective on June 21, 1993.
2010-14-11: 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: Certain main landing gear components have experienced premature failure during certification testing. Revision has been made to the DHC-8-400 Maintenance Requirements Manual, Airworthiness Limitation Items, to incorporate the revised safe life limits for the main landing gear lock actuator assembly, retraction actuator assembly rod end and piston, and the upper bearing in the main landing gear shock strut assembly. Failure of these components could adversely affect the structural integrity of the main landing gear. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
99-07-15: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI)-manufactured Model HH-1K, SW204, SW204HP, SW205, SW205A-1, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters. This action requires inspecting the tail rotor yoke (yoke) assembly historical records to determine if the affected yoke assembly has been involved in any incidents that may have induced a bending load. It further requires replacement of the yoke assembly with a yoke assembly that has been x-ray diffraction inspected or has zero hours time-in-service (TIS); installing and inspecting an airworthy flapping stop or trunnion assembly to detect excessive bending loads; and revising the applicable Rotorcraft Flight Manual. This amendment is prompted by in-flight failures of yokes installed on civilian and military helicopters of similar type design, including three reported accidents. The actions specified in this AD are intended to detect static or dynamic overload on the yoke due to external bending forces, which could result in failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
84-10-51 R1: 84-10-51 R1 BOEING VERTOL COMPANY: Amendment 39-5024 as amended by Amendment 39-5352. Applies to Model 234 series helicopters, certificated in any category, equipped with forward main rotor drive shaft P/N 114D1245-7. Compliance is required as indicated, unless already accomplished. To prevent possible hazards in flight associated with cracking of the forward main rotor drive shaft, accomplish the following: (a) Within 70 hours time in service after the effective date of this amendment or upon accumulation of 1,600 total hours time in service on the rotor shaft, whichever occurs later, and thereafter at intervals not to exceed 35 hours time in service from the last inspection, inspect the rotor drive shaft in accordance with paragraph 3, "Accomplishment Instructions," Boeing Vertol Service Bulletin No. 234-63-1009, dated June 29, 1984, or Revision 1 dated May 1, 1986, or an FAA-approved equivalent. (b) Remove from service forward main rotor drive shafts havinga crack and replace with a serviceable part prior to further flight. (c) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (d) Upon submission of substantiating data by an owner through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA New England Region, may adjust the compliance times specified in this AD. (e) The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Vertol Company, Boeing Center, P.O. Box 16858, Philadelphia, Pennsylvania 19142. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas. Amendment 39-5024 (50 FR 15539) became effective April 22, 1985, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T84-10- 51, issued May 3, 1984, which contained this amendment. This Amendment 39-5352 becomes effective July 24, 1986.
2013-19-01: We are adopting a new airworthiness directive (AD) for AgustaWestland S.p.A. (AgustaWestland) Model A119 and AW119 MKII helicopters to require inspecting the pilot and co-pilot doors to ensure that the windows are properly bonded within the doors. If the windows are not properly bonded, the AD requires applying bonding to the windows, the seals, and the window frames of the pilot and co-pilot doors. This AD was prompted by the loss of a pilot-door window during a test flight. The actions of this AD are intended to ensure the windows do not detach from the doors, potentially injuring persons on the ground and damaging the helicopter's tailboom and the tail rotor blades.
2013-18-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of cracked and corroded nuts on an outboard flap support rib. This AD requires, for certain airplanes, repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, and related investigative and corrective actions if necessary. For certain other airplanes, this AD also requires repetitive inspections of the cap seal for damaged sealant on nuts common to certain outboard flap support ribs, related investigative and corrective actions if necessary, and if necessary, a detailed inspection to determine the nut type installed in the outboard flap support rib and corrective actions. This AD also provides terminating action for the repetitive inspections under certain conditions. We are issuing this AD to detect and correct cracked and corroded nuts and bolts and the installation of incorrect nuts on certain outboard flap support ribs, which could lead to additional nut and bolt damage in the joint, result in loss of an outboard flap, and adversely affect continued safe flight and landing of the airplane.
99-07-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and -300 series airplanes, that requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair, if necessary. This amendment is prompted by reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. The actions specified by this AD are intended to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane.
89-16-09: 89-16-09 LOCKHEED: Amendment 39-6288. Applicability: Model 382 series airplanes, serial numbers 3946 through 4637, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the nose landing gear strut assembly, accomplish the following: A. Within the next 250 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 3,150 hours time-in-service, perform an inspection for corrosion of the nose landing gear strut assembly, part number 388071-3, in accordance with Lockheed Service Bulletin 382-32-31, dated September 5, 1979. 1. If corrosion is detected which is within the limits specified in the service bulletin, rework in accordance with the service bulletin prior to further flight. 2. If corrosion is detected which is outside the limits specified in the service bulletin, prior to further flight, accomplish one of the following: a. Replace the defective cylinder assembly, part number 371675-1 with a serviceable cylinder assembly; or b. Modify the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978. B. Modification of the nose landing gear strut and components in accordance with Lockheed Service Bulletin 382-32-23, dated March 17, 1978, constitutes terminating action for the inspection requirements of this AD. 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, Atlanta Aircraft Certification Office, FAA, Central 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, Atlanta Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a basein 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 Lockheed Aeronautical Systems Company, 86 South Cobb Drive, Marietta, Georgia 30063. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Atlanta Aircraft Certification Office, FAA, Central Region, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6288, AD 89-16-09) becomes effective on September 7, 1989.
80-13-14: 80-13-14 CESSNA: Amendment 39-3844. Applies to the following Model 310R, 335, 340A, 402C, 404, 414A, and 42lC airplanes certificated in all categories: Model Serial Number 310R 1865 335 0044, 0049, 0052, and 0059 340A 0959, 0961, 0962, 0967, 0972, 0978, 0982, 0983, 0984, 0985, 0998, 1002, 1003, 1012, 1014, and 1019 402C 0259, 0263, 0275, 0283, and 0288 404 0612, 0620, 0623, and 0628, 414A 0457, 0458, 0463, 0464, 0466, 0469, 0470, 0472, 0475, 0476, 0482, 0483, 0486, 0487, 0490, 0495, and 0497 421C 0823 through 0866, 0869, and 0870 COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the fuel flow transducer and resultant leakage of fuel within the engine compartment, prior to further flight accomplish the following on both engines: A) Remove engine cowling and inspect Cessna P/N 9910395-9 (Aerosonics Corp 33184-2) fuel flow transducer on each engine for serial number. B) If the P/N 9910395-9 transducer has a serial number included in the block 2364 through 2930, replace the transducer prior to further flight with a transducer whose serial number is not included in the block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. C) If the P/N 9910395-9 transducer serial number is not included in block 2364 through 2930, reinstall the engine cowling, and accomplish Item D of this AD. D) Make the prescribed entry in the aircraft maintenance record indicating compliance with this AD when B, or C has been accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective on July 22, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated June 24, 1980.
77-15-05: 77-15-05 LET N.P.: Amendment 39-2974. Applies to Blanik 13 gliders, certificated in all categories, with serial numbers 173205 through 174230, inclusive. Compliance is required as indicated. To prevent structural failure of the fin top rib, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and, thereafter, at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the fin top rib and central stiffener (fuselage stiffener) with a 5 power magnifying glass in accordance with the accomplishment instructions set forth in paragraph A of LET N.P. UH HRADTSTE-KUNOVICE (LET N.P.) Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. (b) If cracks are found in the fin top rib of less than 5 mm in length, or of any length in the central stiffener, before further flight, either - (1) Repair the fin top rib or central stiffener as necessary, in accordance with the accomplishment instructions set forth in paragraph B of LET N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent; or (2) Comply with paragraph (e) of this AD. (c) If any cracks are found in the fin top rib which exceed 5 mm in length, before further flight, comply with paragraph (e) of this AD. (d) If no cracks are found, within the next 200 hours time in service after the effective date of this AD, comply with paragraph (e) of this AD. (e) Replace both the fin top rib and central stiffener in accordance with the accomplishment instructions set forth in paragraphs C and D of Let N.P. Mandatory Bulletin No. L13/040, undated, or an FAA-approved equivalent. NOTE: To assist in the dismantling of the rudder the following information is provided: (1) It is recommended that, in loosening the split pin securing the slotted nut in the bottom rudder hinge, the bent ends of the split pin be straightened first using a suitable pointed tool and then the pin be removed. (2) The rudder dismantling procedures are as follows: (i) The nut of the bottom rudder hinge accessible through the mounting opening on the fuselage part should be released and unscrewed. (ii) The cloth blinds on the rudder edge curve and leading edge should be removed. The top rudder hinge stud bolt should be released and unscrewed. (iii) The rudder should be lifted slightly and its top edge should be pulled slightly backwards to be released from the top hinge. (iv) The rudder should be held in the inclined position and carefully lifted from the step ball bearing. (3) The bottom rivets of the intermediate stiffener supporting the rudder bearing should be routed by an extended drill rod through the 60 mm. diameter opening in the rear fuselage partition as recommended by the Note in paragraph D of LET N.P. Mandatory Bulletin L13/040. Routingof the rear fuselage part in position 14 of the partition is not recommended. (4) A modified shank should be used for riveting a new fin rib. For this purpose, a 35 mm. diameter opening should be made in the fin spar (See LET N.P. Mandatory Bulletin L13/040, paragraph C). (f) The inspections required by paragraph (a) of this AD may be discontinued when the fin top rib and central stiffener have been replaced in accordance with paragraph (e) of this AD. This amendment supersedes Amendment 39-2333 (40 FR 33007), AD 75-17-28, as amended by Amendments 39-2379 (40 FR 45802) and 39-2498 (41 FR 2375). This amendment becomes effective August 4, 1977.
2022-11-17: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of internal corrosion on the inboard flaps found prior to regularly scheduled maintenance checks. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a certain aircraft maintenance manual (AMM) task. The FAA is issuing this AD to address the unsafe condition on these products.
99-07-11: This amendment adopts a new airworthiness directive (AD) that applies to all SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires inspecting the left-hand and right-hand outboard hinge fittings of the horizontal stabilizer for cracks, and replacing any cracked fitting. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent structural damage to the stabilizer caused by outboard hinge fitting cracks, which could result in uncontrolled flight if the hinges break.
2013-17-08: We are superseding airworthiness directive (AD) 2010-20-08, which applied to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. AD 2010-20-08 required repetitive inspections to find cracking of the web, strap, inner chords, inner chord angle of the forward edge frame of the number 5 main entry door cutouts; the frame segment between stringers 16 and 31; repair if necessary; and repetitive inspections for cracking of repairs. This new AD expands the previous fuselage areas that are inspected for cracking. This AD was prompted by multiple reports of cracking outside of the previous inspection areas and a report of a crack that initiated at the aft edge of the inner chord rather than initiating at a fastener location. We are issuing this AD to detect and correct such cracks, which could cause damage to the adjacent body structure and could result in depressurization of the airplane in flight.
2006-14-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700 and 701) and CL-600-2D24 (Regional Jet Series 900) series airplanes. That AD currently requires repetitive detailed inspections for cracking or deformation, or pulled or missing fasteners, on the lower panel of the left- and right-hand main landing gear (MLG) doors, as applicable, and corrective actions if necessary. This new AD reduces the repetitive inspection interval for certain airplanes. This new AD also adds airplanes to the applicability. This AD results from a report of a MLG door departing from an airplane. We are issuing this AD to prevent failure of the lower panel of the MLG door, departure of the lower panel from the airplane, and consequent damage to airplane structure, which could adversely affect the airplane's continued safe flight and landing.
95-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires modification of the rear spar-to-fuselage attachment. This amendment is prompted by a report indicating that, during full-scale fatigue tests on a Model F28 Mark 0100 test article, cracking was found in the coupling plate and web plate of the rear spar end fitting at the attachment to the main frame at fuselage station 17011 due to fatigue-related stress. The actions specified by this AD are intended to prevent fatigue-related cracking in the rear spar-to-fuselage attachment which, if not detected and corrected in a timely manner, could result in reduced structural integrity of the wing.
91-26-08: 91-26-08 AIRBUS INDUSTRIE: Amendment 39-8121. Docket No. 91-NM-87-AD. Applicability: Model A310 and A300-600 series airplanes, on which Modification 7769 has not been accomplished, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless accomplished previously. To prevent loss of the Generator Control Units (GCU) and AC electrical power, accomplish the following: (a) Remove the three currently installed GCU's and replace them with three modified GCU's having protective covers, in accordance with Airbus Industrie Service Bulletins A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769); as applicable. (b) 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. The request shall be forwarded through an FAA Principal Avionics 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 the airplane to a location where the requirements of this AD can be accomplished. (d) The installation required by this AD shall be done in accordance with Airbus Industrie Service Bulletin A310-24-2040, Revision 1, dated January 28, 1991 (for Model A310); Airbus Industrie Service Bulletin A300-24-6029, Revision 1, dated February 22, 1991 (for Model A300-600); and Sundstrand Service Bulletin 735226/740206/740120-24-9 (for Models A310 and A300-600), dated June 15, 1989 (Modification 7769). This incorporation by reference was approved by the Director of the Federal Registerin 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. (e) This amendment (39-8121, AD 91-26-08) becomes effective on February 14, 1992.
2013-17-07: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90-76B, -85B, -90B, -94B, -110B1, and - 115B turbofan engines. This AD was prompted by multiple reports of distress of certain stage 1 high-pressure turbine (HPT) stator shrouds due to accelerated corrosion and oxidation, including one engine in- flight shutdown (IFSD) caused by failure of the HPT stator shrouds. This AD requires initial and repetitive on-wing 360-degree borescope inspections (BSIs) for corrosion and oxidation of stage 1 HPT stator shrouds. If a shroud is found to be distressed, this AD requires reinspection at a reduced interval or removal from service before further flight. We are issuing this AD to prevent failure of stage 1 HPT stator shrouds, resulting in an IFSD of one or more engines, loss of thrust control, and damage to the airplane.
51-25-02: 51-25-02 MARTIN: Applies to All Models 202 and 202A Airplanes. Compliance required by January 1, 1952. Install cover over D7231-125 inverter remote reset circuit breaker terminals to prevent inadvertent shorting between "MAIN" and "CONTROL" terminals. Compliance may be made in same manner or equivalent to Martin Service Instruction Letter No. 8 dated September 10, 1951. This supersedes the first item in AD 51-11-01 requiring the redesign of the d.c. input circuit breaker mounting.
2013-18-07: We are superseding revised Airworthiness Directive (AD) 76-12- 07 for all Bell Model 204B and certain serial-numbered Model 205A-1 helicopters with a certain tail rotor pitch control chain (chain) installed. AD 76-12-07 required visually inspecting the chain to detect a crack in the link segments and, for affected Model 205A-1 helicopters, replacing the chain and cable control system with a push- pull control system. This new AD requires, for Bell Model 204B, inspecting certain chains at specified intervals, revising the inspection procedures, installing a tail rotor cable and chain damper kit (damper kit), and revising the maintenance manual or Instructions for Continued Airworthiness (ICAs) to include the inspection intervals. This new AD also requires, for certain Bell Model 205A-1 helicopters, replacing the chain and cable control system with an airworthy tail rotor push-pull control system kit. This AD was prompted by the rapid growth of a crack leading to premature chainfailure. The actions are intended to prevent failure of the chain, loss of tail rotor blade pitch control, and subsequent loss of control of the helicopter.
76-13-12: 76-13-12 BRITTEN-NORMAN LTD: Amendment 39-2660. Applies to Islander Models BN-2, BN-2A, BN-2A-2, BN-2A-3, BN-2A-6, BN-2A-8, BN-2A-9, BN-2A-20 and BN-2A-21 airplanes, certificated in all categories, which incorporate Britten-Norman Modification No. NB/M/430. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent retraction of the flaps beyond the normal 6 degree droop position, accomplish the following: (a) Perform a visual inspection of the flap retract position in accordance with the Inspection paragraph of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. (b) If the flap retract position is found to be out of tolerance, before further flight, adjust the flap actuator in accordance with Rectification paragraphs 1, 2, 3, and 4 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, or an FAA-approved equivalent. NOTE: Material L65, specified in Fig. 1 of Britten-Norman Service Bulletin No. BN-2/SB.66, dated August 3, 1973, is the same as Alum. Alloy U.S. QQA-261 (AL 14S). This amendment becomes effective July 15, 1976.