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70-24-04: 70-24-04 CESSNA: Amdt. 39-1114. Applies to Cessna 177 Series (Serial Numbers 17700001 thru 17701530) Airplanes. Compliance: Required as indicated, unless already accomplished. To assure that the fuel shutoff valve will return to the full open position after being shut off, accomplish either Paragraph A or B as follows: A) Within 50 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection, accomplish the following: (1) Visually inspect the operation of the fuel shutoff valve by removing the safety wire between the knob and bracket. Then pull the knob out to the full closed position followed by moving the knob forward to the full open position. (2) Check the fuel shutoff valve arm at the firewall to assure that it has returned to the full open position. (3) If the inspection discloses that the fuel shutoff valve is operating normally, reinstall .018 mild steel wire between the knob and bracket. (4) If the inspection discloses that bending of the fuel shutoff valve flexible control wire occurs between the firewall support and the shutoff valve which prevents the fuel shutoff valve from returning to the full open position, prior to further flight make the necessary replacements, adjustments or repairs to assure proper fuel shutoff valve operation, and reinstall .018 mild steel wire between the knob and bracket or alternatively install a heavier fuel shutoff valve control cable P/N S2113-1 and associated parts in accordance with Cessna Service Letter SE70-24, dated September 25, 1970, or later FAA approved revision or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. B) Within 50 hours' time in service after the effective date of this AD, install heavier fuel shutoff valve control cable P/N S2113-1 and associated parts in accordance with Cessna Service Letter SE70-24, dated September 25, 1970, or later FAA approved revision or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) When the replacement of the heavier fuel shutoff valve control cable P/N S2113-1 and associated parts described in either Paragraphs A(4) or B of this AD have been accomplished, the inspections required by this AD are no longer required. This amendment becomes effective December 8, 1970.
2014-02-07: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks of the nose landing gear (NLG) lower link. We are issuing this AD to require actions to address the unsafe condition on these products.
2022-27-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by a report of a lateral offset observed on the head-up display (HUD) of several airplanes between the synthetic vision system (SVS) and actual runway due to mechanical misalignment of the HUD during manufacturing and assembly. This AD requires revising the existing airplane flight manual (AFM) to prohibit steep approach landing (SAL) and enhanced flight vision system (EFVS) operations. This AD also requires calibrating the HUD. The FAA is issuing this AD to address the unsafe condition on these products.
96-25-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Raytheon (Beech) Model 400A and 400T series airplanes, that currently requires an inspection of certain flap roller retention components to detect discrepant or missing parts; replacement of those parts; and installation of new washers on the roller attach bolts. This amendment requires the replacement of certain previously-installed washers with new and stronger washers. This amendment also expands the applicability of the rule to include additional airplanes. This amendment is prompted by reports indicating that some locking tab washers on the roller attach bolt could fail, due to the absence of an inner tang. The actions specified by this AD are intended to prevent the loss of roller attach nuts and the flap roller, which could result in the loss of a flap when the airplane is subject to load limit conditions, and consequently lead to reduced controllability of the airplane.
2023-02-10: The FAA is superseding Airworthiness Directive (AD) 99-25-11 for certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. AD 99-25-11 required repetitive inspections for cracks along the face of the retraction attachment boss in the nose landing gear (NLG) sidewall; and corrective action, if necessary. This AD was prompted by a report of a crack found on the left-hand sidewall well on the NLG, and by the determination that additional airplanes are subject to the identified unsafe condition. This AD continues to require the actions in AD 99-25-11, and expands the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2014-04-02: We are adopting a new airworthiness directive (AD) for DORNIER LUFTFAHRT GmbH Model 228-212 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as main landing gear axle failure caused by initial fatigue cracking and small pre-damage by corrosion. We are issuing this AD to require actions to address the unsafe condition on these products.
2008-17-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain EMBRAER Model EMB-135 airplanes and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. That AD currently requires replacing the metallic tubes enclosing the vent and pilot valve wires in the left- and right-hand wing fuel tanks with non-conductive hoses. This new AD adds airplanes to the applicability of the existing AD. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent an ignition source inside the fuel tank that could ignite fuel vapor and cause a fuel tank explosion and loss of the airplane. DATES: This AD becomes effective September 23, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of September 23, 2008. On July 19, 2007 (72 FR 32780, June 14, 2007), the Director of the Federal Register approved the incorporation by reference of certain other documents.
96-07-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111 series airplanes. This action requires modification of the splicing cap at nose forward Frame 8 by cold expansion of the fastener holes and installation of new oversize fasteners. This amendment is prompted by results of a full-scale fatigue test which revealed that fatigue cracking can initiate from these fastener holes. The actions specified in this AD are intended to prevent such fatigue cracking which, if not detected and corrected in a timely manner, could compromise the structural integrity of the fuselage and lead to rapid depressurization of the airplane.
89-08-10 R1: 89-08-10 McDONNELL DOUGLAS: Amendment 39-6185 as amended by Amendment 39-6236. \n\n\tApplicability: Model DC-9 and C-9 (Military) series airplanes, including Model DC-9-80 series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure of the empennage section, accomplish the following: \n\n\tA.\tFor airplanes equipped with dorsal fin two-piece attach angles, part numbers 5912188-27, -28, -29, and -30, accomplish the following: \n\n\t\t1.\tWithin 100 landings after May 17, 1982 (the effective date of Telegraphic AD T82-10-51-R1, later issued as Amendment 39-4481), visually inspect, from inside the airplane, the upper fuselage skin between longerons 4L through 4R for cracks in the area adjacent to the following fuselage stations appropriate to the model being inspected: \n\t\t\n\nSeries -10 and -20:\t\nFuselage Stations (FS) 901.400; \nSeries -30 and C9:\t \nFS 1080.400;\nSeries -40:\t\nFS 1156.400; \nSeries -50:\t\nFS 1251.400; and \nSeries -80:\t\nFS 1422.400. \n\t\n\t\t2.\tIf no cracks are found, accomplish the interim modification in accordance with McDonnell Douglas Service Sketch 3414, Revision D, dated May 11, 1982 (hereinafter referred to as 3414D), prior to the accumulation of 50 landings after June 7, 1982, for DC-9 and C-9 series aircraft, fuselage numbers 1 through 950; and prior to the accumulation of 400 landings from May 17, 1982, for all other affected airplanes. Verification that no cracks exist must be repeated immediately prior to accomplishment of the interim modification. The visual inspection required by paragraph A.1., above, must be repeated at intervals not to exceed 2,000 landings after the accomplishment of the interim modification. Prior to accumulating 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\t\t3.\tIf cracks are found, before further flight, accomplish the interim modification described in McDonnell Douglas Service Sketches 3413, Revision J, dated March 25, 1983 (hereinafter referred to as 3413J) and 3414D, and repeat the visual inspection required by paragraph A.1., above, thereafter at intervals not to exceed 2,000 landings. Prior to accumulating 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\tB.\tFor airplanes with dorsal fin one-piece attach angle, part number 5912188-5 or -6 accomplish the following: \n\n\t\t1.\tWithin 500 landings from May 17, 1982, for airplanes with less than 22,500 landings; and within 100 landings from May 17, 1982, for airplanes with 22,500 or more landings; conduct the visual inspections, from inside the airplane, in accordance with paragraph A.1., above. In addition, conduct a visual inspection of the dorsal fin attach angle, from the outside of the airplane, for cracks. \n\n\t\t2.\tIf no angle cracks are found, conduct an eddy current inspection of the angle in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-154, Revision 4, dated August 24, 1982; or conduct a dye penetrant inspection of the angle, within 1,000 additional landings, and thereafter at intervals not to exceed 3,000 landings, until the modification specified in paragraph D.1., below, is accomplished. \n\n\t\t3.\tIf skin cracks are found, before further flight, accomplish the modification described in McDonnell Douglas Service Sketch 3413J, and conduct eddy current inspections of the angle in accordance with paragraph B.2., above, thereafter at intervals not to exceed 3,000 landings, until the modification specified in paragraph D.1., below, is accomplished. \n\n\t\t4.\tIf dorsal fin attach angle cracks are found, accomplish the repair described in DC-9 Structural Repair Manual, Chapter 53-05, Figure 19, prior to the accumulation of 50 landings from June 7, 1982, for Model DC-9 and C-9 series airplanes, fuselage numbers 1 through 896; and prior to the accumulation of 400 landingsfrom May 17, 1982, for all other affected airplanes. Verification that no skin cracks exist must be repeated immediately prior to accomplishment of the repair. \n\n\t\t5.\tA dye penetrant or eddy current inspection of the angle in accordance with paragraph B.2., above, must be repeated at intervals not to exceed 3,000 landings after the accomplishment of the repair until the modification specified in paragraph D.1., below is accomplished. As an alternative to this procedure, accomplish the interim modification described in McDonnell Douglas Service Sketch 3414D, in accordance with the compliance schedule specified in paragraph B.4., above. The visual inspection required by paragraph B.1., above, must be repeated at intervals not to exceed 2,000 landings after the accomplishment of the interim modification. Prior to the accumulation of 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\tC.\tFor airplanes equipped with dorsal fin attach angle part number 5939711-1, -2, -501, -502, accomplish the following: \n\n\t\t1.\tPrior to the accumulation of 7,500 landings since installation of the above attach angle, or within 100 landings after August 19, 1988 (the effective date of telegraphic AD 88-17-51), whichever occurs later, unless previously accomplished within the last 2,000 landings, conduct a visual inspection of both angles, RH and LH, for cracks. \n\n\t\t 2.\tIf no angle cracks are found, conduct a visual inspection of the angle in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-223, dated November 30, 1988, (hereinafter referred to as ASB53-223), at intervals not to exceed 2,000 landings, until such time as the angles are replaced in accordance with paragraph D.1., below. \n\n\t\t3.\tIf dorsal fin attach angle cracks are found, before further flight, replace or modify cracked dorsal fin attach angle(s) in accordance with ASB53-223. \n\n\t\t4.\tIf skin cracks are found, before further flight, accomplish the modification in accordance with McDonnell Douglas Service Sketch 3413J. \n\n\tD.\tModification. \n\n\t\t1.\tReplacement or modification of the dorsal fin attach angle in accordance with ASB53-223, may be accomplished in lieu of the repetitive inspections required by paragraphs A., B., or C., above. \n\n\t\t2.\tUpon the accumulation of 30,000 landings after accomplishing the replacement or modification described in paragraph D.1., above, resume repetitive inspections in accordance with paragraph C., above, at intervals not to exceed 2,000 landings. \n\n\tE.\tAn 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tF.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-00 (54-60). These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. \n\n\tThis AD supersedes two previously issued AD's: \n\n\t1.\tTelegraphic AD T82-10-51 issued May 5, 1982, as revised by Revision 1 dated May 17, 1982, Revision 2 dated June 7, 1982, and Revision 3 (Amendment 39-4481) which became effective on November 8, 1982. \n\n\t2.\tAirworthiness Directive 88-17-51 (Amendment 39-6016) which became effective on September 28, 1988, except tothose persons to whom it became immediately effective upon receipt of telegraphic AD T88-17-51 which was issued on August 19, 1988. \n\n\tAirworthiness Directive 89-08-10 (Amendment 39-6185) became effective on May 9, 1989. \n\n\tThis amendment (39-6236, a correction to AD 89-08-10) becomes effective on June 14, 1989.
51-14-01: 51-14-01 BEECH: Applies to All Models 35 and A35 Aircraft Equipped With Unmodified Adel 20653 Electric Fuel Pump Installation. Compliance was required as soon as possible, but in any event, not later than April 1, 1949. To prevent the possibility of air leakage into the airplane's fuel system through a leaking shaft seal of the unmodified 20653 pump, this pump and associated installation components are to be removed from the airplane. Aircraft equipped with a modified fuel booster pump installation, which consists of a modified Adel 20653 electric-driven fuel pump (identified by either a 1/8 inch red band around the pump body, or the suffix "H" in the pump serial number, in series with a modified Thompson TF-1100 engine-driven fuel pump (identified by a "2" or "M2" stamped after the TF-1100 on the nameplate)) installed in accordance with Beech Installation Instructions, revised March 31, 1949, are not affected by this Airworthiness Directive. (Beech Letter D-49-540 dated January 7, 1949, and Installation Instructions for the Model 35 Electric-Driven Auxiliary Fuel Pump, revised March 31, 1949, covers this same subject.) This supersedes AD 49-28-02.