Results
48-13-03: 48-13-03 PIPER: Applies to PA-12 Airplanes With Battery Holddown of Metal Bracket With Fiber Insulation at Its End. Compliance required by October 1, 1948. To eliminate battery short circuits caused by defective battery holddown brackets, replace brackets by wood blocks, Piper P/N 84682-3 and 84682-9 or equivalent. (Piper Service Bulletin No. 105 dated February 18, 1948, covers this same subject.)
77-19-03: 77-19-03 HUGHES HELICOPTERS: Amendment 39-3038. Applies to Hughes Model 369D helicopters, certificated in all categories, which have P/N 369D21200 main rotor hub serial numbers 0001 through 0178 installed. Compliance required as indicated. To prevent failure of the main rotor retention straps which can result in loss of a main rotor blade accomplish the following: A. Before further flight after the effective date of the AD, visually inspect the lead leg of each main rotor retention strap pack, P/N 369D21210, at the inboard ends to determine if two adjacent metallic anti-fretting laminates P/N 369D21271-5, -51, -53 or -55, have been installed on the upper side of the lead leg of any strap pack. (1) If two adjacent metallic anti-fretting laminates have been installed, visually inspect to determine if one or both are cracked or have been broken off where they extend from the hub. (i) If no anti-fretting laminate is found cracked or broken, repeat the inspections in (1), above, at times in service not to exceed 25 hours. This repetitive inspection can be discontinued when the main rotor hub, P/N 369D21200, has been replaced by a serviceable hub having only one anti-fretting laminate on the upper side of the lead leg of each main rotor strap pack. (ii) If any anti-fretting laminate is found cracked or broken, further visually inspect the main rotor retention strap laminates adjacent to the anti-fretting laminates. (a) If any strap laminate is broken or cracked, replace the main rotor hub, P/N 369D21200, before further flight. (b) If no strap laminate is cracked or broken, replace the main rotor hub, P/N 369D21200, within ten hours time in service. (2) If the inspection reveals that only one metallic anti-fretting laminate has been installed on the upper lead leg of each strap pack no further action is required by this AD. This amendment becomes effective September 27, 1977, for all persons except those to whom it was made effective by telegram dated August 12, 1977, which contained this amendment.
76-24-02: 76-24-02 LAKE AIRCRAFT, DIVISION OF CONSOLIDATED AERONAUTICS, INC: Amendment 39-2774. Applies to all Lake Model LA-4-200 airplanes certified in all categories equipped with Stewart Warner Model 8406J engine oil coolers. Compliance required as indicated unless already accomplished. To preclude possible oil cooler failures allowing rapid loss of engine oil which could result in engine stoppage, accomplish the following: A. Before next flight of the affected airplanes, inspect the engine oil cooler (fluid fitting side) to determine whether it is a Model 8406J S/N 101 through 1500. 1. If the oil cooler is a Model 8406J S/N 101 through 1500, prior to further flight, replace this cooler with an FAA approved oil cooler not of the above model and serial number. 2. If the oil cooler is not of the model and serial number listed above, make an entry in the aircraft maintenance records indicating that this airworthiness directive has been accomplished and the airplane may be returned to service. B. The inspection and maintenance record entry required by paragraph A2 may be accomplished by holder of a pilot's certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned or operated by him. C. Equivalent methods of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. NOTE: A ferry permit to accomplish a needed oil cooler replacement may be issued under the provisions of FAR 21.197 by FAA District Offices, with appropriate limitations. This amendment becomes effective immediately upon publication in the Federal Register for all persons except those to whom it was made effective immediately upon receipt of airmail letter dated October 15, 1976.
2009-26-08: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: Late in 2002 the manufacturer advised CASA of another Nomad accident which was possibly caused by aileron flutter with the flaps at 38 degrees. This, along with the other flutter incidents, has resulted in the manufacturer issuing ANMD-57-18 Issue 1 as a precautionary measure while they further investigate the issue. The manufacturer has now completed their investigation and issued Alert Service Bulletin ANMD-27-53 to modify flap actuation linkages to restore the necessary rigidity to the outboard flap, and hence the aileron. The unacceptable flexibility of the outboard flap mechanism allows flutter to occur in extreme circumstances. We areissuing this AD to require actions to correct the unsafe condition on these products.
2009-26-07: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. That AD currently requires initial and repetitive visual inspections of certain reduction gearboxes (module M05) for oil leakage, repair if leaking, and repair of all affected modules as optional terminating action to the repetitive inspections. This AD requires the same actions, but adds five more serial numbers of the reduction gearboxes (module M05) that are affected, and adds an alternative optional terminating action to the repetitive visual inspections. This AD results from Turbomeca identifying five additional reduction gearboxes (module M05) affected, and adding an alternative optional terminating action to the repetitive visual inspections. We are issuing this AD to prevent uncommanded in- flight engine shutdown, possible engine fire, and an emergency autorotation landing.
87-04-06: 87-04-06 GATES LEARJET CORPORATION: Amendment 39-5530. Applies to Learjet Models 35, 35A, 36, and 36A airplanes equipped with a J.E.T. FC-530 autopilot/flight director; Model 35A airplanes equipped with a J.E.T. FC-535 autopilot/flight director; and Model 55 airplanes equipped with a J.E.T. FC-550 autopilot/flight director; certificated in any category. Compliance required as indicated, unless already accomplished. To prevent the potential for operations with unsafe flight director steering commands, accomplish the following: A. For Models 35, 35A, 36, and 36A airplanes equipped with J.E.T. FC-530 autopilot/flight director, except airplanes S/N 35-620, 35-627 and subsequent, and 36-057 and subsequent, within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet 35/36 series Airplane Flight Manual Supplement (AFMS) for the J.E.T. FC-530 autopilot/flight director, AFMS W1029, dated 4/23/85, revised 3/11/86 (or Gates Learjet 35A, 36A J.E.T. FC-530 autopilot/flight director, AFMS W1029, dated 9/20/82, revised 5/13/83): 1. Add the following limitation and Note: Flight director VOR enroute and approach operations are prohibited. NOTE: Autopilot-coupled VOR operations and raw data displays are not affected and may be used. 2. Change the final limitation to read as follows: For autopilot V0R approach, the flaps must be lowered to 8 degrees or more. B. For Model 35A airplanes equipped with J.E.T. FC-535 autopilot/flight directors within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet Model 35A/36A AFMS for the J.E.T. FC-535 autopilot/flight director, AFMS T1204, dated 3/16/84, revised 4/4/84: 1. Add the following limitation and Note: Flight director VOR/TACAN enroute and approach operations are prohibited.NOTE: Autopilot-coupled V0R/TACAN operations and raw data displays are not affected and may be used. 2. Change the final limitation to read as follows: For autopilot V0R/TACAN approach, the flaps must be lowered to 8 degrees or more. C. For Model 55 airplanes equipped with J.E.T. FC-550 autopilot/flight directors, airplanes Serial Numbers 55-003 through 55-011, not incorporating ECR 2524, ECR 2525, AAK 55-81-2, or AAK 55-83-1, within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet Model 55 AFMS for the J.E.T. FC-550 autopilot/flight director, AFMS W1001, dated 4/14/81, revised 8/31/81: 1. Add the following limitation and Note: Flight director VOR enroute operations are prohibited. NOTE: Autopilot-coupled VOR enroute operations and raw data displays are not affected and may be used. D. For Model 55 airplanes equipped with J.E.T. FC-550 autopilot/flight director.- airplanes S/N 55-003 through 55-011, incorporating ECR 2524, ECR 2525, AAK 55-81-2, or AAK 55-83-I; and airplanes S/N 55-012 through 55-126; within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the appropriate Gates Learjet Model 55 AFMS for the J.E.T. FC-550 autopilot/flight director: AFMS WI002, dated 8/25/81, revised 2/15/83 (for airplanes S/N 55-003 through 55-011, incorporating ECR 2524 or AAK 55-81-2, and airplanes S/N 55-012 through 55-042); or AFMS W1003, dated 8/31/81, revised 2/15/83 (for airplanes S/N 55-003 through 55-042, incorporating ECR 2524 and ECR 2525, or AAK 55-83-I; and airplanes S/N 55-043 and 55-126): 1. Add the following limitation and Note: Flight director VOR enroute and approach operations are prohibited. NOTE: Autopilot-coupled VOR operations and raw data displays are not affected and may be used. 2. Add the following limitation:For autopilot VOR approach, the flaps must be lowered to 8 degrees or more. E. In order to comply with the applicable requirements of paragraph A., B., C., or D., above, a copy of this AD may be used as a temporary amendment to the AFMS and carried in the airplane as part of the AFMS until replaced by the appropriate FAA-approved Gates Learjet published temporary Flight Manual (TFM) Supplement Change. These include: 1. TFM Supplement Change to AFMS W1029 for the Models 35/36 series with J.E.T. FC-530 autopilot/flight director: TFM 86-1, dated 4/1/86. 2. TFM Supplement Change to AFMS T1204 for the Models 35A/36A with J.E.T. FC-535 autopilot/flight director: TFM 86-2, dated 4/1/86. 3. TFM Supplement Change to AFMS WI001 for the Model 55 with J.E.T. FC-550 autopilot/flight director: TFM 86-3, dated 4/1/86. 4. TFM Supplement Change to AFMS WI 002 and AFMS WI 003 for the Model 55 with J.E.T. FC-550 autopilot/flight director: TFM 86-4, dated 4/1/86. F. Installation of the modification described in Gates Learjet Service Bulletins SB35/36-22-5 or SB55-22-2, both dated 1/5/87, as applicable, constitutes terminating action for the requirements of this AD. G. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received the appropriate Temporary Airplane Flight Manual Supplement Changes and other service information from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. The service information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment becomes effective March 9, 1987.
89-20-13: 89-20-13 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8027. Docket No. 89-ASW-49. Final Rule of priority letter AD. Applicability: All Model 206L, 206L-1, and 206L-3 helicopters, all serial numbers, certificated in any category. Compliance: Required before further flight, unless already accomplished. To prevent failure and separation of the horizontal stabilizer from the helicopter, which could result in a strike on the tail rotor, causing loss of control of the helicopter, accomplish the following: (a) Visually inspect to determine if the horizontal stabilizer installed on the helicopter has the required raised external doubler. The doubler is visible on the top of the stabilizer surface extending approximately 4 inches outward from either side of the tailboom and covering the upper surface of the horizontal stabilizer from within one half inch of the forward leading edge to the trailing edge. (b) If the horizontal stabilizer installed does nothave the required external doubler, remove and replace the stabilizer with an airworthy part before further flight. The addition of an external doubler to the Helicomb International part will not bring the horizontal stabilizer into conformity with the approved type design and will not provide an equivalent level of safety. (c) Report the registration number of the affected helicopter and the serial number of the discrepant stabilizer if found. This report is to be made to the Manager, Rotorcraft Certification Office, ASW-170, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170, within l0 days of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056.) (d) An alternate method of compliance which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170. This amendment (39-8027, AD 89-20-13) becomes effective on October 15, 1991, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 89-20-13, issued October 4, 1989, which contained this amendment.
77-20-07: 77-20-07 AVCO LYCOMING: Amendment 39-3051 as amended by Amendment 39-3284. Applies to O- 320-H series engines, Serial Number L-101-76 through L-3829-76, L-3831-76, L-3843-76 through L-3859-76, L-3864-76, L-3866-76, L-3871-76, L-3902-76 through L-3907-76 and all O-320-H series engines overhauled (Remanufactured by Lycoming) before March 24, 1978. Compliance required within the next 50 hours in service after the effective date of this AD unless previously accomplished. To prevent hazards in flight associated with loose rocker arm retaining studs and failure of the hydraulic tappets, accomplish the following: a. Remove all rocker box covers, rocker arm, fulcrums, spacer washers and push rods. b. Inspect the fulcrum seating surface in the rocker arm for wear steps in excess of .003 inches. Replace all parts found to have such indications. c. Remove the shroud tube springs, shroud tubes and hydraulic tappets from engine. d. Inspect the camshaft lobes for wear or loss ofmetal. Replace the camshaft found to have such indications. e. Replace P/N LW-15168 hydraulic tappets with P/N LW-16168 or P/N LW-16585 hydraulic tappets. (AVCO Lycoming Service Bulletin No. 424 refers to this subject.) f. On engine Serial Numbers 101-76 through 2182-76, remove all rocker arm retaining studs P/N 31- 16 from cylinder head and install new oversize rocker arm retaining studs in accordance with the instruction in Paragraph 3 of AVCO Lycoming Service Bulletin No. 412, dated July 8, 1977, or FAA approved equivalent. g. Equivalent methods of compliance may be approved by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. h. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, The Chief, Engineering & Manufacturing Branch, Federal Aviation Administration (FAA) Eastern region may adjust the compliance time specified in this AD. Amendment 39-3051 was effective October 12, 1977. This amendment 39-3284 is effective August 31, 1978.
2021-22-25: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, -300, and -900 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that during the frame of flight test clearance process, a detailed analysis of air data reference (ADR) failure scenarios led to the identification that compliance requirements for loads and handling qualities throughout the flight envelope could be impaired in case of dispatch with one ADR inoperative (master minimum equipment list (MMEL) item 34-10-01) during the maximum interval allowed by the current MMEL. This AD requires revising the operator's existing FAA-approved minimum equipment list (MEL) for the air data/inertial reference system, 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.
69-13-06: 69-13-06 FAIRCHILD-HILLER: Amdt. 39-788. Applies to F-27 Type Airplanes, Serial Nos. 1 through 75, Certificated in all categories. Compliance required within the next 400 hours' time in service after the effective date of this AD, unless already accomplished. To reduce working of the wing outer panel fuel access door attach bolts, and to prevent possible cracking of the lower skin radiating from the holes drilled for attaching screws of the nut retainer plate assembly, accomplish the following: (a) For Serial Nos. 1 through 65 airplanes, comply with Fairchild Hiller Service Bulletin No. 57-4, Revision 2, dated October 31, 1963, or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) For Serial Nos. 1 through 75 airplanes, comply with Fairchild Hiller Service Bulletin 57-5, Revision 1, dated April 21, 1966, or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region.(c) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective July 9, 1969.
77-09-01: 77-09-01 HUGHES: Amendment 39-2882. Applies to Model 369H Series Helicopters certificated in all categories, configured with emergency floats assemblies Hughes P/N 369H92036-1 and 369H92036-2. Compliance required within 100 flight-hours time in service or within 30 days from effective date of this AD, whichever is sooner, unless already accomplished. (a) To prevent failure of the emergency float solenoid valve to operate due to corrosion of the solenoid valve plunger, accomplish the following: (1) Replace the TAVCO, INC. solenoid valve assembly P/N 23111357 (Air Cruiser's P/N's D17753-101 or -103) with Air Cruiser's P/N D17753-107 valve assembly with the word (MOD) imprinted after the serial number in accordance with the procedure instructions of the FAA approved Hughes Service Information Notice No. HN-114, dated April 15, 1977 or later FAA approved revision, or; (2) Valcor Eng. Corp solenoid valve P/N V48800-02 (Air Cruiser's P/N D17740-101) may be used in lieu of Air Cruiser's P/N 17753-107 solenoid valve in accomplishment of paragraph (a), or; (3) An equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) 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 modifications required by this AD. This amendment becomes effective May 3, 1977.
82-15-03: 82-15-03 HUGHES HELICOPTERS, INC.: Amendment 39-4415. Applies to Model 269 series helicopters certified in all categories with belt drive idler pulley clutch assembly P/N 269A5447 series installed and idler pulley support bracket assembly P/N 269A5575 or 269A5575-3 incorporated therein. Compliance required as indicated, unless already accomplished. To prevent loss of power to the rotor system accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD unless already accomplished, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the idler pulley support bracket assembly P/N 269A5575 or 269A5575-3 in accordance with paragraph (b) of the section entitled "Inspection Procedures" of the Hughes Service Information Notice No. N-182 dated May 26, 1982, or FAA approved equivalent. (b) If any crack is found, prior to further flight replace bracket with a like serviceable part. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications, required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. This amendment becomes effective July 16, 1982.
2008-09-12 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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: Bombardier Aerospace has completed a system safety review of the aircraft fuel system against fuel tank safety standards introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. The identified non-compliances were then assessed using Transport Canada Policy Letter No. 525-001, to determine if mandatory corrective action is required. The assessment showed that it is necessary to introduce Critical Design Configuration Control Limitations (CDCCL), in order to preserve critical fuel tank system ignition source prevention features during configuration changes such as modifications and repairs, or during maintenance actions. Failure to preserve critical fuel tank system ignition source prevention features could result in a fuel tank explosion. * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
55-06-01: 55-06-01 TWIN NAVION: Applies to All Dauby, Riley and TEMCO Twin Navion Conversions. Compliance required not later than May 1, 1955. In order to avoid the hazard of fuel and fumes entering the passenger compartment, it is necessary to install vented and drained fuel and fumeproof enclosures for all fuel tanks located in the fuselage. (Ref. CAR 3.442 (c).) TEMCO Aircraft Corp. Twin Navion conversion Service Bulletin No. 2 covers this same subject and kits approved by the FAA for accomplishing the necessary alteration are available from TEMCO.
2009-20-11: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires revising the maintenance program to include new fuel system limitations for airplanes modified in accordance with STC ST00127BO. This AD also requires inspections and checks of the DTSDs and corrective actions, if necessary. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent a potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank fire or explosion and consequent loss of the airplane.
2004-12-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires inspection of the main landing gear's (MLG) separation bolt harness, corrective actions if necessary, and replacement of the MLG's separation bolt harness. For certain airplanes, this AD also requires modification of the MLG separation bolt's electrical harness. This action is necessary to prevent failure of the MLG to extend during use of the emergency backup system. This action is intended to address the identified unsafe condition.
2008-04-10 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all The Boeing Company Model 727 airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in a certain repetitive AWL inspection, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. \n\nDATES: This AD is effective December 30, 2009. \n\tOn March 28, 2008 (73 FR 9668, February 22, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. \n\tWe must receive any comments on this AD by January 29, 2010.
2009-25-14: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) GE90-110B1, GE90-113B, and GE90-115B series turbofan engines with stage 6 low-pressure turbine (LPT) blades, part number (P/N) 1765M37P03 or P/N 1765M37P04, installed. This AD requires initial and repetitive inspections for shroud interlock wear of the stage 6 LPT blades. This AD also requires replacing those blades with stage 6 LPT blades eligible for installation at the next engine shop visit as terminating action to the repetitive blade inspections. This AD results from eight reports of GE90-115B stage 6 LPT single-blade separation events. We are issuing this AD to prevent failure of stage 6 LPT blades, which could result in uncontained engine failure and damage to the airplane.
93-08-02: 93-08-02 RIGGING INNOVATIONS, INC.: Amendment 39-8549. Docket 92-NM-136-AD. Applicability: Skyhook reserve pilotchutes, part number 2233-( ), serial numbers 2405 through 5551, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure safe descent of the parachutist, accomplish the following: (a) Within 120 days after the effective date of this AD, conduct a field pilotchute spring test, testing procedure TP-19F001, in accordance with Rigging Innovations Service Bulletin 1513, Revision A, dated June 22, 1992. The minimum spring tension allowable for passing the test is 18 lbs. (1) If the pilotchute passes the test, mark "SB-1513A" on the cap in indelible ink, along with the date of the test. The pilotchute may then be returned to service. (2) If the pilotchute fails the test, the pilotchute must be removed from service. Prior to any further use of the pilotchute, it must be modified according to Rigging Innovations Product Modification Procedure PMP-1213. Once it is modified, it may be returned to service. (b) Within 10 days after completion of the test required by paragraph (a) of this AD, the operator must notify Rigging Innovations, Inc., of all test results. The following information is to be included: serial number of the Skyhook pilotchute, results of the test including the tension of the spring, date of the test, and name and qualification of the person performing the test. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) 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, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (d) 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. (e) The test shall be done in accordance with Rigging Innovations Service Bulletin 1513, Revision A, dated June 22, 1992, which includes Attachment A to Service Bulletin 1513, Revision A, June 22, 1992. 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 Rigging Innovations, Inc., 236-C East 3rd Street, Perris, California 92570. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on May 27, 1993.
91-14-01: 91-14-01 BRITISH AEROSPACE (BAE), LIMITED: Amendment 39-7043. Docket No. 91-CE-53-AD. Applicability: Jetstream HP 137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes (all serial numbers) that are equipped with Dunlop wheel and brake assemblies; and Jetstream Models 3101 and 3201 airplanes (all serial numbers) that are equipped with B.F. Goodrich wheel and brake assemblies, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent separation of the landing gear wheel from the airplane, which could result in loss of control during high-speed ground operations, accomplish the following: (a) Within the next 100 landings, inspect the main landing gear wheel bearings for damage in accordance with the instructions in "Part 1 - MAINWHEEL BEARING INSPECTION" of BAe Jetstream Alert Service Bulletin (ASB) No. 32-A-JA 910140, dated May 17, 1991. If any damage is found, prior to further flight, replace the bearings in accordance with the instructions in the applicable maintenance manual. NOTE: If no record of landings is maintained, hours time-in-service (TIS) may be used with one hour TIS equal to two landings. For example, 50 hours TIS is equal to 100 landings. (b) Within the next 500 landings, install a flanged axle nut in accordance with the instructions in "Part 2 - INSTALLATION OF FLANGED AXLE NUT" of BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991. The criteria of paragraph (10) of these instructions shall be accomplished in accordance with the instructions in BAe Service Bulletin 32-46, dated April 9, 1991. Perform whichever of the following is applicable: (1) If the airplane is equipped with Dunlop wheel and brake assemblies, perform torque loading of the axle nuts in accordance with the instructions in the "APPENDIX TORQUE LOADING AXLE NUTS" of BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991; or(2) If the airplane is equipped with B.F. Goodrich wheel and brake assemblies, accomplish the following: (i) While rotating wheel, torque axle nut to 50 foot-pounds to properly set bearings. (ii) Loosen nut to zero torque. (iii) While rotating wheel, retighten to 25 foot-pounds in one continuous rotation of the axle nut. Check to ensure locking holes are aligned. (iv) If locking holes are not aligned, rotate nut to closest locking hole, and secure the axle nut and recheck to ensure locking holes are aligned. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The inspection and installation required by this AD shall be done in accordance with BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991, and BAe Service Bulletin 32-46, dated April 9, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, Manager Customer Support, Commercial Aircraft Limited, Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW Scotland; Telephone (44-292) 79888; Facsimile (44-292) 79703; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041; Telephone (703) 435-9100; Facsimile (703) 435-2628. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-7043, AD 91-14-01) becomes effective on July 22, 1991.
76-22-05: 76-22-05 MCDONNELL DOUGLAS CORPORATION: Amendment 39-2754. Applies to McDonnell Douglas Corporation model DC-10-10, -10F, -30, -30F, and -40 series airplanes, certificated in all categories, equipped with American Safety Flight Systems, Inc. seat belt model 443440 installed on aft facing flight attendants seats. \n\n\tCompliance required within the next 600 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent possible unsafe buckle position of flight attendants seat belts, accomplish the following: \n\n\t(a)\tInstall a placard, which reads "DO NOT OCCUPY", on those flight attendant seats in the passenger cabin equipped with American Safety Flight System, Inc., seat belt model number 443440 until the seat belt installation is modified or replaced in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. The seats prohibited from use must be secured in normally stowed position or removed. \n\n\t(b)\tReplaceAmerican Safety Flight System, Inc. seat belt model number 443440 installed on lower lobe galley seats with ordinary adjustable seat belts without retractors in accordance with normal maintenance practices. Alternate seat belt installations may be approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. \n\n\tThis amendment becomes effective December 10, 1976.
92-27-09: 92-27-09 BRITISH AEROSPACE: Amendment 39-8443. Docket No. 91-NM-205-AD. Applicability: Model BAe/HS/DH/BH 125 series airplanes, excluding Model BAe 125-1000A series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure continued structural integrity of the main landing gear (MLG) sidestay upper arm assembly, accomplish the following: (a) Prior to the accumulation of 12,000 landings on any MLG sidestay upper arm assembly, or within 9 months after the effective date of this AD, whichever occurs later, replace the assembly with a serviceable assembly, in accordance with British Aerospace Service Bulletin S.B. 32-216, Revision 1, dated March 21, 1988. NOTE: A "serviceable" MLG sidestay upper arm assembly is defined as one that is in compliance with the requirements of this AD, and one on which an overhaul has been accomplished as specified in the applicable aircraft maintenance schedule. (b) Following the accomplishment of paragraph (a) of this AD, replace any MLG sidestay upper arm assembly prior to the accumulation of 12,000 landings on that assembly. (c) For purposes of this AD, overhauled sidestay upper arm assemblies for which the total number of landings is not recorded must be assumed to have accumulated 8,000 landings at the time of installation. (d) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (e) 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. (f) The replacement shall be done in accordance with British Aerospace Service Bulletin S.B. 32-216, Revision 1, dated March 21, 1988, which includes the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 3-4 1 March 21, 1988 2 Original February 29, 1988 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 20041-0414. 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. (g) This amendmentbecomes effective on January 27, 1993.
2009-24-09: 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: An A330 operator experienced a low level of the Yellow hydraulic circuit due to a loose[ning] of check valve part number (P/N) CAR401. During the inspection on the other two hydraulic systems, the other three CAR401 check valves were also found to be loose with their lock wire broken in two instances. A340 aeroplanes are also equipped with the same high pressure manifold check valves. Investigations are on-going to determine the root cause of this event. Additional cases of CAR401 check valve loosening have been experienced in service on aeroplanes having accumulated more than 1000 flight cycles (FC). The check valve fitted on the Yellow hydraulic system is more affected, probably due to additional system cycles induced by cargo door operation. The loss of torque due to pressure cycles could contribute to check valve loosening, resulting in a leak and finally the loss of the associated hydraulic system and, in the worst case, of the three hydraulic systems of the aeroplane. * * * * * The unsafe condition is the possible loss of all three hydraulic systems, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
89-23-09: 89-23-09 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-6372. Docket No. 89-NM-89-AD. Applicability: Model EMB-120 series airplanes; Serial numbers 120004, 120006 through 120070, 120072 through 120080, and 120082 through 120099; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent a gear-up landing due to malfunction of the landing gear aural warning system, accomplish the following: A. Modify the landing gear aural warning system and calibrate new switches, in accordance with either EMBRAER Service Bulletin No. 120-032-0055 dated March 16, 1989, or EMBRAER Service Bulletin No. 120-032-0052, dated March 15, 1989. B. 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 for an alternate means of compliance or an adjustment of the compliance time should be forwarded through an FAA Maintenance Inspector, who will either concur or comment and then send it to the Atlanta Aircraft Certification Office. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6372, AD 89-23-09) becomes effective on December 1, 1989.
68-10-04: 68-10-04 GENERAL DYNAMICS: Amendment 39-597 as amended by Amendment 39- 1305 is further amended by Amendment 39-2247. Applies to Models 340, 440, and C-131E airplanes including those using turbo propeller power. Compliance required as indicated. Due to several reports of cracks in the front spar lower rail which can result in failure of the outboard wing, accomplish the following: (a) For airplanes with 23,500 or more hours time in service on the effective date of this AD, inspect each front spar lower rail per (c) within the next 300 hours time in service, unless already accomplished within the last 700 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, and, if cracks are found, repair per (d) before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished). (b) For airplanes with less than 23,500 hours time in service on the effective date of this AD, inspect each front spar lower rail per (c) before the accumulation of 23,800 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, and, if cracks are found, repair per (d) before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished). (c) Remove the wig leading edge and visually inspect the wing front spar lower rail between wing stations 240 and 490 for cracks. NOTE: During the inspection required by (c), pay particular attention to the areas immediately adjacent to the leading edge joints at wing stations 248, 264, 363 and 484. All reported cracks have originated in the rail forward flange at or near the leading edge attach screw holes. (d) If a crack is confined to the wing front spar lower rail, repair in accordance with General Dynamics/Convair Service Engineering Report No. 057-0/67-340-64/440-64/640-35, (Revision 1 or later FAA approved Revision) or a method approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. If a crack extends beyond the spar rail into adjacent components, repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) The repetitive inspections required in (a) and (b) may be discontinued when all cracks, if any, have been repaired per (d) and, unless already accomplished per (d), a reinforcing strap has been installed per details (a) and (b), Figure 1, of General Dynamics/ Convair Service Engineering Report No. 057-0/67-340-64/440-64/640-35 or a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region has been accomplished. (f) Upon request of the operator, an FAA Air Carrier Maintenance Inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the repetitive inspection intervals 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. Amendment 39-597 became effective on May 14, 1968. Amendment 39-1305 became effective October 8, 1971. This amendment 39-2247 becomes effective July 30, 1975.