Results
2024-26-06: The FAA is superseding Airworthiness Directive (AD) 2022-16- 06, which applied to certain Airbus SAS Model A330-200, A330-200 Freighter, A330-300, and A330-900 series airplanes; and all Model A340- 200 and A340-300 series airplanes. AD 2022-16-06 required modifying the trimmable horizontal stabilizer actuator (THSA) installation, implementing the electrical load sensing device (ELSD) wiring provisions, and installing and activating the ELSD. This AD was prompted by tests that demonstrated that when the upper secondary load path (SLP) of the THSA is engaged, the THSA might not stall, with consequently no indication of SLP engagement, and by the recent determination that the required actions of AD 2022-16-06 cannot be accomplished on certain airplanes. This AD continues to require the actions in AD 2022-16-06 with revised procedures, and also requires additional actions for certain airplanes, 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.
2015-24-05: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-23-250, PA-24-250, PA-24-260, PA-24-400, PA-30, PA-31, PA-31-300, PA-31P, PA-39, and PA-E23-250 airplanes. This AD was prompted by an accident caused by fuel starvation where the shape of the wing fuel tanks and fuel below a certain level in that tank may have allowed the fuel to move away from the tank outlet during certain maneuvers. This AD requires installing a fuel system management placard on the airplane instrument panel and adding text to the Limitations Section of the pilot's operating handbook (POH)/airplane flight manual (AFM). We are issuing this AD to correct the unsafe condition on these products.
85-11-02 R1: 85-11-02 R1 MCDONNELL DOUGLAS: Amendment 39-5068 as amended by 39-5361. Applies to McDonnell Douglas DC-9-10, -20, -30, -40, -50, -80, and C-9 (Military) series airplanes (Fuselage Numbers 1 through 1242), certificated in any category. \n\n\tTo prevent elevator jamming which could result in loss of adequate aircraft control, accomplish the following within 300 flight hours after the effective date of this AD, unless already accomplished within the last 2500 flight hours. \n\n\tA.\tOpen access doors 3507 and 3608 to gain access to inspection area on lower elevator surface. (See Maintenance Manual, Chapter 6-11-3 for DC-9/C-9 or 6-23-00 for MD-80.) \n\n\tB.\tBack off nut, P/N H20-8 or P/N LH7461T-080D, on rod end assembly, P/N 4918153-1 from its torqued position until three or more threads are exposed. \n\n\tC.\tUsing a properly calibrated torque wrench, check the initial running torque on each nut. The initial running torque must be a minimum of 18 inch-pounds: \n\n\t\t1.\tIf the minimum 18inch-pound initial running torque is met, proceed to paragraph D., below. \n\n\t\t2.\tIf the initial running torque does not meet the 18 inch-pound minimum requirement, the nut must be replaced with a new H-20-8 or P/N LH7461T-080D nut which does meet the minimum 18 inch-pound initial running torque requirement. \n\n\tD.\tAfter satisfying the initial minimum 18 inch-pound running torque requirement, retorque the nut on the rod end assembly to a final torque value of 400, plus or minus 50, inch-pounds. \n\n\tE.\tRepeat the inspection requirements of paragraphs A. through D. of this AD at intervals not exceeding 2500 flight hours or 12 months, whichever occurs first, since last such inspection. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplanes to a base to comply with the requirements of this AD. \n\n\tH.\tModification of elevator hydraulic boost cylinder attach rod ends in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-262, dated November 27, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for the repetitive inspection 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, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-5068 became effective June 10, 1985. \n\n\tThis amendment 39-5361 becomes effective August 21, 1986.
87-05-51: 87-05-51 BOEING, MCDONNELL DOUGLAS, LOCKHEED, DEHAVILLAND, FAIRCHILD, NIHON, AND GRUMMAN: Amendment 39-5617. Applies to the models and series airplanes listed below, certificated in any category, equipped with floor proximity emergency escape path marking systems manufactured by Plumly Airborne Products. Most of these systems were installed in accordance with Supplemental Type Certificates (STC) issued to either Plumly Airborne Products or International Aircraft Certification Service, including the following: \n\n\nSTC NO.\nAIRPLANE \nSA3500SW\nBoeing 707-323C \nSA3500SW (Rev)\nBoeing 707 Series \nSA3626SW\nBoeing 727-100 \nSA3636SW\nBoeing 727-100 \nSA3688SW\nBoeing 727-100 \nSA3689SW\nDC-9-15 \nSA3691SW\nBoeing 727-200 \nSA3694SW\nNihon YS-11A \nSA3695SW\nLockheed L-1011 \nSA3696SW\nDC-8-62, -63 \nSA3697SW\nDehavilland DHC-7 \nSA3698SW\nDC-9-15, -50, -80 \nSA3699SW\nDC-10 \nSA3700SW\nLockheed L-1011 \nSA3701SW\nNihon YS-11A \nSA3706SW\nFairchild F-27 \nSA495NE\nGrumman G-1\n\tCompliance is required as indicated, unless previously accomplished.\n \n\tTo eliminate the potential for fire due to electrical short circuits in the floor proximity lighting system, accomplish the following: \n\n\tA.\tWithin the next 48 hours after the effective date of this AD, deactivate the Plumly Airborne Products floor proximity lighting system as follows: \n\n\t\t1.\tDisconnect the control unit(s), Plumly Part Numbers PA-200, or PA-200- XX, and remove from the airplane. \n\n\t\t2.\tDisconnect the remote unit(s), Plumly Part Number PA-300, and remove from the airplane. \n\n\t\t3.\tStow all loose wires in accordance with accepted practices. \n\n\t\t4.\tPull and tie off 5 amp (115 volt) circuit breaker for control unit power (in cockpit). \n\n\t\t5.\tMake notation in aircraft logbook regarding deactivation of the proximity floor lighting system.\n \n\tB.\tWithin 90 days after the effective date of this AD accomplish one of the following:\n \n\t\t1.\tReplace the system with another FAA-approved system; or,2.\tModify the wiring installation and accomplish the moisture proofing procedures for floor lighting assemblies in accordance with Plumly Airborne Products Service Information Letter 87-02, dated March 19, 1987. \n\n\tNOTE: Once this modification is accomplished, the floor proximity lighting system must be reactivated to comply with FAR 121.310(c)(3). \n\n\tC.\tWithin 6 months after modification in accordance with paragraph B., above, is accomplished, and thereafter at intervals not to exceed 6 months, inspect the floor-mounted light units located near the galley, lavatory, and passenger/service door exits, in accordance with Plumly Airborne Products Service Information Letter 87-02, dated March 19, 1987, to detect any corrosion of the light assemblies or blockage of the altitude pressure relief holes. Any floor- mounted units that show evidence of liquid intrusion or cracked covers must also be inspected. \n\n\t\t1.\tIf evidence of corrosion is found, clean and reseal the units in accordance with procedures described in Plumly Airborne Products Service Information Letter 87-02, dated March 19, 1987, or replace with new units.\n \n\t\t2.\tAltitude pressure relief hole areas that are found to be blocked must be cleaned.\n \n\tD.\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, Special Programs Branch, Aircraft Certification Division, FAA, Southwest Region. \n\n\tE.\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 Plumly Airborne Products, Highway 377 South, P.O. Box 26868, Fort Worth, Texas 76126-0868. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas. \n\n\tThis amendment 39-5617 becomes effective May 18, 1987, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T87-05-51, issued March 5, 1987.
75-27-01: 75-27-01 HAWKER SIDDELEY AVIATION LTD: Amendment 39-2473. Applies to DH-104 Series airplanes certificated in all categories except those modified in accordance with Hawker Siddeley Modification 1723. Compliance is required within the next 250 hours' time in service after the effective date of this AD, unless already accomplished. To prevent cracking of the nose gear and main gear adjusting screws, replace the three adjusting screws, P/N 4U.493, with new adjusting screws, P/N 4U.567, in accordance with paragraph No. 5 of Hawker Siddeley Technical News Sheet No. 231, dated March 19, 1973, or with FAA-approved equivalent parts and procedure. This amendment becomes effective on January 19, 1976.
2015-22-53: We are publishing a new airworthiness directive (AD) for Airbus Helicopters Model AS350B3 helicopters. This AD was sent previously to all known U.S. owners and operators of these helicopters and supersedes Emergency AD 2015-22-52, dated October 28, 2015. This AD requires revising the rotorcraft flight manual (RFM) to stop performing the yaw load compensator check during preflight procedures and instead perform it during post-flight procedures after rotor shut-down. This AD also requires the yaw servo hydraulic switch [[Page 74983]] to be in the ``ON'' position before taking off. This AD is prompted by two accidents and one incident of Airbus Helicopters Model AS350B3 helicopters. From preliminary investigations, loss of tail rotor (T/R) control during takeoff was evident in each event. These actions are intended to prevent takeoff without hydraulic pressure in the T/R hydraulic system, loss of T/R flight control, and subsequent loss of control of the helicopter.
88-21-01 R1: 88-21-01 R1 MITSUBISHI: Amendment 39-6040 as amended by Amendment 39-6096. Applicability: Model MU-2B, MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, - 40, and -60 (all serial numbers, with or without the SA suffix) airplanes certificated in any category, equipped with any manual electric pitch trim system and/or any autopilot other than Bendix. NOTE 1: The serial number of airplanes assembled in the United States by Mitsubishi Aircraft Industries (MAI) under Type Certificate (TC) A101SW are suffixed by "SA." The serial numbers of airplanes manufactured in Japan by Mitsubishi Heavy Industries, Inc. (MHI) under TC A2PC have no suffix. Compliance: Within the next 200 flight hours or five (5) calendar months, whichever occurs first, unless already accomplished per the original version of this AD. To minimize the possibility of confusion in autopilot/manual electric pitch trim disconnect/interrupt switch location and function, accomplish the following:(a) Modify the control yoke in the affected model airplanes as follows: (1) For MU-2B-35 Model airplanes equipped with a King KFC 300 Automatic Flight Control System (AFCS) and a Sperry Manual/Electric Pitch Trim System, in accordance with Bendix/King Certification Bulletin No. CB10, KPN 006-0712-00, no revision, or (2) For MU-2B-36 Model Airplanes equipped with a Sperry SPZ-200 AFCS and a MAI Manual/Electric Pitch Trim System, in accordance with MHI Kit - Sperry SPZ-200AP Disengagement Drawing, 035A-985006, no revision. (b) Prior to returning the airplane to service, accomplish a visual configuration check and a system functional ground test on all MU-2B, MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 airplanes, except those airplanes which have complied with AD 88-13-01, dated June 8, 1988, as follows: (1) Visually verify that: (i) The autopilot disconnect and trim disconnect/interrupt functions are combined on one button mounted on the outboard control wheel grip, and is so oriented that it is easily activated by the pilot/copilot. (ii) The autopilot disconnect and trim disconnect/interrupt button is properly and legibly labeled to indicate functions. (iii) The button is red in color. (iv) There are no other red buttons nearby that could be mistaken for the autopilot disconnect. (v) The autopilot circuit breaker is properly labeled. (2) Perform an operational check of the autopilot disconnect and trim disconnect/interrupt button to confirm its correct functioning by disconnecting/interrupting the autopilot and the trim systems, as follows: (i) With the manual electric pitch trim system armed, press the trim button to cause the manual pitch trim wheel to rotate, then verify that after each of the following operations is performed, the manual pitch trim wheel stops moving when: (A) The disconnect/interrupt switch is fully depressed; (B) The master electric power switch is positioned to "OFF"; (C) The radio master switch is positioned to "OFF" (if installed and so configured); (not applicable to MU-2B airplanes equipped with Sperry SPZ-500 autopilots); (D) The electric trim circuit breaker is pulled. (On some MU-2B airplanes without an electric trim circuit breaker, the autopilot circuit breaker/switch is used to disconnect the system in lieu of the electric trim circuit breaker.) NOTE 2: It is very important to verify that the manual pitch trim wheel stops moving after each of the above operations of paragraph (b)(2)(i). (ii) With the autopilot system engaged, verify: (A) That the autopilot system can be overpowered by pushing or pulling on the control yoke; and, (B) That, while overpowering the autopilot, the manual pitch trim wheel stops moving and the autopilot disconnects when each of the following operations is performed: (I) The disconnect/interrupt switch is depressed; (II)The autopilot master switch or the radio master switch or the engage/disengage switch on the autopilot controller (as appropriate), is positioned to "OFF" (On some MU-2B airplanes not equipped with an autopilot master switch beside the controller, the radio master switch must be used to disconnect the system in lieu of the autopilot master switch.); On MU-2B airplanes equipped with Sperry SPZ-500 autopilot: (aa) the master electric power switch is positioned to "OFF"; (bb) the "GA" go-around switch on the left power lever is depressed; (III) The autopilot circuit breaker is pulled. NOTE 3: It is very important that the manual pitch trim wheel stops moving after each of these operations. (3) If the result of any one of the above visual verifications or operational checks are not as specified, prior to further flight contact the Manager, Wichita Aircraft Certification Office, ACE-115W FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400, for disposition of the discrepancy. (c) In addition to the maintenance record entry required by FAR 91.173, enter a statement showing successful completion of paragraph (b) of this AD listing the autopilot land or manual electric trim system installed. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, ACE-115W, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation (Licensee to Mitsubishi), P. O. Box 85, Wichita, Kansas 67201; Telephone (316) 681-7279; or may examine the documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106.This amendment revises AD 88-21-01, Amendment 39-6040, which was effective November 6, 1988. This amendment (39-6096, AD 88-21-01 R1) becomes effective on January 28, 1989.
87-12-02: 87-12-02 MITSUBISHI HEAVY INDUSTRIES, LTD. (MHI): Amendment 39-5629. Applies to MHI Models MU-2B-25, MU-2B-26, and MU-2B-35 (TC No. A2PC), (Serial Numbers 264 through 312, 314 through 320, 586 through 651, and 653) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent burning of generator shield jumper wires, accomplish the following: (a) Inspect, repair (as necessary) and modify the generator circuit shield jumper wires in accordance with instructions contained in paragraphs 1. and 2. of the "Instructions" portion of MHI MU-2 Service Bulletin (S/B) No. 201 dated December 27, 1985, as amended April 25, 1986. (b) Aircraft may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Western Aircraft Certification Office, ANM-170W, Federal Aviation Administration, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Mitsubishi Heavy Industries, Ltd., 10, Oye-Cho, Minato-ku, Nagoya, Japan; or Beech Aircraft Corporation, 9709 East Central, P.O. Box 85, Wichita, Kansas 67201; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective July 3, 1987.
94-09-11 R1: This amendment rescinds an existing airworthiness directive (AD), applicable to certain Raytheon Model BAe.125 Series 1000A Airplanes and Model Hawker 1000 airplanes. That AD currently requires inspections of the thrust reverser system for integrity, and correction of any discrepancy found. The requirements of that AD were intended to prevent a significant reduction in the controllability of the airplane due to an in-flight deployment of a thrust reverser. Since the issuance of that AD, the FAA has issued a separate AD that requires the accomplishment of modifications that terminate the requirements of the existing AD.
75-05-01: 75-05-01 BOEING: Amendment 39-2096 as amended by Amendment 39-2142. Applies to Boeing Models 707/720, 727, 737, and 747 series airplanes categorized as Groups I, II, III, IV and V below, certificated in all categories: \n\n\tGroup I: \n\tAll Boeing Model 707/720, 727, 737 series airplanes categorized as Group I in Boeing Alert Service Bulletins 3204 (707), Revision 2; 727-27-155, Revision 1; 737-27-1073, Revision 1, or later FAA approved revisions. Only compliance required is with Paragraphs A and B. \n\n\tGroup II: \n\tAll Boeing Model 707/720 and 727 series airplanes categorized as Group II in Boeing Alert Service Bulletins 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. Only compliance required is with Paragraph A and B. \n\n\tGroup III: \n\tAll Boeing Model 707/720 and 727 series airplanes categorized as Group III in Boeing Alert Service Bulletins 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. Only compliancerequired is with Paragraph C. \n\n\tGroup IV: \n\tAll Boeing Model 707/720, 727 and 737 series airplanes not categorized as Group I, II, or III, which have had pulleys replaced with Arvan Inc./Tansey pulleys MS 20220-3 or -4, or SMS 20220-3 or -4 (color black only) (BAC P30F8 or BAC P30F9). Only compliance required is with Paragraph D. \n\n\tGroup V: \n\tAll Boeing Model 747 series airplanes categorized in Boeing Service Bulletin 747-27-2133 as having had control cable pulleys in the speed brake system replaced with Arvan Inc./Tansey pulleys BAC P30F8 (color black only). Only compliance required is with Paragraph D for BAC P30F8 pulleys. \n\n\tA.\tTo detect cracks in Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 or -4 (color black only) accomplish the following: \n\n\t\t1.\tWithin the next 25 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, inspect the control cable pulleys which are located in the critical areas of the airplane in accordance with Boeing Alert Service Bulletins 3204 (707), 727-27- 155, and 737-27-1073, or later FAA approved revision, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The critical areas are defined in the above Boeing Alert Service Bulletins. \n\t\t2.\tIf crack(s) are found, replace the pulleys in accordance with the above Boeing Alert Service Bulletins, before further flight. \n\tB.\tReplace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 or - 4 (color black only) as follows: \n\t\t1.\tWithin 100 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace those pulleys located in the critical areas defined in Boeing Alert Service Bulletins 3204 (707), 727-27-155, and 737-27-1073, or later FAA approved revisions. \n\t\t2.\tReplace all other affected pulleys within 600 hours from the effective date of this AD, unless already accomplished. \n\tC.\tWithin 600 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 and -4 (color black only) in accordance with Boeing Alert Service Bulletin 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. \n\tD.\tWithin 1800 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 and -4 (color black only) with a pulley of the same part number but a different color. New Arvan replacement pulleys are brown in color. \n\tE.\tIf it can be shown that a Group II, III, IV, or V airplane has not had any MS 20220-3 or -4, or SMS 20220-3 or -4, or BAC P30F8 or BAC P30F9 pulley replaced since August 16, 1974, then this AD is not applicable to that airplane. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2096 became effective February 24, 1975. \n\tThis amendment 39-2142 becomes effective April 7, 1975.
75-18-06: 75-18-06 BELL: Amendment 39-2345. Applies to Bell Models 47B, 47B-3, 47D, 47D-1, 47E, 47G, 47G-2, and 47H-1 helicopters certificated in all categories that are equipped with a single-row ball bearing, P/N 47-641-146-1 (MRC R4AF4), in the tail rotor pitch control crosshead. Compliance required within 10 hours' time in service for bearings with more than 40 hours' time in service on the effective date of this AD and prior to attaining 50 hours' time in service for bearings with less than 40 hours' time in service on the effective date of this AD. To prevent possible failure of the tail rotor pitch control ball bearing due to inadequate lubrication, accomplish the following one-time inspection. a. Disassemble the tail rotor pitch control crosshead assembly in accordance with Sections VI and VII, Models 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, revised August 15, 1961, or in accordance with equivalent FAA approved procedures to expose the pitchchange bearing. b. Inspect the bearing, P/N 47-641-146-1 (MRC P/N R4AF4) for grease dust shields. c. Remove any pitch change bearings with two grease dust shields installed before further flight. d. Install bearings P/N 47-641-146-1 (MRC P/N R4AF4) with only one grease dust shield installed and assemble and rig the tail rotor controls, in accordance with Sections VI and VII, Models 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, revised August 15, 1961, or in accordance with equivalent FAA approved procedures. e. This AD does not apply to the obsolete design, single-row ball bearings having a single grease dust shield, Norma Hoffman P/N S1RP and New Departure P/N 7R4AX1C. This AD does not apply to the duplex pitch change bearings, P/N 47-641-131-1. This amendment becomes effective September 19, 1975.
2015-23-14: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by reports that cracks can occur in a frame of the tail section on certain airplanes. This AD requires a one-time detailed inspection of the oblique frame 67-2 for any cracking, and repair if necessary. We are issuing this AD to detect and correct such cracking, which could lead to failure of the oblique frame 67-2, and consequent loss of the structural integrity of the tail section.
92-16-13: 92-16-13 MCDONNELL DOUGLAS: Amendment 39-8322. Docket No. 92-NM-102-AD. \n\n\tApplicability: Model MD-11 series airplanes; serial numbers 48407 through 48414, 48416 through 48421, 48426 through 48429, 48434 through 48437, 48443 through 48461, 48472 through 48475, 48481, 48484 through 48485, 48487, 48489 through 48491, 48495 through 48496, 48499 through 48500, 48505, and 48527; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the transformer for the mid cabin aisle light from overheating, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, replace the currently installed transformer for the mid cabin aisle light, part number 17093, with a transformer having part number 16753, in accordance with McDonnell Douglas Service Bulletin 33-23, dated May 29, 1992, or Revision 1, dated July 1, 1992. \n\n\t(b)\tAn 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. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe replacement shall be done in accordance with McDonnell Douglas Service Bulletin 33-23, dated May 29, 1992; or McDonnell Douglas Service Bulletin 33-23, Revision 1, dated July 1, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications -Technical Administrative Support, C1-L5B. 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 ACO, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 1, 1992.
88-15-05: 88-15-05 MCDONNELL DOUGLAS: Amendment 39-5980. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, as listed in McDonnell Douglas Service Bulletin A24-141, Revision 1, dated May 12, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent a fire in the Center Accessory Compartment (CAC), accomplish the following: \n\n\tA.\tFor all airplanes: Within 30 days after the effective date of this AD, and thereafter at intervals not to exceed 60 days, inspect the battery ground stud installation for evidence of arcing and/or corrosion, and check the two CAC drain valve installations for proper operation, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A24-141, Revision 1, dated May 12, 1988. \n\n\t\t1.\tIf the ground stud installation is found to be burnt or corroded, prior to further flight, replace the ground stud installation parts in accordance with the service bulletin. \n\n\t\t2.\tIf the drain valve installation is not free of deterioration, is sticking, or is not functioning properly, prior to further flight, repair or replace the drain valve installation in accordance with the service bulletin. \n\n\tB.\tFor airplanes that have not incorporated McDonnell Douglas Service Bulletin 24-73, Revision 1, dated February 2, 1978, or the production equivalent: Within 90 days after the effective date of this AD, replace the main battery ground cable bracket in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 24-73, Revision 1, dated February 2, 1978. This constitutes terminating action for the repetitive inspection requirements of paragraph A., above. \n\n\tC.\tAlternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\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 information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). \n\n\tThis information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment, 39-5980, becomes effective August 3, 1988.
47-02-08: 47-02-08 CULVER: (Was Mandatory Note 1 of AD-778-2.) Applies to Models V and V2 Aircraft Serial Numbers V-1 to V-21 Inclusive. Compliance required prior to April 1, 1947. To provide a complete firewall constructed material, remove the cold air scoop from the firewall and cover the firewall opening with a plate of suitable firewall material. (Culver Service Bulletin No. 5 covers this same subject.)
72-10-02: 72-10-02 BOEING: Amendment 39-1444. Applies to 707 and 720 Series Airplanes utilizing single attachment point escape slides listed in Boeing Service Bulletin 3078, dated January 10, 1972, or later FAA-approved revision. \n\n\tTo preclude loss of escape slide retention at the forward and aft passenger doors accomplish the following: \n\n\tWithin the next 500 hours in service after the effective date of the A.D., unless previously accomplished, replace the two spring pins in the floor attach fitting with new spring pins in accordance with Boeing Service Bulletin No. 3078, dated January 10, 1972, or later FAA- approved revision, or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\tThis amendment becomes effective June 7, 1972.
2009-02-11: 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: Bombardier Aerospace has completed a system safety review of the CL-600-2C10/CL-600-2D24 aircraft fuel system against the new fuel tank safety standards. * * * The assessment showed that a single failure due to chafing of fuel system wiring with high power wiring at the centre fuel tank front spar could result in overheating of the fuel boost pump. The assessment also showed that chafing of the high power wiring with the centre fuel tank front spar structures could result in overheating of the fuel tank wall. Overheating of * * * the fuel tank wall could lead to hot surface ignition resulting in a fuel tank explosion. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-16-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires modification of the supports for the wire bundles of the fuel quantity indicator system (FQIS), and follow-on actions, if necessary. The actions specified by this AD are intended to prevent chafing of the FQIS wiring on surrounding structures and systems. Such chafing could result in exposure of the bare conductor in close proximity to structures or other electrically conductive return paths, and potential electrical arcing and explosion in the fuel tank in the event of an additional wiring failure outside the fuel tank. This action is intended to address the identified unsafe condition.
2002-16-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires inspecting the identification plate on the fire extinguisher bottle of the auxiliary power unit (APU), and replacing the existing actuating cartridge of the fire extinguisher bottle with a correct actuating cartridge, if necessary. This AD also requires removing the fire extinguisher bottle equipped with the actuating cartridge from the APU, and reinstalling the fire extinguisher bottle equipped with the correct actuating cartridge into the APU. The actions specified by this AD are intended to prevent failure of the actuating cartridge on the APU fire extinguisher, which could result in the inability to extinguish an APU fire in-flight, and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2025-01-09: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report of operators receiving No. 1 flight compartment windows that may not meet type design requirements for withstanding a bird impact. This AD requires replacing affected No. 1 flight compartment windows and prohibits the installation of affected windows. The FAA is issuing this AD to address the unsafe condition on these products.
2015-24-03: We are adopting a new airworthiness directive (AD) for SOCATA Model TB 9, TB 10, TB 20, TB 21, and TB 200 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 corrosion of the horizontal stabilizer. We are issuing this AD to require actions to address the unsafe condition on these products.
2002-16-23: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, -700C, -800, and "900 series airplanes. This action requires repetitive tests of the rudder pedal force or repetitive inspections of the rudder feel and centering unit to determine the condition of the inner spring; corrective action if necessary; and eventual replacement of the spring assembly on the rudder feel and centering unit with a new assembly, which would terminate the repetitive requirements. This action is necessary to prevent reduced rudder pedal feel and centering force, which, combined with failure of the outer spring of the spring assembly, could result in pilot-induced oscillation and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2002-14-27: This amendment supersedes an existing airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070, 0100, 1000, 2000, 3000, and 4000 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) that prohibits takeoff in certain icing conditions unless either a tactile inspection is performed or specific takeoff procedures are followed. This amendment requires adding a requirement, for certain airplanes, for modification of the wing leading edge ice protection system to include on-ground wing ice protection, and a new revision to the AFM. This amendment is prompted by the development of a modification that introduces a wing anti-icing system that will operate on the ground as well as in flight. The actions specified by this AD are intended to prevent takeoff with snow, ice, or frost on the critical surfaces of the airplane, which could result in reduced controllability of the airplane.
2015-24-01: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, A330-200, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. This AD was prompted by a report of skin disbonding on a composite side panel of a rudder installed on an A310 airplane. This AD requires a review of the maintenance records of the rudder to determine if any composite side shell panel repair has been done; a thermography inspection limited to the repair areas or complete side shells, as applicable, to identify possible in-service rudder repairs, damages, or fluid ingress; and applicable related investigative and corrective actions. We are issuing this AD to detect and correct the rudder skin disbonding, which could affect the structural integrity of the rudder, and could result in reduced controllability of the airplane.
88-12-02: 88-12-02 SCHWEIZER AIRCRAFT CORPORATION (MCDONNELL DOUGLAS HELICOPTER COMPANY; HUGHES HELICOPTERS, INC.): Amendment 39-5926. Applies to Model 269C helicopters certificated in any category, equipped with tail rotor retention strap assemblies, P/N 269A6065 and P/N 369A1706. Compliance is required as indicated, unless already accomplished. To prevent failure of the tail rotor retention strap assembly which could result in loss of the helicopter, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, or upon the accumulation of 3,540 hours time in service, whichever occurs later, remove tail rotor retention strap assemblies, P/N 269A6065 and P/N 369A1706, from service. (b) Replace P/N 269A6065 and P/N 369A1706 with serviceable parts. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Alternative inspection, modification,or other actions which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. This amendment becomes effective June 10, 1988.