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87-03-02: 87-03-02 SAAB FAIRCHILD: Amendment 39-5511. Applies to Model SF-340A series airplanes, serial numbers 03 through 044, certificated in any category. Compliance is required as indicated below, unless previously accomplished. To prevent partial loss of control as a result of an inoperative tail deicing system, accomplish the following: A. Within the next 90 days after the effective date of this AD, install a tail deicer valve heater blanket and its associated equipment in accordance with SAAB Fairchild Service Bulletin SF340-30-015, Revision 1, dated December 13, 1985. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD.All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to SAAB Aircraft, Product Support AB, S-58188, Linkoping, Sweden. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 12, 1987.
2021-10-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports indicating that the left- and right-hand elevator torque tube bearings were contaminated with sand and corrosion, restricting free rotation. This AD requires repetitive general visual inspections of the left- and right-hand elevator torque tube bearings for any sand, dust, or corrosion; repetitive functional tests of the elevator control system; and replacement of the elevator torque tube bearings if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
92-01-04: 92-01-04 MCDONNELL DOUGLAS: Amendment 39-8127. Docket No. 91-NM-237-AD. \n\n\tApplicability: Model MD-11 series airplanes; equipped with McDonnell Douglas Electronic Systems Company Central Aural Warning System (CAWS), Part Number H05A0035-50 or Part Number H05A0035-51; certificated in any category. \n\n\tCompliance: Required as indicated unless previously accomplished. \n\n\tTo eliminate the loss of Autopilot Disconnect, Windshear, Altitude, Stabilizer in Motion, Radio Altitude, and Overspeed aural alerts, accomplish the following: \n\n\t(a)\tWithin 5 days after the effective date of this AD, and thereafter prior to the first flight of each day, with the aircraft power active, accomplish the following: \n\n\t\t(1)\tPosition or verify that CAWS circuit breakers B1-1018, B1-1381, and B1-1019 are closed. \n\n\t\t(2)\tCycle all three CAWS circuit breakers to the open position. Leave the circuit breakers open for a minimum of five seconds. \n\n\t\t(3)\tReturn all three circuit breakers to the closed position. \n\n\t(b)\tWithin 60 days after the effective date of this AD, replace the CAWS unit in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 1991. Such replacement constitutes terminating action for the requirements of paragraph (a) of this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\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\t(e)\tThe replacement requirement of this AD shall be done in accordance with McDonnell Douglas Alert Service Bulletin A31-18, dated November 11, 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California, 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(f)\tThis amendment (39-8127, AD 92-01-04) becomes effective on January 24, 1992.
96-26-05: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires an inspection to detect cracking of the torque tube assembly of the left-hand (LH) elevator and surrounding structure; and to detect loose or sheared rivets in that assembly. This amendment also requires either replacement or repair of discrepant parts, as appropriate. This amendment is prompted by a report of fatigue cracking found on the torque tube support of the LH elevator. The actions specified by this AD are intended to ensure that cracking is detected and corrected in a timely manner so as to prevent failure of the torque tube or its support structure, which could result in reduced controllability of the airplane.
2015-20-12: We are superseding Airworthiness Directive (AD) 98-26-02 for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-61A, D, E, L, N, NM, R, and V helicopters. AD 98-26-02 required determining whether the main rotor shaft (MRS) was used in repetitive external lift (REL) operations, performing a nondestructive inspection (NDI) for cracks, replacing any unairworthy MRS, and establishing retirement lives for each REL MRS. This new AD retains some of the requirements of AD 98-26- 02 but determines a new retirement life for each MRS, expands the applicability to include additional helicopters, and requires removing from service any MRS with oversized dowel pin bores. This AD was prompted by the manufacturer's reevaluation of the retirement life for the MRS based on torque, ground-air-ground (GAG) cycle, and fatigue testing. We are issuing this AD to prevent MRS structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
86-14-09: 86-14-09 BRITISH AEROSPACE AVIATION GROUP: Amendment 39-5348. Applies to all Model BAe HS 748 airplanes on which Modification 6909 has not been incorporated, certificated in any category. Compliance is required within the next 500 flight hours time-in-service after the effective date of this AD, unless accomplished within the last 500 flight hours time-in-service, and thereafter at intervals not to exceed 1000 flight hours time-in-service. To prevent the loss of autofeather capability, accomplish the following: A. Inspect the microswitch rocker arm assemblies in accordance with BAe Service Bulletin 76/15, Revision 3, dated November 1983. Replace any cracked rocker arm assemblies prior to further flight. B. The installation of modified rocker arm assemblies, in accordance with BAe Service Bulletin 76/15, Revision 3, dated November 1983, terminates the requirement for the inspection called for in paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.
89-11-07: 89-11-07 McDONNELL DOUGLAS: Amendment 39-6222. \n\n\tApplicability: McDonnell Douglas Model DC-6, -6A, -6B, R6D, C-118A (Military), and DC-7 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect stress corrosion cracks and to prevent failure of the wing center spar main landing gear fittings, accomplish the following: \n\n\tA.\tWithin one month after the effective date of this AD, unless already accomplished within the last five months, and thereafter at intervals not to exceed 500 hours time-in-service or one year, whichever occurs first, perform a dye penetrant inspection of the wing center spar main landing gear fittings around the bore and up to the wing lower skin, paying particular attention to the milled pocket in the outboard fitting, in accordance with Douglas Rework Drawing SR 06578001, "NC." After each inspection, apply LPS-3 corrosion inhibiting oil or equivalent to each fitting. After thefirst dye penetrant inspection, later inspections may be accomplished by using the following procedure: \n\n\t\t1.\tClean the LPS-3 using the best available cleanser, \n\n\t\t2.\tConduct a dye penetrant inspection, and, if unsuccessful, \n\n\t\t3.\tConduct a visual inspection. \n\n\tB.\tIf a crack is found as a result of the inspection required by paragraph A., above, prior to further flight, accomplish the following: \n\n\t\t1.\tIf a crack is found inside the recessed pocket areas, perform an eddy current inspection to determine if the crack extends above or below the recessed pocket areas. \n\n\t\t2.\tIf cracks are found inside the recessed pocket areas which are within the limits shown on McDonnell Douglas Rework Drawing SR 06578001, "NC," dated July 25, 1988, accomplish the trimout rework in accordance with that drawing. For a period of one year thereafter, conduct inspections in accordance with paragraph A. at intervals not to exceed three months. Thereafter, conduct inspections at intervals not to exceed 500 hours time-in-service or one year, whichever occurs first. \n\n\t\t3.\tIf cracks are found in the main landing gear cylinder bore or cracks are found which extend beyond the rework limits shown on McDonnell Douglas Rework Drawing SR 06578001,"NC," dated July 25, 1988, replace the fitting(s) with airworthy parts prior to further flight. If cracked fittings are replaced with new fittings made from 7075-T6 forging material, inspect the fittings in accordance with paragraph A., above, within 60 months after installation and thereafter at intervals not to exceed 12 months. \n\n\tC.\tInstallation of new fittings made of 7050-T7452 hand forging material constitutes terminating action for the inspections required by this AD. \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, 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 will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to comply with the repair requirement of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft CertificationOffice, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6222, AD 89-11-07) becomes effective on June 23, 1989.
2019-14-13: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports of uncommanded fore/aft movements of the Captain's and First Officer's seats. This AD requires an identification of the part number, and if applicable the serial number, of the Captain's and First Officer's seats, and applicable on- condition actions. This AD also requires a one-time detailed inspection and repetitive checks of the horizontal movement system of the Captain's and First Officer's seats, and applicable on-condition actions. This AD also provides an optional terminating action for the repetitive checks of the horizontal movement system for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
74-24-04: 74-24-04 LOCKHEED: Amendment 39-2015. Applies to all Model 382 series airplanes, Serial Numbers 3946 and 4101 through 4298, certificated in all categories, except those airplanes which have been modified in accordance with STC ST441SO, or equivalent. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent cracks in the lower center wing section, modify the wing in accordance with Lockheed Service Bulletin 382-121, or later FAA approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective November 20, 1974.
2015-21-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. This AD requires a detailed inspection of the girt installation of each escape slide and slide raft, and corrective action if necessary. This AD was prompted by a report of incorrect installation of the girt panel on passenger doors and an incorrectly installed quick release (girt) bar into the [[Page 63081]] girt panel of the slide raft. We are issuing this AD to detect and correct incorrect girt installation of the escape slide and slide raft, which could prevent slide deployment during an emergency, and result in reduced evacuation capacity from the airplane and possible injury to occupants.
88-17-03: 88-17-03 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5943. Applies to IO-520- BA, BB, IO-550-B, and TSIO-520-BE, LB, UB, and WB series engines equipped with air conditioners. Compliance is required as specified in the body of the AD, unless already accomplished. To prevent possible starter adapter shaftgear assembly failure, accomplish the following: (a) Before further flight, remove the top engine cowl and gain access to the air conditioner (freon compressor) drive pulley and with a light and mirror, determine if the sheave attach nut is a steel locking type (Reference paragraph II of TCM Service Bulletin (SB) M87-24, dated December 15, 1987). (1) If the nut is a steel locking type, remove the freon compressor drive belt. (2) If the nut is castellated, determine via log books and maintenance records that the castellated nut is the original nut and has not been substituted for a steel locking type nut. (i) If the castellated nut is the original, no further action is required. (ii) If the castellated nut is not the original, but a substitution for the original installed steel locking type nut, remove the freon compressor drive belt. (iii) If it cannot be determined that the castellated nut is the original, remove the freon compressor drive belt. NOTE: Compliance with paragraph (b) below before further flight, may be accomplished in lieu of paragraph (a) above. (b) Within the next 25 flight hours, after the effective date of this AD, remove the starter adapter assembly (starter drive assembly) and replace in accordance with the following table: Engine Model Replacement Starter Drive Assembly P/N IO-520-BA, BB, IO-550-B 642087A23R TSIO-520-LB, WB 642087A22R TSIO-520-BE 642087A24R TSIO-520-UB 646757A4R NOTE: Return the starter drive assembly (less drive sheave) to the manufacturer for replacement. (1) Install the replacement assembly in accordance with paragraph 3 of TCM SB M88-5, dated April 4, 1988, and appropriate maintenance manuals. (2) Install the drive belt and insure proper alignment of the sheaves in accordance with paragraphs 1 through 3 of TCM SB M88-6, dated April 4, 1988. (c) Replace top engine cowl. (d) Make appropriate log book entry showing compliance with this AD. NOTE: Compliance with AD 87-14-02 issued against the starter drive assembly is not required when compliance with this AD is accomplished. (e) 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. (f) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Manager, Atlanta Aircraft Certification Office, may adjust the compliance time specified in this AD. NOTES: 1. New or rebuilt TSIO-520-BE engines (used on Piper PA46-310P Malibu) shipped from TCM as a replacement engine in conjunction with compliance to AD 87-26-08 (TCM SB M87-25) should not order a replacement starter drive assembly as these engines already have the replacement starter drive assembly installed. 2. Installation of the replacement starter drive assembly on the TSIO-520-BE engine (used on Piper PA46-310P Malibu) does not require engine removal (Piper Aircraft Corporation SB 876B refers to this subject). TCM SB M88-5, dated April 4, 1988, and TCM SB M88-6, dated April 4, 1988, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552 (a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. The documentsmay also be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-46, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment supersedes AD 87-26-01, Amendment 39-5882. This amendment, 39-5943, becomes effective on August 10, 1988.
69-19-01: 69-19-01 PILATUS: Amdt. 39-822. Applies to Model PC-6 Airplanes, Serial Nos. 1 through 701, 2001 through 2018, 2023, 2025 through 2029, 2040 and 2041. Compliance: Required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent rotation of pivot bolt P/N 6203.25 located at the hatch door operating bellcrank, replace with a new pivot bolt P/N 112.40.06.120 in accordance with Pilatus Service Bulletin No. 88, dated December 1968, or later Swiss Federal Air Office-approved issue, or an FAA-approved equivalent. This amendment becomes effective September 20, 1969.
2002-11-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-600, A300 B4-600R, and A300 F4-600R series airplanes (A300-600), that currently requires an inspection to detect cracks of certain attachment holes; and installation of new fasteners and follow-on inspections or repair if necessary. This amendment requires repetitive inspections to detect cracks of certain attachment holes, installation of new fasteners, follow-on inspections or repair if necessary, and modification of the angle fittings of frame FR47. This amendment revises the applicability of the existing AD. The actions specified by this AD are intended to prevent fatigue cracking of the forward fitting of fuselage frame FR47, which could result in reduced structural integrity of the frame.
70-14-01: 70-14-01 BELL: Amdt. 39-1022 as amended by Amendment 39-1065. Applies to all Bell Model 47D-1, 47G, 47G-2, and 47H-1 helicopters certificated in all categories and to any other helicopters equipped with duplex pitch change bearings, P/N 47-641-131-1. Compliance required as indicated. To prevent possible failure of tail rotor duplex pitch change bearing and to correct any improper installation of the duplex bearing and delta hinge bolts: (a) Inspect all duplex pitch change bearings within the next 50 hours time in service after the effective date of this AD, unless already accomplished, as follows: (1) Remove tail rotor assembly. (2) Remove and disassemble the tail rotor drive head assembly to expose the duplex bearings and guide sleeve, P/N 47-641-040 or 47-641-130. (3) Inspect the outside surface of the guide sleeve for scoring. (4) Inspect the duplex bearing for roughness. (5) Replace the duplex bearing before further flight as specified in subparagraphs (b)(3) and (4) if the guide sleeve is scored or if the bearing is rough. (6) Install the tail rotor assembly and check rigging and tracking as described in subparagraph (b)(5). (b) Remove and replace duplex pitch change bearings with 450 or more hours time in service on the effective date of this AD within the next 150 hours time in service, as follows: (1) Remove tail rotor assembly, (2) Remove and disassemble the tail rotor drive head assembly, (3) Assemble and install the tail rotor drive head assembly, using a new duplex bearing, P/N 47-641-131-1, in accordance with the procedures specified in Paragraphs 6.63(j) and (k) in the Model 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, as revised August 15, 1961, or in accordance with FAA approved equivalent procedures. (4) Lubricate the bearing and sleeve with grease, MIL-G-25537 or equivalent. (5) Install the tail rotor assembly and check rigging and tracking in accordance with the procedures specified in Paragraphs 6-17(a) through (h) or 6-18(a) through (g) of the appropriate manual or in accordance with FAA approved equivalent procedures. (c) Remove and replace duplex pitch change bearings with less than 450 hours time in service on the effective date of this AD prior to accumulating 600 hours time in service, in accordance with the procedures described in subparagraphs (b)(1) through (5) above. (d) Remove and replace all replacement duplex pitch change bearings prior to accumulating 600 hours time in service. Amendment 39-1022 effective August 10, 1970. This Amendment (39-1065) becomes effective August 17, 1970.
2015-18-04: We are adopting a new airworthiness directive (AD) for certain CFM International S.A. (CFM) CFM56-7B and CFM56-3 turbofan engines. This AD was prompted by a report of an uncommanded in-flight shutdown (IFSD) on a CFM CFM56-7B engine following rupture of the 73-tooth gearshaft located in the engine accessory gearbox (AGB). This AD requires AGB/transfer gearbox (TGB) magnetic chip detector (MCD) inspection of the affected gearshafts until removal. We are issuing this AD to prevent failure of certain engine AGB gearshafts, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
98-10-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the aft avionic fan. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the aft avionic fan due to inadequate cooling airflow through the fan housing, which could result in failure of the avionics equipment.
2002-10-14: This amendment adopts a new airworthiness directive (AD) that is applicable to Bombardier-Rotax GmbH 914 F series reciprocating engines. This action requires initial and repetitive inspections of certain exhaust bend assemblies, which are located between the cylinder heads and exhaust manifold assembly. This amendment is prompted by reports of cracks found in exhaust bend assemblies. The actions specified in this AD are intended to prevent carbon monoxide from entering the cabin and also to prevent the possibility of an engine fire.
73-20-05: 73-20-05 de HAVILLAND: Model DHC-6. Amdt. 39-1725. Applies to de Havilland Model DHC-6 Twin Otter Floatplanes, all Series, certificated in all categories, equipped with Canadian Aircraft Products Model 12000A or 12000B Floats installed prior to Float Serial No. 71. 1. Compliance is required within the next ten hours in service from the effective date of this Airworthiness Directive, unless already accomplished. To prevent loosening and subsequent pullout failure of certain float to fuselage bolts, comply with accomplishment instruction of de Havilland Service Bulletin 6/296, Revision A, dated May 11, 1973, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective October 3, 1973.
65-28-04: 65-28-04 MAULE: Amdt. 39-166 Part 39 Federal Register December 14, 1965. Applies to Model M-4-210 Airplanes, Serial Number 1001 through 1035. Compliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To prevent loss of engine power due to fuel starvation, modify the fuel system in accordance with Maule Service Letter No. 7, dated June 15, 1965, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective January 13, 1966.
89-23-06 R1: This amendment revises an existing airworthiness directive (AD), applicable to CFM International (CFMI) CFM56-2, -3, -3B, -3C, and -5 series turbofan engines, that currently requires repetitive magnetic chip detector (MCD) inspections and removal from service of certain No. 3 bearings. This amendment removes the requirement for MCD inspections for certain No. 3 bearings if the bearing has 6,000 or more hours time in service since new, extends the removal from service date for certain No. 3 bearings, changes the inspection interval for certain No. 3 bearings, deletes a specific No. 3 bearing part number, and replaces reference to specific maintenance manuals with service bulletins. Other requirements of the current AD remain unchanged and are carried over into this revised AD. This amendment is prompted by additional data that demonstrates a reduced bearing failure rate after a period of time in service; therefore, an acceptable level of safety can be maintained with a relaxation of some of the current AD requirements. The actions specified by this AD are intended to prevent a No. 3 bearing failure, and a subsequent inflight engine shutdown.
2015-20-03: We are superseding airworthiness directive (AD) 2014-14-02 for certain Pratt & Whitney Canada Corp. (P&WC) PW120, PW121, PW121A, PW124B, PW127, PW127E, PW127F, PW127G, and PW127M turboprop engines. AD 2014-14-02 required removal of the O-ring seal from the fuel manifold fitting. This new AD requires replacement of the fuel nozzle and the fuel manifold flow adapter. This AD was prompted by reports of fuel leaks at the interface between the fuel manifold and the fuel nozzle that resulted in engine fire. We are issuing this AD to correct the unsafe condition on these products.
98-09-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Diamond Aircraft Industries (Diamond) Models HK 36 TTS and HK 36 TTC sailplanes. This AD requires inspecting the engine turbocharger oil-pressure line for the correct banjo bolt. The correct banjo bolt will have a valve seat, instead of a built-in orifice. If the banjo bolt does not have a valve seat, then this action will require replacing the banjo bolt with one that has a valve seat, and repairing or replacing the turbocharger. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Austria. The actions specified by this AD are intended to prevent possible loss of engine power, which could result in possible loss of control of the sailplane.
2015-20-10: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model GVI airplanes. This AD was prompted by reports of corrosion on in-service air non-return valves. This AD requires a revision to the Emergency Procedures section of the airplane flight manual (AFM). This AD also requires a revision to the maintenance or inspection program, as applicable, to incorporate airworthiness limitations for the high pressure (HP) Stage 5 air non- return valves. We are issuing this AD to ensure the flightcrew is provided with [[Page 61089]] procedures to mitigate the risks associated with failure of the HP Stage 5 air non-return valve. Failure of the HP Stage 5 air non-return valve in the open position could result in engine instability and uncommanded in-flight shutdown.
2002-10-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires replacing certain flight warning computers (FWCs) with improved FWCs. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erroneous display of decision height information to the flightcrew during final approach, which could result in an increased risk of collision with terrain.
2015-20-08: We are adopting a new airworthiness directive (AD) for all Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of defective fire extinguisher tubes. It was determined the defects were caused by corrosion. This AD requires repetitive general visual inspections of the fire extinguisher tubes for cracking and corrosion, and replacement of any cracked tube with a serviceable tube, if necessary. We are issuing this AD to detect and correct cracking and corrosion in the fire extinguisher tubes, which could impact the capability to extinguish an engine fire, and possibly result in damage to the airplane and injury to the passengers.