Results
2003-12-08: This amendment adopts a new airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A1/A3 and CF6- 80C2A PMC series turbofan engines. This amendment requires performing either a directional pilot valve (DPV) pressure switch moisture purge procedure and an operational check of the fan reverser or replacing the DPV assembly with a serviceable assembly and performing an operational check of the fan reverser. Thereafter, this AD requires one of these actions on a repetitive basis. This amendment is prompted by a review of fan reverser safety analyses resulting from the discovery of an undetectable failure mode of the DPV pressure switch on certain GE CF6- 80C2A and CF6-80A1/A3 engine models. The actions specified by this AD are intended to prevent inadvertent fan reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
2020-15-13: The FAA is superseding Airworthiness Directive (AD) 2017-02-07 for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK 117 C-2 and Model MBB-BK 117 D-2 helicopters. AD 2017-02-07 required a repetitive inspection and a one-time torque of each hydraulic module plate assembly attachment point (attachment point). This new AD retains the initial inspection and torque requirements of AD 2017-02-07 and requires replacing the attachment point hardware. This AD was prompted by a terminating action has been developed to address the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
2008-22-20: 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: During fatigue tests (EF3) on the A340-600, damages were found in longitudinal doubler at VTP [vertical tail plane] attachment cutout between Frame (FR) 80 and FR86. This damage occurred between 58341 and 72891 simulated Flight Cycles (FC). Due to the higher Design Service Goal and different design (e.g., doubler thickness) [of the] A330-200/-300 and A340-300 aircraft series, the damage assessment concluded [there was] potential impact on [the airplanes specified in the] applicability. * * * * * The unsafe condition is crack propagation in the VTP attachment cutout, which could reduce airplane structural integrity in the tail section. We are issuing this AD to require actions to correct the unsafe condition on these products.
99-23-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. This action requires replacement of the lighting plates of the fuel control panel and the electrical power control panel with new, improved lighting plates. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent internal short circuits in the fuel control and electrical power control panels, which could result in burning of the panels and consequent smoke in the flight deck area.
95-21-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires an inspection to ensure that various components of the retraction actuator of the nose landing gear (NLG) are secure, and an inspection of the bearing cap mounting holes for correct hole and thread length. This AD also requires a later inspection for certain discrepancies of the retraction actuator; installation of revised tolerance bushings; and correction of any discrepancy found. This amendment is prompted by reports of failure of the attachment bolts of the bearing cap of the retraction actuator of the NLG. The actions specified by this AD are intended to prevent the inability to raise or lower the NLG, or possible collapse of the NLG, due to failure of the attachment bolts of the bearing cap.
85-16-05: 85-16-05 BOEING: Amendment 39-5111. Applies to Model 727 and Model 737 series airplanes as specified in Boeing Service Bulletins 727-25-277 dated February 23, 1984, and 737- 25-1171 dated August 10, 1984, respectively, certificated in any category. To assure adequate lavatory fire protection, accomplish the following within one year after the effective date of this amendment, unless previously accomplished: \n\n\tA.\tFor Boeing Model 727 airplanes, modify lavatories in accordance with Boeing Service Bulletin 727-25-277 dated February 23, 1984, or later FAA approved revisions. \n\n\tB.\tFor Boeing Model 737 airplanes, install lavatory placards in accordance with Boeing Service Bulletin 737-25-1171 dated August 10, 1984, or later FAA approved revisions. \n\n\tC.\tAn alternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may beissued 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 Boeing Service Bulletins 727-25-277 and 737-25-1171 may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 6, 1985.
2006-09-04: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Model Falcon 900EX airplanes. This AD requires inspecting the number 2 engine left- and right-hand forward mounts for missing rivets, and installing rivets if necessary. This AD results from reports of two missing rivets in the front section of the central engine mast discovered on airplanes in service and in production. We are issuing this AD to detect and correct missing rivets in the front section of the central engine mast, which could result in reduced structural integrity of the central engine mast, possible separation of the engine from the airplane during flight, and consequent loss of control of the airplane.
2003-12-04: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and -145 series airplanes, that requires replacing the four Gamah clamp/sleeve joints on an engine bleed air duct with new threaded coupling assemblies. For certain airplanes, this AD also requires replacing the two supports for the engine bleed air duct with two new supports. The actions specified by this AD are intended to prevent hot air leaks from the bleed air duct due to disconnection of the duct joint, which could result in heat damage to components near the duct, and consequent increased risk of fire in the rear baggage compartment. This action is intended to address the identified unsafe condition.
98-24-03 R1: This amendment revises an existing airworthiness directive (AD), applicable to BMW Rolls-Royce GmbH (BRR) Models BR700-710A1-10 and BR700-710A2-20 turbofan engines. The existing AD requires initial and repetitive visual inspections of the engine compressor and combustion core fairings (also referred to as the engine core fairings) and fasteners for correct installation and damage, and verification that the engine core fairing fasteners are torqued to a higher torque value. This amendment increases the repetitive inspection interval to 150 hours time-in-service (TIS) following an initial inspection and follow-on inspection at the current 50 hours TIS interval. This amendment also requires an initial inspection and follow-on inspection at a 50 hours TIS interval following any engine core fairing or fastener removal, repair, or replacement. Repair of engine core fairings has been added as an alternate to engine core fairing replacement, and an inspection for loose engine core fairing(s) has been included to verify correct installation on the engine. Finally, this amendment adds a new paragraph in the compliance section allowing the option to incorporate redesigned core engine fairings as the terminating action to the required repetitive inspections. This amendment is prompted by results of repetitive inspections that indicate that the inspection interval can be increased safely, and by introduction of redesigned engine core fairings. The actions specified by this AD are intended to prevent engine compressor or combustion core fairing detachment and damage to the engine bypass duct, resulting in engine failure and damage to the airplane.
2006-09-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -200PF series airplanes equipped with Pratt & Whitney engines. This AD requires repetitive detailed inspections to detect and correct any gap between the strut fitting and the forward engine mount assembly and applicable related investigative actions, corrective actions, and other specified actions. This AD results from a report indicating that gaps had been found between the strut fitting and the forward engine mount assembly. We are issuing this AD to detect and correct any gaps between the strut fitting and the forward engine mount assembly of both engines, which could result in separation of the engine from the wing and subsequent loss of control of the airplane.
2003-12-01: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 777 series airplanes, that requires either a one-time inspection or a review of the airplane maintenance records for both stabilizer trim control modules (STCM) of the trim system of the horizontal stabilizer to determine if STCMs having certain serial numbers are installed; and follow-on corrective actions, if necessary. This amendment also requires eventual replacement of affected STCMs with new or reworked STCMs, which would terminate the follow-on actions. The actions specified by this AD are intended to prevent an uncommanded stabilizer trim due to simultaneous failure of two static seals on one STCM, combined with failure of the automatic shutdown function of the stabilizer trim system. Such failures could result in loss of pitch control and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2002-07-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes; and C-9 airplanes; that requires repetitive visual and x-ray inspections to detect cracks of the upper and lower corners and upper center of the door cutout of the aft pressure bulkhead; corrective actions, if necessary; and follow-on actions. For certain airplanes, the amendment also requires modification of the ventral aft pressure bulkhead. The actions specified by this AD are intended to detect and correct fatigue cracks in the corners and upper center of the door cutout of the aft pressure bulkhead, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
99-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires repetitive inspections and tests to detect missing or damaged vespel bushes on the slat system universal joint assemblies of the left- and right-hand wings; and replacement of the universal joints with new joints, if necessary. This amendment also provides for an optional terminating modification for the repetitive inspection and test requirements. This amendment is prompted by a report of loose and migrated vespel bushes and partial cracking within unsupported bush areas found on the slat system universal joint assemblies. The actions specified by this AD are intended to prevent rupture of the universal joints, which could result in inadvertent movement of the slats, and consequent reduced controllability of the airplane.
2008-12-12: 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: A complete loss of both ignition systems occurred on a DHC-3 Otter when the lock wire hole in the ignition connector plug on the firewall broke out, allowing the plug to vibrate loose. A maintenance safety feature grounds out both magneto systems through a spring-loaded safety pin incorporated into the Cannon plug. The DHC-2 system is similar in design. Subsequent to the issuance of AD CF-2001-36 a complete loss of both ignition systems occurred on a DHC-2 Beaver resulting in engine failure and subsequent forced approach and landing. Investigation by the Transportation Safety Board determined the internal failure of the magneto firewall connectorresulted in both magneto "P'' leads shorting to ground. A maintenance "safety'' feature through a spring-loaded safety pin incorporated in the firewall connector on many DHC-2 aircraft grounds out both magneto systems when the connector is disconnected. This connector type is readily identified when disconnected by the existence of three internal pins on the firewall and magneto harness side, one of which is shorted directly to ground. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective July 23, 2008. On July 23, 2008, the Director of the Federal Register approved the incorporation by reference of Viking DHC-2 Beaver Service Bulletin Number V2/0001, dated June 27, 2007; and Viking DHC-3 Otter Service Bulletin Number V3/0001, dated June 27, 2007, listed in this AD. As of December 6, 2004 (69 FR 61758, October 21, 2004), the Director of the Federal Register approved the incorporation by reference ofdeHavilland Beaver Alert Service Bulletin Number A2/53, Revision B, dated May 28, 2004; and deHavilland Otter Alert Service Bulletin Number A3/53, Revision B, dated May 28, 2004, listed in this AD.
85-25-55: 85-25-55 BOEING: Amendment 39-5326. Applies to all Model 747 series airplanes, line number 1 through 607, powered by General Electric CF6 or Pratt & Whitney Aircraft JT9D-70A turbofan engines, certificated in any category. \n\n\tTo prevent failure of the Engine Number 1 control cable which may cause loss of control of the engine, accomplish the following, unless previously accomplished: \n\n\t1.\tWithin 48 hours following receipt of this AD, and thereafter at intervals not to exceed 600 flight hours, perform inspections and repair, if necessary, in accordance with Boeing Alert Service Bulletin 747-76A-2063, Revision 1, dated December 18, 1985, or later FAA- approved revisions. \n\n\t2.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t3.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a basefor the accomplishment of inspections and modifications required by this AD. \n\n\t4.\tModification of the Engine Number 1 engine control cable in accordance with Boeing Service Bulletin 747-76-2063, dated July 12, 1985, constitutes terminating action for 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD was effective earlier to all recipients of telegraphic AD T85-25-55 issued December 20, 1985. \n\n\tThis amendment becomes effective June 23, 1986.
2020-15-01: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC 155B and EC155B1 helicopters. This AD requires modifying the wiring of the attitude and heading reference system (AHRS) connector. This AD was prompted by a report of wiring of the AHRS contrary to approved design specifications. The actions of this AD are intended to address an unsafe condition on these products.
2003-11-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing transport category airplanes listed above. This AD requires an initial inspection to identify all H-11 steel bolts on the outer chord of the body station (BS) 2360 aft pressure bulkhead between stringers 12L and 12R, follow-on repetitive inspections to identify all remaining H-11 steel bolts on the entire outer chord of the BS 2360 aft pressure bulkhead, and follow-on and corrective actions if necessary. This AD also requires eventual replacement of all H-11 steel bolts with Inconel bolts. This action is necessary to prevent broken bolts, which could result in progressive failure of the remaining bolts and consequent structural damage, rapid depressurization, and loss of control of the airplane. This action is intended to address the identified unsafe condition.
89-12-01: 89-12-01 LEARJET (Formerly GATES LEARJET): Amendment 39-6227. Applicability: The following Learjet series airplanes and serial numbers, certificated in any category: Model Number/Series Serial Number 24 24-100 through -357 25 25-003 through -373 28 28-001 through -005 29 29-001 through -004 35 35-001 through -646 36 36-001 through -058 55 55-001 through -134 Compliance: Required as indicated, unless previously accomplished. To prevent failure of drag chute upon deployment, accomplish the following: A. Within the next 10 hours time-in-service or 2 calendar weeks after the effective date of this AD, whichever occurs first, determine the manufacture date that is stamped on the drag chute riser, in accordance with the instructions provided in the following Learjet Service Bulletins: Model/Series Service Bulletin 24 or 25 24/25-342A 28 or 29 28/29-25-3A 35 or 36 35/36-25-7A 55 55-25-4A 1. If the drag chute riser isdated prior to May 1987, reidentify the riser and reinstall the drag chute and canister, in accordance with the Accomplishment Instructions of the applicable service bulletin. 2. If the drag chute riser is dated May 1987 or later, accomplish either subparagraph a. or b., below: a. Replace the suspect riser with a new riser, Learjet Part Number (P/N) 6600180- 16, or a riser dated prior to May 1987, in accordance with the applicable service bulletin; or b. Remove the riser and install a placard stating "DRAG CHUTE INOPERATIVE" on the drag chute deploy handle and drag chute mechanism, in accordance with the Accomplishment Instructions of the applicable Learjet service bulletin listed above. This placard may be removed once the drag chute riser is replaced, in accordance with paragraph A.2.a., above. B. Prior to return to service after reidentification or replacement of the drag chute riser, as required by paragraph A. of this AD, perform a drag chute control system adjustment and drag chute functional test, in accordance with paragraph 2.C.(2) (f) of the Accomplishment Instructions of the applicable Learjet Service Bulletin specified in paragraph A. of this AD (reference Learjet Maintenance Manual, Chapter 25-62-00). 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, Wichita Aircraft Certification Office, FAA, Central Region. D. 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 information from the manufacturer may obtain copies upon request to Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment (39-6227, AD 89-12-01) becomes effective on July 3, 1989.
88-11-12: 88-11-12 BOEING: Amendment 39-5890. Applies to Model 737 series airplanes listed in Boeing Service Bulletin 737-53-1051, Revision 4, dated July 30, 1987, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent rapid loss of cabin pressure resulting from undetected frame cracking, accomplish the following:\n \n\tA.\tPrior to the accumulation of 6,000 landings after June 16, 1986, visually inspect the forward and aft body frames adjacent to the forward lower cargo door for cracks, in accordance with Flight Safety Inspection Program in Boeing Service Bulletin 737-53-1051, Revision 3, dated July 12, 1985. Repeat the inspections at intervals not to exceed 4,000 landings.\n \n\tB.\tAfter the effective date of this AD, if cracks are found, prior to further flight, repair in accordance with Part III.A. or Part III.B., as applicable, of Boeing Service Bulletin 737-53-1051, Revision 4, dated July 30, 1987. \n\n\tC.\tFor airplanes that have had cracks repaired in accordance with Part III.A. of Boeing Service Bulletin 737-53-1051, initial release, dated June 16, 1978, or later FAA-approved revisions: Prior to the accumulation of 25,000 landings after the repair, and thereafter at intervals not exceed 17,000 landings, visually inspect the frames for cracks in the area of the repair in accordance with Boeing Service Bulletin 737-53-1051, Revision 3. Parts found cracked must be repaired prior to further flight in accordance with an FAA-approved repair method.\n \n\tD.\tFor airplanes that have had cracks repaired in accordance with Part III.B. of Boeing Service Bulletin 737-53-1051, Revision 3: Prior to the accumulation of 3,000 landings after effective date of this AD, replace the repair parts with new airworthy repair parts in accordance with Boeing Service Bulletin 737-53-1051, Revision 4. \n\n\tE.\tFor airplanes that have had cracks repaired in accordance with the Boeing Model 737 Structural Repair Manual,Section 51-40-3, or with Part III.B. of Boeing Service Bulletin 737-53-1051, Revision 4, or later FAA-approved revisions, or in accordance with paragraph D., above: Prior to the accumulation of 6,000 landings after the repair and thereafter at intervals not to exceed 4,000 landings, visually inspect the frames for cracks in the area of the repair in accordance with Boeing Service Bulletin 737-53-1051, Revision 4. Parts found cracked must be repaired prior to further flight, in accordance with an FAA-approved repair method. \n\n\tF.\tModification of uncracked frames in accordance with the Preventative Modification of Boeing Service Bulletin 737-53-1051, Revision 3, dated July 12, 1985, constitutes terminating action for the requirements of this AD. \n\n\tG.\tAirplanes with cracked frames may be flown unpressurized in accordance with FAR 21.197 and 21.199 to a maintenance base for repairs or replacement required by this AD. \n\n\tH.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tI.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents 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. \n\n\tThis amendment supersedes AD 86-09-06, Amendment 39-5307. \n\n\tThis amendment, 39-5890, becomes effective June 27, 1988.
85-16-02: 85-16-02 McDONNELL DOUGLAS: Amendment 39-5108. Applies to McDonnell Douglas Model DC-10 series airplanes, certificated in any category, which are listed in McDonnell Douglas Alert Service Bulletin A24-131, dated July 17, 1985. Compliance required within 15 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent hydraulic line damage and/or arcing of the electrical wiring installation associated with the lower galley hot entree cart, accomplish the following: \n\n\tA.\tInspect the lower galley electrically heated hot entree cart wiring and conduit installation in accordance with Douglas Alert Service Bulletin A24-131, dated July 17, 1985, or later FAA approved revision, Accomplishment Instructions A and B. Install or replace parts as necessary. \n\n\tB.\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\tC.\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 these 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, C1-750 (54-60). These documents also 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 becomes effective August 19, 1985.
2003-11-14: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-34- 200T, PA-34-220T, PA-44-180, and PA-44-180T airplanes that have a model 91E92-1 or model 91E93-1 combustion heater fuel pump installed. This AD requires you to accomplish a one-time inspection of the combustion heater fuel pumps for fuel leakage. If leakage is found, repair or replace the fuel pump. This AD is the result of recent reports of fuel leakage. The actions specified by this AD are intended to correct quality control problems with the heater fuel pump, which could result in failure of the heater fuel pump. Such failure could lead to fire or explosion in the cockpit.
86-15-03: 86-15-03 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-5354. Applies to Model MU-2B, MU-2B-10, MU-2B-15, MU-2B-20, MU-2B-25, MU-2B-26 (Serial Numbers (S/N) 008 through 347 except S/Ns 313 and 321); MU-2B-30, MU-2B-35, MU-2B-36 (S/Ns 501 through 696 except S/Ns 652 and 661) airplanes with U.S. Type Certificate No. A2PC, with certain nose landing gear strut assemblies installed, certificated in any category. (This AD does not apply to MU-2B series airplanes having serial numbers with "SA" suffix.) Compliance: Required as indicated, unless already accomplished. To preclude failure of the nose landing gear (NLG) strut assembly with part numbers and serial numbers listed in MHI MU-2 Service Bulletin (S/B) 181 Revision B, dated April 8, 1985 (hereafter referred to as S/B 181) installed, accomplish the following: (a) For those airplanes with NLG strut assemblies having 4000 or more hours time- in-service (TIS) on the effective date of this AD, within the next 200 hours TIS, and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I of S/B No. 181. (b) For those airplanes with NLG strut assemblies having less than 4,000 hours TIS on the effective date of this AD; (1) For the outer cylinder assembly, within the next 200 hours TIS and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I, of S/B No. 181. (2) For the trunnion and the axle assembly, prior to achieving 4,200 hours total TIS and thereafter at intervals not to exceed 200 hours TIS from the last inspection, inspect for cracks using magnetic flux inspection method or fluorescent penetrant inspection method in accordance with "INSTRUCTIONS," Part I of S/B No. 181.(c) If cracks are found during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, replace the cracked parts with serviceable parts marked "SP" in accordance with "INSTRUCTIONS," Part II of S/B No. 181. (d) Installation of the outer cylinder assembly, axle assembly or trunnion marked "SP" is terminating action for the repetitive inspection for that particular part. When all affected parts are replaced in accordance with Part II, permanently identify the NLG strut assembly with "SB 181" in vicinity of the NLG assembly part number. (e) Special flight permits may be issued in accordance with FAR Section 21.197 to ferry aircraft to a maintenance base in order to accomplish this AD. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Western Aircraft Certification Office, ANM-170W, Northwest Mountain Region, FAA, Post Office Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. Allpersons affected by this AD 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 (Licensee for Mitsubishi), 9709 East Central, Post Office Box 85, Wichita, Kansas 67201, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment supersedes Amendment 39-3892 (45 FR 54729) as amended by Amendment 39-3956 (45 FR 70227), AD 80-18-12 R1. This amendment becomes effective August 13, 1986.
2020-12-11: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-111, -112, -113, -114, -115, -151N, and -153N airplanes; Model A320-251N, -252N, -253N, -271N, -272N, and -273N airplanes; and Model A321-251N, -251NX, -252N, -252NX, -253N, \n\n((Page 41178)) \n\n-253NX, -271N, -271NX, -272N, and -272NX airplanes. This AD was prompted by a report of a non-stabilized approach followed by an automatic go-around, which led to an airplane pitch-up attitude and resulted in an auto-pilot disconnection. This AD requires revising the airplane flight manual (AFM) and applicable corresponding operational procedures to limit the use of speed brakes in certain airplane configurations and informing all flight crews, thereafter, to operate the airplane with limitations accordingly, 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.
99-24-05: This amendment supersedes an existing emergency priority letter airworthiness directive (AD), applicable to ECD Model BO-105CB-5 and BO-105-CBS-5 helicopters, that currently requires, before further flight, creating a component log card or equivalent record and determining the calendar age and number of flights on each tension-torsion (TT) strap. This amendment requires the same actions as the emergency priority letter AD and additionally clarifies the compliance time requirements specified in the emergency priority letter AD. This amendment is prompted by an accident in which a main rotor blade (blade) separated from an ECD Model MBB-BK 117 helicopter due to fatigue failure of a TT strap. The same part number TT strap is also used on the ECD Model BO-105 helicopter. The actions specified by this AD are intended to prevent failure of a TT strap, loss of a blade, and subsequent loss of control of the helicopter.
87-03-01: 87-03-01 SHORT BROTHERS, PLC: Amendment 39-5510. Applies to Model SD3-30 airplanes listed in Short Brothers, PLC, Service Bulletin SD330-28-33, Revision 1, dated January 1, 1986, certificated in any category. To prevent fuel leaks into the passenger cabin, accomplish the following, unless previously accomplished: 1. Within 9 months after the effective date of this AD, modify the fuel containment system in accordance with Short Brothers, PLC, Service Bulletin SD330-28-33, Revision 1, dated January 1, 1986. 2. 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. 3. 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 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia, 22202-3702. 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.