Results
86-19-01: 86-19-01 BOEING: Amendment 39-5394. Applies to Model 747-100SR series airplanes listed in Section 3.0 of Boeing Document No. D6-35655 "Supplemental Structural Inspection Document" (SSID), approved March 22, 1986, certificated in any category. Compliance is required as indicated in the body of the AD.\n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following, unless already accomplished:\n\n\tA. Within one year after the effective date of the AD, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required damage tolerance rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document D6-35655, approved March 22, 1986, or later FAA-approved revisions. The required DTR value for each SSI is listed in the document. The revision to the maintenance program must include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\tB. Cracked structure must be repaired before further flight in accordance with an FAA-approved method.\n\n\tC. 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.\n\n\tD. 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tE. Operators who have acceptably incorporated Boeing Document No. D6-35655, approved March 22, 1986, or later FAA-approved revisions, into their approved maintenance program are exempt from 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207.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 becomes effective September 22, 1986.
99-06-11: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires inspecting the elevator bias spring assembly for correct installation and to assure that the correctly manufactured bias spring is installed. This AD also requires replacing any incorrectly manufactured bias spring, reworking any incorrectly installed bias spring assembly, inspecting the link assembly for distortion or damage, and replacing any distorted and/or damaged parts. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the bearings in the elevator down bias spring assembly caused by the installation of an incorrectly manufactured bias spring or damage or distortion to the assembly, which could result in reduced or loss ofcontrol of the airplane.
2018-20-01: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1B21, LEAP-1B23, LEAP-1B25, LEAP-1B27, LEAP-1B28, LEAP-1B28B1, LEAP-1B28B2, LEAP-1B28B2C, LEAP-1B28B3, LEAP- 1B28BBJ1, and LEAP-1B28BBJ2 turbofan engines with a certain high- pressure turbine (HPT) stator case (HPT cases) installed. This AD requires removal of affected HPT cases from service and their replacement with a part eligible for installation. This AD was prompted by the discovery of a quality escape at a manufacturing facility involving unapproved welds on HPT cases. We are issuing this AD to address the unsafe condition on these products.
86-17-05 R1: 86-17-05 R1 BOEING: Amendment 39-5391 as amended by Amendment 39-5714. Applies to Boeing Model 727-200 series airplanes equipped with the Number 3 cargo door, certificated in any category, listed in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986. \n\n\tTo detect cracks in the forward frame of the Number 3 cargo door cutout, accomplish the following: \n\n\tA.\tWithin the next 300 landings after the effective date of this AD or prior to accumulating 29,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraph C. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tB.\tWithinthe next 300 landings after the effective date of this AD or prior to accumulating 35,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraphs D. and E. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tC.\tRepair, prior to further flight, any cracks detected in the forward frame of the Number 3 cargo door cutout, in accordance with paragraph G. of the Accomplishment Instructions in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. Reinspect, at intervals not to exceed 2,200 landings, all areas of the forward frame not covered by the repair, in accordance with the Accomplishment Instructions of paragraphs C., D., and E. of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. \n\n\tD.\tModification of uncracked frames in accordance with Figure 2 of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions constitutes terminating action for repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance or adjustment of compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial 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. \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 98124-2207. 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\tAmendment 39-5391 became effective September 5, 1986, and superseded AD 84-21-04, Amendment 39-4938. \n\tThis Amendment 39-5714 becomes effective September 3, 1987.
2006-05-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) models RB211 Trent 768-60, Trent 772-60, and Trent 772B-60 turbofan engines. This AD requires initial and repetitive borescope inspections of the high pressure-intermediate pressure (HP- IP) turbine bearing internal oil vent tube, scavenge tube, and tube heat shields for wear and cracking, and removing tubes from service if found with any cracks beyond serviceable limits. This AD also requires installation of a new or modified HP-IP turbine bearings support as terminating action for the repetitive borescope inspections. This AD results from two reports of RR RB211 Trent 700 series engines found with the HP-IP internal oil vent tube and scavenge tube fretted by damaged heat shields on the tubes. We are issuing this AD to prevent oil ejecting from the HP-IP turbine bearings chamber and igniting. Burning oil can cause the intermediate pressure (IP) shaft to fracture, the IP turbine to overspeed, and possible uncontained failure of the engine.
2000-02-38: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, and A310 series airplanes, equipped with a welded auxiliary power unit (APU) fuel feedline adapter. That AD currently requires repetitive dye penetrant inspections to detect cracks, rupture, or fuel leaks of the fuel feedline adapter; and replacement of the adapter, if necessary. That AD also provides for optional terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. 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 fuel leakage in the APU compartment, which could result in a fire in the APU compartment.
2018-21-12: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-2B67, -2B67B, and -2B67/P turbofan engines. This AD was prompted by low-cycle fatigue (LCF) cracking of the fuel manifold leading to an engine fire. This AD requires removal from service of certain fuel manifolds at the next engine shop visit and their replacement with parts eligible for installation. We are issuing this AD to address the unsafe condition on these products.
77-14-19: 77-14-19\tMCDONNELL DOUGLAS: Amendment 39-2971. Applies to Model DC-9-10, -20, -30, -40, -50 series and VC-9C (DC-9-32) airplanes certificated in all categories, fuselage numbers, F/N-1 thru F/N-837, which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin 54-30 dated January 19, 1977, or later FAA approved revisions.\n \n\tCompliance required as indicated.\n\n\tTo detect fatigue cracks and/or failure of the engine pylon front spar attachments and upper cap, accomplish the following: \n\n\t(a)\tWithin the next 1800 flight hours after the effective date of this AD, or before accumulating 9800 total flight hours, whichever occurs later, unless already accomplished within the last 1800 flight hours, and thereafter at intervals not to exceed 3600 flight hours from the last inspection, accomplish radiographic and ultrasonic or eddy current inspections in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\tFor those operators who have conducted only the radiographic inspections per Douglas All Operators Letter, AOL 9-835, dated October 30, 1974, perform the ultrasonic or eddy current inspection, and thereafter, the radiographic and ultrasonic or eddy current inspection per the requirements of this AD, as applicable. \n\n\t(b)\tIf cracks or failures are found, before further flight, accomplish the modification described in Condition II in Douglas Service Bulletin 54-30 in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(c)\tThe inspections required by paragraph (a) may be discontinued for that pylon(s) upon accomplishment of either or both modifications (Condition I; Condition II) specified in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(d)\tEquivalent inspection procedures and modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(e)\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this A.D.\n \n\tThis amendment becomes effective August 23, 1977.
84-20-03 R1: 84-20-03 R1 BOEING: Amendment 39-4923 as amended by Amendment 39-5183. Applies to Model 737 series airplanes, certificated in any category, as listed in Boeing Service Bulletin 737- 53-1075, Revision 1, dated September 2, 1983, with more than 20,000 flight hours time in service or 7 years since manufacture, whichever occurs first. Compliance is required as indicated. To ensure the continuing structural integrity of the aft pressure bulkhead, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, unless already accomplished within the last 21 months, visually inspect the B.S. 1016 pressure bulkhead for cracks and corrosion in accordance with Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or later FAA approved revisions. Remove any obstruction to the drain hole in the frame chord and replace any deteriorated leveling compound as noted in the service bulletin. Treat the area of inspection with corrosion inhibitor, BMS 3-23, or equivalent. \n\n\tB.\tAccomplish the drain hole enlargement specified in the service bulletin, within one year following the effective date of this amendment. \n\n\tC.\tIf cracking or corrosion is found, prior to further flight, repair in accordance with (1) Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or (2) a method approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tD.\tRepeat the visual inspections and corrosion inhibitor treatment of paragraph A, above, at intervals not to exceed 2 years time in service. \n\n\tE.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tF.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington.\n\t \n\tG.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of an operator, if the request contains substantiating data to justify the adjustment period. \n\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. These documents may also be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tAmendment 39-4923 became effective November 5, 1984.\n \tThis Amendment 39-5183 becomes effective January 20, 1986.
2000-08-53: 2000-08-53 FIREFLY AVIATION HELICOPTER SERVICES (PREVIOUSLY ERICKSON AIR CRANE CO.); GARLICK HELICOPTERS, INC.; HAWKINS AND POWERS AVIATION, INC.; INTERNATIONAL HELICOPTERS, INC.; TAMARACK HELICOPTERS, INC. (PREVIOUSLY RANGER HELICOPTER SERVICES, INC.); ROBINSON AIR CRANE, INC.; WILLIAMS HELICOPTER CORPORATION (PREVIOUSLY SCOTT PAPER CO.); SMITH HELICOPTERS; SOUTHERN HELICOPTER, INC.; SOUTHWEST FLORIDA AVIATION; UTAH STATE UNIVERSITY; WESTERN INTERNATIONAL AVIATION, INC.; and U.S. HELICOPTER, INC: Docket No. 2000-SW-08-AD. Supersedes AD 89-17-03, Amendment 39-6251, Docket No. 88-ASW-33. \n\tApplicability: Bell Helicopter Textron Inc.-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, certificated in any category. \n\n\tNOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue failure of the main rotor mast assembly (mast) or main rotor trunnion assembly (trunnion), separation of the main rotor system, and subsequent loss of control of the helicopter, accomplish the following: \n\n\t(a) For the main rotor mast assembly, part number (P/N) 204-011-450-001, -005, -007, -105,or -109: \n\nNOTE 2: The next higher assembly level for the affected P/N's are the 204-040-366 mast assemblies. Check the aircraft records for the appropriate P/N and assembly level. \n\t(1) Create a component history card or equivalent record for the mast within 10 hours time-in-service (TIS). \n\t(2) Determine and record the revised hours TIS to-date as follows: \n\t(i) Review the component history card or equivalent record for the mast and determine the hours TIS for each of the usage type categories (1) through (6) specified in Figure 1. \n\nFigure 1\n\n\n\n\n\n\n\t(ii) Multiply the hours TIS for each of the different usage type categories by the flight hour factors specified in Figure 2. Add the factored flight hours in column B to determine the total factored flight hours to-date. \n\n\t(iii) Record the total factored flight hours on the component history card or equivalent record and use as the revised hours TIS for the mast. \n\n\t(3) Determine and record the accumulated retirement index number (RIN) to-date as follows: \n\n\t(i) Multiply the revised hours TIS determined in accordance with paragraph (a)(2) of this AD by the RIN conversion factor specified in Figure 2 to establish the baseline accumulated RIN for the mast. \n\n\nFigure 2 \n\n\n\n\n\n\t(ii) Record the RIN on the component history card or equivalent record and use as the accumulated RIN for the mast. \n\n\t(4) Before further flight, remove from service any mast, P/N 204-011-450-001 or -005, that has 6,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(5) Before further fight, remove from service any mast, P/N 204-011-450-007, -105, or -109, that has 15,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(6) Inspect the upper and lower snap ring grooves in the damper clamp splined area of mast, P/N 204-011-450-001, -005, -007, -105, or -109, for a minimum radius of 0.020 inches around the entire circumference (See Figures 3 and 4), using a 100x or higher magnification, according to the following schedule: \n\n\tNOTE 3: The mast serial number (S/N) may include the prefix NFS or N9. \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000 RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\n\t(7) If any snap ring groove radius is less than 0.020 inches, replace the mast with an airworthy mast before accumulating 100,000 RIN or before further flight if the RIN equals or exceeds 100,000. \n\n\t(8) Inspect the upper and lower snap ring grooves of the mast, P/N 204-011-450-001, -005, -007, -105 or -109, for a burr (See Figures 3 through 5), using a 200x or higher magnification, according to the following schedule: \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first.\n \n\t(9) If a burr is found in any snap ring groove radius, replace the mast with an airworthy mast before accumulating 170,000 RIN or before further flight if the RIN equals or exceeds 170,000. \n\n\n\n\nFigure 3\nMain Rotor Mast\n\n\n\n\n\n\n\nFigure 4\nSnap Ring Groove/Spline Intersection\n\n\n\n\n\n\n\n\n\n\nCutaway View Looking Down From Inside Snap Ring Groove\nTypical Burrs at Snap Ring Groove / Spline Intersection\nBurrs to be Inspected at 200x Minimum Magnification\n\n\nFigure 5\nTypical Burr at Snap Ring Groove\n\n\n\t(10) Thereafter, calculate the accumulated RIN for the mast, P/N 204-011-450-001, -005, -007, -105, or -109, for all future torque events. Increasethe accumulated RIN count on the component history card or equivalent record using the RIN values specified in Figure 2 for each takeoff and external load lift. \n\n\t(11) After accomplishing the requirements of paragraphs (a)(1) and (a)(2) continue to count mast hours TIS. Count 10 hours TIS for each hour TIS that the helicopter is operated with a hub spring installed. \n\n\t(12) For the mast, P/N 204-011-450-001 or -005, this AD establishes a retirement life of 6,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(13) For the mast, P/N 204-011-450-007, -105, or -109, this AD establishes a retirement life of 15,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(b) Within 10 days after completing the inspections required by this AD, complete the AD compliance inspection report form, Appendix 1, with the requested information, and send it to the attention of the Manager, Rotorcraft Certification Office, Federal Aviation Administration, Fort Worth, Texas, 76193-0170,USA. Reporting requirements have been approved by the Office of Management and Budget and assigned OMB control number 2120-0056. \n\n\t(c) For the main rotor trunnion assembly, P/N 204-011-105-001: \n\n\t(1) Remove any trunnion with 14,900 or more hours TIS from service within the next 100 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed. \n\t(2) Remove any trunnion with less than 14,900 hours TIS from service at or before 15,000 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed.\n \n\tNOTE 4: The intent of paragraph (c) is to continue the requirements of AD 89-17-03 for the trunnion. \n\n\t(d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. \n\n\tNOTE 5: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Certification Office. \n\n\t(e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished.\n \n\t(f) Emergency AD 2000-08-53, issued April 26, 2000, becomes effective upon receipt. \n\n\n\nAPPENDIX 1 \n\nAD COMPLIANCE INSPECTION REPORT FORM \nP/N 204-011-450-001/-005/-007/-105/-109 MAIN ROTOR MAST \n\nComplete the following information and mail or fax this form to: \n\nManager, Rotorcraft Certification Office \nFederal Aviation Administration \nFort Worth, Texas, 76193-0170, USA \nFax: 817-222-5783 \n\nOperator Name:Aircraft Registration No.: \n\nHelicopter Model: \n\nHelicopter S/N: \n\nMast P/N: \n\nMast S/N: \n\nMast RIN: \n\nMast Total TIS: \n\nInspection Results: \n\n1. Were any radii during inspection of this mast determined to be less than 0.020 inches? If yes, what was the dimension measured? \n\n2. Was a burr found in the inspected snap ring grooves? \n\n3. Who performed this inspection? \n\n4. Provide any other comments:
99-06-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires an electrical continuity test of the discharge circuit for the cargo compartment fire extinguisher bottle to detect any cross-connection of the electrical wires in the cargo compartment discharge circuit, and corrective actions, if necessary. 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 incorrect distribution of fire extinguishing chemicals in the event of a fire in the cargo compartment, which, if unconfined, could spread beyond the cargo compartment.
99-19-31: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires repetitive inspections to detect cracking of the right inboard attachment lug of the main fitting of the center landing gear (CLG), and replacement with a new or serviceable CLG, if necessary. This action also provides for replacement of the CLG with an improved CLG as an optional terminating action for the repetitive inspections. 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 detect and correct cracks in the attachment lug, which could result in failure of the CLG.
96-12-12: This amendment supersedes Airworthiness Directive (AD) 80-22-04, which currently requires the following on The New Piper Aircraft, Inc. (Piper) Models PA31, PA31-300, PA31-325, and PA31-350 airplanes: repetitively inspecting the upper section of Fuselage Station (FS) 317.75 bulkhead for cracks, and incorporating a certain reinforcement kit if any crack is found. This action requires inspecting (one-time) the upper section of the FS 317.75 bulkhead for cracks, and incorporating one of two reinforcement kits depending on whether cracks are found in the FS 317.75 bulkhead area. Cracks found on airplanes in compliance with the inspection requirements of AD 80-22-04 and the Federal Aviation Administration's policy on aging commuter-class aircraft prompted this action. The actions specified in this AD are intended to prevent structural failure of the vertical fin forward spar caused by cracks in the FS 317.75 bulkhead, which, if not detected and corrected, could result in lossof control of the airplane.
93-10-11: 93-10-11 AVIONS MUDRY & CIE: Amendment 39-8592. Docket 92-CE-20-AD. Supersedes AD 80-24-51, Amendment 39-4119 which superseded AD T80-17-51. Applicability: Model CAP 10B airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent fatigue failure of the wing spar, which could lead to loss of control of the airplane, accomplish the following: (a) For airplanes having a serial number of 263 or lower, within the next 100 hours TIS, install a permanent inspection opening in the wing in accordance with the Technical Instructions section of Avions Mudry & Cie Service Bulletin (SB) CAP10B No. 16 (ATA 57-004), dated April 27, 1992. NOTE 1: The installation specified in paragraph (a) of this AD is incorporated during production for airplanes having a serial number of 264 or higher. (b) For all serial number airplanes, within the next 100 hours TIS and thereafter at intervals not to exceed1,000 hours TIS, inspect the upper and lower wing spar caps for cracks in accordance with the Technical Instructions section of Avions Mudry & Cie SB CAP10B No. 15 (ATA 57-003), dated April 14, 1992. If cracks are found, prior to further flight, obtain a repair scheme from the manufacturer through the Manager, Brussels Aircraft Certification Office, at the address specified in paragraph (d) of this AD, and incorporate this repair scheme. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Brussels Aircraft Certification Office. (e) The inspections and installation required by this AD shall be done in accordance with Avions Mudry & Cie Service Bulletin CAP10B No. 15 (ATA 57-003), dated April 14, 1992, and Avions Mudry & Cie Service Bulletin CAP10B No. 16 (ATA 57-004), dated April 27, 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 Avions Mudry & Cie, B.P. 214, 27300 Bernay, France. Copies may be inspected at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. (f) This amendment (39-8592) supersedes AD 80-24-51, Amendment 39-4119 which superseded AD T80-17-51. (g) This amendment becomes effective on July 23, 1993.
2000-22-08: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires inspections of certain components, and corrective action, if necessary. The actions specified by this AD are intended to prevent deterioration and deformation of the mass-balance weights of the aileron, which could affect the surface balance of the aileron and result in loss of aileron control and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2018-23-14: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 series airplanes; Model A330-200 Freighter series airplanes; and Model A330-300 series airplanes. This AD was prompted by revisions to certain airworthiness limitation item (ALI) documents, which specify more restrictive instructions and/or airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive instructions and/or airworthiness limitation requirements. We are issuing this AD to address the unsafe condition on these products.
T91-11-51:
2018-24-02: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model MYSTERE-FALCON 50, MYSTERE-FALCON 900, and FALCON 900EX airplanes. This AD was prompted by reports of cracked reinforcing straps (doublers) on the ailerons of airplanes equipped with blended winglets. This AD requires repetitive detailed inspections for cracking of the upper and lower reinforcing straps on the ailerons, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
98-14-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes. This amendment requires a one-time operational test and repetitive functional tests of the free fall control mechanism of the landing gear to ensure proper release of the main landing gear (MLG), and corrective action, if necessary. This amendment also requires eventual modification of the free fall control mechanism of the landing gear, which constitutes terminating action for the repetitive functional tests. 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 malfunction of the free fall control mechanism of the landing gear, which could result in the inability to extend the MLG in the event of failure of the hydraulic extension system. DATES: Effective August 12, 1998. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of August 12, 1998.
98-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, and -231 series airplanes, that requires repetitive inspections for cracking in the transition and pick-up angles in the lower part of the center fuselage area, and corrective action, if necessary. This amendment also provides for an optional terminating modification for the repetitive inspection requirements. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking in the transition and pick-up angles of the lower part of the center fuselage, which could result in reduced structural integrity of the wing-fuselage support and fuselage pressure vessel.
2000-15-09: This amendment adopts a new airworthiness directive (AD), applicable to Honeywell International, Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Company) high pressure compressor (HPC) impellers installed on TFE731-2, -3, -4, and -5 series turbofan engines. This AD requires the removal and inspection of the HPC impeller and, if necessary, replacement of the HPC impeller with a serviceable impeller. This amendment is prompted by an incident of an uncontained impeller failure due to cracking in the seal relief area of the HPC impeller. The actions specified by this AD are intended to prevent HPC impeller failure due to fatigue cracking.
2000-01-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2-1A, B2-1C, B2-203, B2K-3C, B4-103, B4-2C, and B4-203 series airplanes, that requires modification of the wire harness routing next to the pitch artificial feel unit, and removal of the green and yellow colors from various connectors. 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 the electrical connections of the actuators of the green and yellow hydraulic systems for the pitch artificial feel unit from being cross connected due to the design of the wire harness routing, which could result in a stiff elevator control at takeoff, and consequent reduced controllability of the airplane.
2006-04-04: The FAA is adopting a new airworthiness directive (AD) for certain smoke detectors installed on various transport category airplanes. This AD requires replacing the affected smoke detectors with modified smoke detectors. This AD results from a report indicating that the affected smoke detectors can "lock up" during electrical power transfer from the auxiliary power unit to the engines. We are issuing this AD to identify and provide corrective action for a potentially inoperative smoke detector and to ensure that the flightcrew is alerted in the event of a fire.
81-09-02: 81-09-02 PICCARD BALLOON: Amendment 39-4091. Applies to Model Ax-6 Series Balloon, certified in all categories. Compliance is required as indicated, unless already accomplished. To prevent inadvertent deflation panel opening in flight, accomplish the following: (a) Prior to the next inflation, and during each subsequent preflight inspection, after the effective date of this AD: (1) Check the synthetic fastener tape, known as hook and pile (Velcro), of the deflation panel system for broken hook and pile, or deterioration caused by heat, in accordance with paragraph A of General Balloon Corporation Service Letter Number 7, dated March 17, 1981, (hereafter referred to as General Balloon Letter No. 7). (2) Repair all areas of hook and pile found to be unserviceable during check (a)(1), in accordance with paragraph G of General Balloon Letter No. 7. (3) After accomplishment of (a)(1) and (a)(2), conduct a side shear load transfer capability check of thehook and pile, in accordance with paragraph B of General Balloon Letter No. 7. If hook and pile separate, accomplish either (i) or (ii) as follows: (i) Have the side shear load transfer capability of the hook and pile retested by a rated mechanic or certified repair station, in accordance with paragraph E of General Balloon Letter No. 7, and replace all areas of hook and pile unable to sustain the side shear load with like serviceable fastener tape. (ii) Have a rated mechanic or certified repair station replace areas of hook and pile that did not pass the side shear load transfer capability check conducted in paragraph (a)(3) with like serviceable fastener tape. (4) Preflight checks conducted in accordance with Piccard Balloon Ax-6 Balloon Flight Manual (BFM) Revision No. 9, dated April 2, 1981, deletes the requirements for subsequent preflight checks specified in paragraph (a) of this AD. (b) Prior to next inflation, after the effective date of this AD, install an approved mechanical latch (i.e., a Capewell) at the apex of the balloon envelope, in accordance with the balloon manufacturer's instructions as approved by the FAA. (c) At intervals not to exceed 100 hours time in service or at each annual inspection after the effective date of this AD, whichever comes first, accomplish side shear load transfer capability test of the hook and pile fastener tape, in accordance with paragraph E of General Balloon Letter No. 7. Replace areas of degraded hook and pile fastener tape with like serviceable fastener tape. NOTE: The General Balloon Corporation Service Letter Number 7, dated March 17, 1981, is applicable to Piccard Balloon Model Ax-6, since General Balloon Corporation produces the Piccard Balloon Ax-6 under a licensing arrangement with Don Piccard Balloons, Inc., the type certificate holder. NOTE: Revision 9 to the Piccard Balloon Ax-6 Balloon Flight Manual (BFM), dated April 2, 1981, is being distributed with General Balloon Corporation Service Letter Number 7, dated March 17, 1981, or may be obtained from General Balloon Corporation, P.O. Box 1902, Newport Beach, California 92663. All repairs, modifications, and inspections stipulated in this AD must be accomplished by a rated mechanic or an FAA certified repair station. The checks required by this AD constitute preventative maintenance and may be performed by persons authorized to perform preventative maintenance under FAR 43. The checks required by this AD may be performed by a pilot with a free balloon rating. Accomplishment of the checks required by this AD are to be recorded in the balloon maintenance records. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. The 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. 553(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to General Balloon Corporation, P.O. Box 1902, Newport Beach, California 92663. These documents may also be examined at Room 6W14, FAA Western Region, 15000 Aviation Boulevard, Hawthorne, California, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C., and at FAA Western Region Office, Room 6W14. This amendment becomes effective April 23, 1981.
74-03-02: 74-03-02 BEECH: Amendment 39-1777. Applies to Model F33A (Serial Numbers CE- 436 thru CE-463 except CE-439 and CE-462); Model V35B (Serial Numbers D-9469 thru D- 9536 except D-9481, D-9532 and D-9533); Model A36 (Serial Numbers E-425 thru E-475 except E-431); Models 95-B55 and 95-B55A (Serial Numbers TC-1552 thru TC-1607 except TC-1557, TC-1558, TC-1599 and TC-1604); Models E55 and E55A (Serial Numbers TE-914 through TE-940 except TE-919, TE-920 and TE-938); and Models 58 and 58A (Serial Numbers TH-325 thru TH-383 except TH-336, TH-337, TH-363 and TH-382) airplanes. Compliance: Required as indicated, unless already accomplished per Beechcraft Service Instructions 0612-200 or later FAA-approved revisions. To check landing gear shock strut pistons for proper hardness, within the next 100 hours' time in service after the effective date of this AD, accomplish the following. A) Using a portable hardness tester, measure the hardness of the nose gear shock strut piston in an area from 1 inch to 4 inches above the nose wheel fork. The allowable hardness range is from Rockwell Scale C38 to C46 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. B) Using a portable hardness tester, measure the hardness of both main gear shock strut pistons in an area 1 inch to 4 inches above the axle socket. The allowable hardness range is from Rockwell Scale C43 1/2 to C50 1/2. If during the hardness measuring process a reading appears unreliable, make additional measurements at other spots but within the 1 inch to 4 inch area specified herein until an accurate measurement is obtained. C) If a hardness measurement is outside of the hardness range specified in Paragraphs A and/or B of this AD, prior to further flight, replace any defective landing gear shock strut piston with an airworthy piston, except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be performed, provided the landing gear remains down and locked. This amendment becomes effective February 5, 1974.