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2012-21-19: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 freighter series airplanes; Model A330-200 and - 300 [[Page 65813]] series airplanes; and Model A340-200 and -300 series airplanes. This AD was prompted by reports of ram air turbine (RAT) pump failure. This AD requires inspecting the RAT pump anti-stall valve for correct setting, re-identifying the RAT pump, performing a functional ground test of the RAT, and replacing the RAT pump or the RAT assembly with a serviceable part if necessary. We are issuing this AD to detect and correct malfunction of the RAT pump, which could lead to in-flight loss of the RAT-pump pressurization, possibly resulting in reduced control of the airplane.
2012-21-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by reports of deformation at the neck of the pressure regulator body on the oxygen cylinder and regulator assemblies (CRAs), and an electrical wiring harness in the area of the oxygen cylinder with no protective conduit sleeving. This AD requires inspecting to determine if certain oxygen pressure regulators are installed and replacing oxygen CRAs containing pressure regulators that do not meet the required material properties. This AD also requires inspecting for damaged wiring, and repairing or replacing wiring if necessary. We are issuing this AD to prevent rupture of the oxygen cylinder, which in the case of cabin depressurization, would lead to oxygen not being available when required; and to detect and correct unprotected wiring that could chafe against the oxygen system components or surrounding structure in the area, and lead to electrical arcing and an oxygen-fed fire.
76-03-07: 76-03-07 BEECH: Amendment 39-2515. Applies to Models 200 and A100-1 (Serial Numbers BB-2 through BB-58) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude loss of rudder control, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: A) Inspect the P/N 101-524062-1 aft rudder push rod assembly for loose rivets securing the adapters to the aluminum tube in accordance with Beechcraft Service Instruction 0778-153, dated January, 1976, or later approved revisions. Replace any aft rudder push rod assembly having this condition with airworthy P/N 101-524062-1 aft rudder push rod assembly or P/N 101-524265-1 aft rudder push rod assembly. B) If a loose rivet or other defect is found as a result of the inspection required herein provide the FAA with written notification thereof utilizing Malfunction and Defect Report (FAA Form 8330-2) describing the condition and giving the total operating time on the airplane or part at the time of discovery (Reporting approved by the Office Management and Budget under OMB No. 04-R0174). C) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective February 20, 1976.
93-10-07: 93-10-07 TEXTRON LYCOMING: Amendment 39-8587. Docket 91-ANE-53. Applicability: Textron Lycoming ALF502R and ALF502L series turbofan engines installed on but not limited to British Aerospace BAe-146 and Canadair Challenger CL-600 aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent corrosion and cracking of the third stage compressor disks, that could result in engine failure, accomplish the following: (a) Repair and mark, or replace, third stage compressor disks, Part Number (P/N) 2-101-263-02, P/N 2-101-263-05, P/N 2-101-263-09, P/N 2-101-263-R10, or third stage disk assemblies P/N 2-101-630-04, P/N 2-101-630-05, P/N 2-101-630-08; at the next part exposure, after the effective date of this AD, but no later than, 7,500 cycles since new, in accordance with Textron Lycoming Service Bulletin No. ALF502R 72-259, dated August 13, 1991, or Service Bulletin No. ALF502L 72-259, dated August 13, 1991, as applicable. (b) 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (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) The repairing and marking, or replacement shall be done in accordance with the following Textron Lycoming service bulletins: Document No. Pages Date ALF502R 72-259 1-5 August 13, 1991 Total pages: 5 ALF502L 72-259 1-5 August 13, 1991 Total Pages: 5 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 Textron Lycoming, Stratford Division, 550 Main Street, Stratford, CT 06497-7593. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (e) This amendment becomes effective on August 10, 1993.
47-21-11: 47-21-11 REPUBLIC: (Was Mandatory Note 1 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 174, Inclusive. Compliance required prior to July 1, 1947. In order to prevent short circuiting of terminal studs on the firewall, remove each stud, enlarge the hole (0.316 drill) and insert a bushing (P/N 17F82080-1). (Republic Seabee Service Bulletin No. 1, dated December 18, 1946, covers this same subject.)
2012-21-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD- 83), DC-9-87 (MD-87), and MD-88 airplanes. This AD was prompted by reports of fatigue cracks found in Stringer 11 at the outboard flap, inboard drive hinge at Station Xrs=164.000. This AD requires repetitive inspections for cracks in Stringer 11, and a splice repair if necessary; and repetitive post-repair inspections, and repair if necessary. We are issuing this AD to detect and correct such cracking, which could result in the wing structure not supporting the limit load condition, which could lead to loss of structural integrity of the wing.
2012-21-07: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109S helicopters to require modifying the electrical power distribution system to carry a higher electrical load. This AD was prompted by an electrical failure on an Agusta Model A109E helicopter that resulted from ``inadequate functioning of the 35 amperes (amps) BATT BUS circuit breaker.'' The actions of this AD are intended to require modifying the electrical power distribution system to prevent failure of the circuit breaker, loss of electrical power to instruments powered by the ``BATT BUS'' system, and subsequent loss of control of the helicopter.
75-17-11: 75-17-11 ALEXANDER SCHLEICHER: Amendment 39-2313. Applies to ASW 15 gliders, serial numbers 15001 thru 15183, certificated in all categories. Compliance is required within the next ten hours time in service after the effective date of this AD and thereafter at intervals not to exceed 50 hours time in service from the last inspection until the rudder nose is reinforced in accordance with paragraph (b)(2) of this AD. To prevent rudder jam due to improper fin-rudder nose clearance, accomplish the following: (a) Visually inspect the rudder nose for deformation and measure the gap between the fin and rudder. The acceptable gap is between 2 to 3 mm at the lower rudder hinge tapering to an allowable gap of between 1 to 2 mm at the upper end of the vertical fin. (b) If the measured gap is not within limits, or a deformation of the rudder nose is found, comply with the following: (1) Reform the rudder nose inward until the gap is within limits by applying heat in accordance with paragraph 1 of the instructions contained in Alexander Schleicher ASW 15 Technical Note 10 dated January 30, 1973, or an FAA-approved equivalent. (2) Reinforce rudder nose in accordance with paragraph 2 of the instructions contained in Alexander Schleicher ASW 15 Technical Note 10 dated January 30, 1973 and Alexander Schleicher drawing L-272 150.36/37.B1.33, or an FAA-approved equivalent. This amendment becomes effective August 18, 1975.
2012-21-05: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model G58 airplanes. This AD was prompted by notification from Hawker Beechcraft Corporation that certain affected aircraft were produced with the incorrect gauge wiring installed. This AD requires replacement of the incorrect gauge wiring with the correct wiring required by type design and the aircraft's circuit protection. We are issuing this AD to correct the unsafe condition on these products.
2012-21-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests, and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in dual engine flameout, inability to restart the engines, and consequent forced landing of the airplane.