Results
55-03-01: 55-03-01 CONVAIR: Applies to All Model 340 Aircraft. Compliance required as indicated. A 340 was involved in a flight accident due to the AN 310-4 nut coming off of the AN 174-33 bolt that attaches the left-hand elevator servo tab idler to the structure resulting in flutter of the elevator servo tab, with subsequent failures at the elevator control system and loss of elevator control. As a precautionary measure, the following is required: As soon as practical but not later then the next 15 hours service, inspect the control systems for the servo tab on the left elevator and on the right elevator trim tab on all 340 aircraft. Inspection is to cover all nuts, bolts, idlers, bellcranks, pushrods and general security check of all nuts and bolts.
2009-26-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -700C, -800, and -900, and 747-400 series airplanes; and Model 757, 767, and 777 airplanes. This AD requires modifying the static inverter by replacing resistor R170 with a new resistor and relocating the new resistor. This AD results from evaluation of the carbon resistor, which revealed a failure mode that can cause the resistor to ignite, involving adjacent capacitors as well. We are issuing this AD to prevent a standby static inverter from overheating, which could result in smoke in the flight deck and cabin and loss of the electrical standby power system.
2009-24-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Zinc-coated starter ring gears installed on Solo 2625 01 and 2625 02 engines have shown to be prone to cracking. For that reason, AD 2009-0169-E has been published in July 2009. From that date, collected in-service data have been revealed that painted starter ring gears with lightening holes are also subject to cracks. The reason for these cracks is still unknown at the present time. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
64-21-04: 64-21-04 FAIRCHILD: Amdt. 814 Part 507 Federal Register September 11, 1964. Applies to Model F-27 Aircraft, Serial Numbers 1 through 97, and 99. Compliance required as indicated. There have been cracks found in the rib caps and stringers in the vertical stabilizer where the rib at water line 201.575 attaches to the hat and zee section stringers. To preclude the condition from developing in other such aircraft, accomplish the following: (a) On aircraft with less than 1,000 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation 1,050 hours' time in service, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection. (b) On aircraft with 1,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 150 hours' time in service, and at intervals thereafter not to exceed 200 hours' time in service from the last inspection. (c) Inspect for cracks in the skin, rib and stringers on both sides of the vertical stabilizer along and directly adjacent to water line 201.575, from the trailing edge of the stabilizer, forward, to the auxiliary spar (located directly aft of the stabilizer leading edges). Use X-ray or dye penetrant in conjunction with at least a 10-power glass, or FAA-approved equivalent inspection. If cracks are found accomplish (d). (d) Repair cracked parts in accordance with an FAA-approved repair or replace cracked parts with a part of the same part number or an FAA approved equivalent before further flight except that a ferry flight may be made in accordance with the provisions of CAR 1.76. (e) The repetitive inspection intervals specified in (a) and (b) may be increased from 200 hours' time in service to 800 hours' time in service from the last inspection on aircraft that are modified in accordance with Fairchild Service Bulletin No. 55-4 dated March 1, 1963, or an FAA approved equivalent. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Fairchild Service Bulletins 55-4 dated March 1, 1963, and 55-5 dated March 1, 1963, cover this subject.) This supersedes AD 63-10-2. This directive effective September 12, 1964.
2021-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that during re- engineering of galley G5, a 9G forward full scale qualification test was performed, and the door of the waste compartment opened before the required load was reached. This AD requires modifying the waste compartment door of each affected galley, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference The FAA is issuing this AD to address the unsafe condition on these products.
88-11-10 R1: 88-11-10 R1 AIRBUS INDUSTRIE: Amendment 39-5931 as amended by Amendment 39- 6005. Applies to Model A300 series airplanes, equipped with General Electric CF6-50 engines, without a secondary latching system on core cowl doors, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent structural damage to the airplane due to engine core cowl door separation, accomplish the following: A. Within 10 days after the effective date of this AD, check the core cowl door latches of each engine once each day, and re-check after each core cowl door is opened and subsequently closed. 1. If the latch is open, before further flight, properly close the latch. 2. If the latch will not engage, adjust the latch, in accordance with the A300 maintenance manual. 3. If the latch cannot be properly adjusted, replace the latch prior to further flight. B. The checks required by paragraph A., above, may be discontinued after a secondary latching system is installed, in accordance with Airbus Industrie Service Bulletin A300- 71-053, Revision 2, dated January 6,1987. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 the modification required by 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may 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. This AD revises AD 88-11-10, Amendment 39-5931. This amendment, 39-6005, becomes effective September 6, 1988.
60-23-04: 60-23-04 PRATT & WHITNEY: Amdt. 215 Part 507 Federal Register November 4, 1960. Applies to Turbo Wasp JT3C-7 Turbojet Engines Prior to Serial Number P632425B and all JT3C-6 Turbojet Engines. Compliance required at first engine overhaul after December 15, 1960. To prevent failure of the bevel accessory drive gearshaft and resultant loss of engine power, replace P/N 350460 gearshaft with P/N 401493 gearshaft.
92-15-05: 92-15-05 FOKKER: Amendment 39-8299. Docket No. 92-NM-39-AD. Applicability: Model F28 Mark 0100 series airplanes, serial numbers 11340 through 11348 airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent wire burnthrough or meltdown, that could render the fire detection system ineffective in detecting fire in the engine, accomplish the following: (a) Within 30 days after the effective date of this AD, remove existing engine fire detection wires and replace them with fire resistant ones, in accordance with Fokker Service Bulletin SBF100-26-004, dated August 23, 1991. (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, Standardization Branch, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (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 removal and replacement shall be done in accordance with Fokker Service Bulletin SBF100-26-004, dated August 23, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e)This amendment becomes effective on September 8, 1992.
90-12-10: 90-12-10 AIRBUS INDUSTRIE: Amendment 39-6624. Docket No. 90-NM-100-AD. Applicability: Model A320 series airplanes, as listed in Airbus Industrie Service Bulletin A320-28-1024, Revision 1, dated February 20, 1990, certificated in any category. Compliance: Required within 100 landings after the effective date of this AD, unless previously accomplished. To ensure proper operation of the fuel quantity indicating system and to prevent the possibility of a spark in the fuel system in the event of a lightning strike, accomplish the following: A. Verify the clearance between fuel probes 23QT1, 23QT2, and 28QT1, and the adjacent structures; install an insulating sleeve on the vent pipe bonding lead; and adjust fuel probe clearance, in accordance with Airbus Industrie Service Bulletin A320-28-1024, Revision 1, dated February 20, 1990, or All Operators' Telex (AOT) 28/89/03, dated November 20, 1989. 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. NOTE: 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, Standardization Branch, ANM-113. C. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6624, AD 90-12-10) becomes effective on June 20, 1990.
71-10-02: 71-10-02 AEROSTAR: Amdt. 39-1206. Applies to all Model 600 and 601 airplanes certificated in all categories. Compliance required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To assure all over-voltage relays are properly grounded, accomplish the following: A. On S/N 61-0001 and 60-0001 through 60-0005: (1) Inspect each overvoltage relay installation and assure that the overvoltage relay base and the aircraft structure are in direct contact. (2) If the installation appears satisfactory from the inspection, use an ohmmeter to determine that low resistance continuity of less than one (1) ohm exists between the base of each overvoltage relay and the airplane structure. (3) If a satisfactory ohmmeter indication is not achieved, ground the overvoltage relay base to the aircraft structure using good aircraft grounding practice. B. On all others; (1) Inspect each installation of thecrimp wire terminal which connects to the overvoltage relay base and assure that the crimp terminal and relay base are in contact. (2) If the results of the inspection are not satisfactory, rearrange the components as follows: (a) Install the nylon bearing from the bottom side of the overvoltage relay base so that it isolates the overvoltage relay base from the aircraft structure. (b) Install the crimp wire terminal over the nylon bearing so that it is in electrical contact with the overvoltage relay base. (c) Install the AN960 washer over the nylon bearing so it is in contact with the crimp wire terminal. (d) Install the two nylon washers on top of the AN960 washer and insert the NAS221 screw through the two nylon washers and the nylon bearing, and tighten the screw into the nut-plate provided. (e) Assure that the nylon bearing is seated properly to prevent electrical contact of the crimp wire terminal, the AN960 washer, and the overvoltage relay base with the NAS221 screw and the aircraft structure. (f) Repeat the above procedure for the opposite side of each overvoltage relay except for elimination of the crimp wire terminal. (3) Using an ohmmeter, determine that low resistance continuity of one (1) ohm or less exists between the base of each overvoltage relay and the airplane structure with the respective alternator switch in the "on" position. Low resistance continuity should not exist with the respective alternator switch in the "off" position. (4) If the existing installation of either overvoltage relay will not give a satisfactory check and cannot be changed as described above, accomplish an equivalent FAA approved modification. If Aerostar Aircraft Corporation Service Bulletin No. S.B. 600-24 dated November 23, 1970, or later FAA approved revision, has been compiled with and an appropriate entry made in the airplanes' permanent maintenance record, the requirements of this AD will be considered satisfied. This amendment becomes effective on May 14, 1971.
2021-23-07: The FAA is adopting a new airworthiness directive (AD) for certain Saab AB, Support and Services Model SAAB 340B airplanes. This AD was prompted by a report that the circuit breaker for the emergency cabin lighting tripped without fault in the system. This AD requires replacing a certain circuit breaker with a part having a higher rating, 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.
48-13-03: 48-13-03 PIPER: Applies to PA-12 Airplanes With Battery Holddown of Metal Bracket With Fiber Insulation at Its End. Compliance required by October 1, 1948. To eliminate battery short circuits caused by defective battery holddown brackets, replace brackets by wood blocks, Piper P/N 84682-3 and 84682-9 or equivalent. (Piper Service Bulletin No. 105 dated February 18, 1948, covers this same subject.)
77-19-03: 77-19-03 HUGHES HELICOPTERS: Amendment 39-3038. Applies to Hughes Model 369D helicopters, certificated in all categories, which have P/N 369D21200 main rotor hub serial numbers 0001 through 0178 installed. Compliance required as indicated. To prevent failure of the main rotor retention straps which can result in loss of a main rotor blade accomplish the following: A. Before further flight after the effective date of the AD, visually inspect the lead leg of each main rotor retention strap pack, P/N 369D21210, at the inboard ends to determine if two adjacent metallic anti-fretting laminates P/N 369D21271-5, -51, -53 or -55, have been installed on the upper side of the lead leg of any strap pack. (1) If two adjacent metallic anti-fretting laminates have been installed, visually inspect to determine if one or both are cracked or have been broken off where they extend from the hub. (i) If no anti-fretting laminate is found cracked or broken, repeat the inspections in (1), above, at times in service not to exceed 25 hours. This repetitive inspection can be discontinued when the main rotor hub, P/N 369D21200, has been replaced by a serviceable hub having only one anti-fretting laminate on the upper side of the lead leg of each main rotor strap pack. (ii) If any anti-fretting laminate is found cracked or broken, further visually inspect the main rotor retention strap laminates adjacent to the anti-fretting laminates. (a) If any strap laminate is broken or cracked, replace the main rotor hub, P/N 369D21200, before further flight. (b) If no strap laminate is cracked or broken, replace the main rotor hub, P/N 369D21200, within ten hours time in service. (2) If the inspection reveals that only one metallic anti-fretting laminate has been installed on the upper lead leg of each strap pack no further action is required by this AD. This amendment becomes effective September 27, 1977, for all persons except those to whom it was made effective by telegram dated August 12, 1977, which contained this amendment.
76-24-02: 76-24-02 LAKE AIRCRAFT, DIVISION OF CONSOLIDATED AERONAUTICS, INC: Amendment 39-2774. Applies to all Lake Model LA-4-200 airplanes certified in all categories equipped with Stewart Warner Model 8406J engine oil coolers. Compliance required as indicated unless already accomplished. To preclude possible oil cooler failures allowing rapid loss of engine oil which could result in engine stoppage, accomplish the following: A. Before next flight of the affected airplanes, inspect the engine oil cooler (fluid fitting side) to determine whether it is a Model 8406J S/N 101 through 1500. 1. If the oil cooler is a Model 8406J S/N 101 through 1500, prior to further flight, replace this cooler with an FAA approved oil cooler not of the above model and serial number. 2. If the oil cooler is not of the model and serial number listed above, make an entry in the aircraft maintenance records indicating that this airworthiness directive has been accomplished and the airplane may be returned to service. B. The inspection and maintenance record entry required by paragraph A2 may be accomplished by holder of a pilot's certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned or operated by him. C. Equivalent methods of compliance with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. NOTE: A ferry permit to accomplish a needed oil cooler replacement may be issued under the provisions of FAR 21.197 by FAA District Offices, with appropriate limitations. This amendment becomes effective immediately upon publication in the Federal Register for all persons except those to whom it was made effective immediately upon receipt of airmail letter dated October 15, 1976.
2009-26-08: 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: Late in 2002 the manufacturer advised CASA of another Nomad accident which was possibly caused by aileron flutter with the flaps at 38 degrees. This, along with the other flutter incidents, has resulted in the manufacturer issuing ANMD-57-18 Issue 1 as a precautionary measure while they further investigate the issue. The manufacturer has now completed their investigation and issued Alert Service Bulletin ANMD-27-53 to modify flap actuation linkages to restore the necessary rigidity to the outboard flap, and hence the aileron. The unacceptable flexibility of the outboard flap mechanism allows flutter to occur in extreme circumstances. We areissuing this AD to require actions to correct the unsafe condition on these products.
2009-26-07: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. That AD currently requires initial and repetitive visual inspections of certain reduction gearboxes (module M05) for oil leakage, repair if leaking, and repair of all affected modules as optional terminating action to the repetitive inspections. This AD requires the same actions, but adds five more serial numbers of the reduction gearboxes (module M05) that are affected, and adds an alternative optional terminating action to the repetitive visual inspections. This AD results from Turbomeca identifying five additional reduction gearboxes (module M05) affected, and adding an alternative optional terminating action to the repetitive visual inspections. We are issuing this AD to prevent uncommanded in- flight engine shutdown, possible engine fire, and an emergency autorotation landing.
87-04-06: 87-04-06 GATES LEARJET CORPORATION: Amendment 39-5530. Applies to Learjet Models 35, 35A, 36, and 36A airplanes equipped with a J.E.T. FC-530 autopilot/flight director; Model 35A airplanes equipped with a J.E.T. FC-535 autopilot/flight director; and Model 55 airplanes equipped with a J.E.T. FC-550 autopilot/flight director; certificated in any category. Compliance required as indicated, unless already accomplished. To prevent the potential for operations with unsafe flight director steering commands, accomplish the following: A. For Models 35, 35A, 36, and 36A airplanes equipped with J.E.T. FC-530 autopilot/flight director, except airplanes S/N 35-620, 35-627 and subsequent, and 36-057 and subsequent, within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet 35/36 series Airplane Flight Manual Supplement (AFMS) for the J.E.T. FC-530 autopilot/flight director, AFMS W1029, dated 4/23/85, revised 3/11/86 (or Gates Learjet 35A, 36A J.E.T. FC-530 autopilot/flight director, AFMS W1029, dated 9/20/82, revised 5/13/83): 1. Add the following limitation and Note: Flight director VOR enroute and approach operations are prohibited. NOTE: Autopilot-coupled VOR operations and raw data displays are not affected and may be used. 2. Change the final limitation to read as follows: For autopilot V0R approach, the flaps must be lowered to 8 degrees or more. B. For Model 35A airplanes equipped with J.E.T. FC-535 autopilot/flight directors within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet Model 35A/36A AFMS for the J.E.T. FC-535 autopilot/flight director, AFMS T1204, dated 3/16/84, revised 4/4/84: 1. Add the following limitation and Note: Flight director VOR/TACAN enroute and approach operations are prohibited.NOTE: Autopilot-coupled V0R/TACAN operations and raw data displays are not affected and may be used. 2. Change the final limitation to read as follows: For autopilot V0R/TACAN approach, the flaps must be lowered to 8 degrees or more. C. For Model 55 airplanes equipped with J.E.T. FC-550 autopilot/flight directors, airplanes Serial Numbers 55-003 through 55-011, not incorporating ECR 2524, ECR 2525, AAK 55-81-2, or AAK 55-83-1, within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the Gates Learjet Model 55 AFMS for the J.E.T. FC-550 autopilot/flight director, AFMS W1001, dated 4/14/81, revised 8/31/81: 1. Add the following limitation and Note: Flight director VOR enroute operations are prohibited. NOTE: Autopilot-coupled VOR enroute operations and raw data displays are not affected and may be used. D. For Model 55 airplanes equipped with J.E.T. FC-550 autopilot/flight director.- airplanes S/N 55-003 through 55-011, incorporating ECR 2524, ECR 2525, AAK 55-81-2, or AAK 55-83-I; and airplanes S/N 55-012 through 55-126; within the next 10 hours time-in-service after the effective date of this AD, insert the following information in "Section I - Limitations" of the appropriate Gates Learjet Model 55 AFMS for the J.E.T. FC-550 autopilot/flight director: AFMS WI002, dated 8/25/81, revised 2/15/83 (for airplanes S/N 55-003 through 55-011, incorporating ECR 2524 or AAK 55-81-2, and airplanes S/N 55-012 through 55-042); or AFMS W1003, dated 8/31/81, revised 2/15/83 (for airplanes S/N 55-003 through 55-042, incorporating ECR 2524 and ECR 2525, or AAK 55-83-I; and airplanes S/N 55-043 and 55-126): 1. Add the following limitation and Note: Flight director VOR enroute and approach operations are prohibited. NOTE: Autopilot-coupled VOR operations and raw data displays are not affected and may be used. 2. Add the following limitation:For autopilot VOR approach, the flaps must be lowered to 8 degrees or more. E. In order to comply with the applicable requirements of paragraph A., B., C., or D., above, a copy of this AD may be used as a temporary amendment to the AFMS and carried in the airplane as part of the AFMS until replaced by the appropriate FAA-approved Gates Learjet published temporary Flight Manual (TFM) Supplement Change. These include: 1. TFM Supplement Change to AFMS W1029 for the Models 35/36 series with J.E.T. FC-530 autopilot/flight director: TFM 86-1, dated 4/1/86. 2. TFM Supplement Change to AFMS T1204 for the Models 35A/36A with J.E.T. FC-535 autopilot/flight director: TFM 86-2, dated 4/1/86. 3. TFM Supplement Change to AFMS WI001 for the Model 55 with J.E.T. FC-550 autopilot/flight director: TFM 86-3, dated 4/1/86. 4. TFM Supplement Change to AFMS WI 002 and AFMS WI 003 for the Model 55 with J.E.T. FC-550 autopilot/flight director: TFM 86-4, dated 4/1/86. F. Installation of the modification described in Gates Learjet Service Bulletins SB35/36-22-5 or SB55-22-2, both dated 1/5/87, as applicable, constitutes terminating action for the requirements of this AD. G. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received the appropriate Temporary Airplane Flight Manual Supplement Changes and other service information from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. The service information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment becomes effective March 9, 1987.
89-20-13: 89-20-13 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8027. Docket No. 89-ASW-49. Final Rule of priority letter AD. Applicability: All Model 206L, 206L-1, and 206L-3 helicopters, all serial numbers, certificated in any category. Compliance: Required before further flight, unless already accomplished. To prevent failure and separation of the horizontal stabilizer from the helicopter, which could result in a strike on the tail rotor, causing loss of control of the helicopter, accomplish the following: (a) Visually inspect to determine if the horizontal stabilizer installed on the helicopter has the required raised external doubler. The doubler is visible on the top of the stabilizer surface extending approximately 4 inches outward from either side of the tailboom and covering the upper surface of the horizontal stabilizer from within one half inch of the forward leading edge to the trailing edge. (b) If the horizontal stabilizer installed does nothave the required external doubler, remove and replace the stabilizer with an airworthy part before further flight. The addition of an external doubler to the Helicomb International part will not bring the horizontal stabilizer into conformity with the approved type design and will not provide an equivalent level of safety. (c) Report the registration number of the affected helicopter and the serial number of the discrepant stabilizer if found. This report is to be made to the Manager, Rotorcraft Certification Office, ASW-170, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170, within l0 days of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056.) (d) An alternate method of compliance which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170, telephone (817) 624-5170. This amendment (39-8027, AD 89-20-13) becomes effective on October 15, 1991, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 89-20-13, issued October 4, 1989, which contained this amendment.
77-20-07: 77-20-07 AVCO LYCOMING: Amendment 39-3051 as amended by Amendment 39-3284. Applies to O- 320-H series engines, Serial Number L-101-76 through L-3829-76, L-3831-76, L-3843-76 through L-3859-76, L-3864-76, L-3866-76, L-3871-76, L-3902-76 through L-3907-76 and all O-320-H series engines overhauled (Remanufactured by Lycoming) before March 24, 1978. Compliance required within the next 50 hours in service after the effective date of this AD unless previously accomplished. To prevent hazards in flight associated with loose rocker arm retaining studs and failure of the hydraulic tappets, accomplish the following: a. Remove all rocker box covers, rocker arm, fulcrums, spacer washers and push rods. b. Inspect the fulcrum seating surface in the rocker arm for wear steps in excess of .003 inches. Replace all parts found to have such indications. c. Remove the shroud tube springs, shroud tubes and hydraulic tappets from engine. d. Inspect the camshaft lobes for wear or loss ofmetal. Replace the camshaft found to have such indications. e. Replace P/N LW-15168 hydraulic tappets with P/N LW-16168 or P/N LW-16585 hydraulic tappets. (AVCO Lycoming Service Bulletin No. 424 refers to this subject.) f. On engine Serial Numbers 101-76 through 2182-76, remove all rocker arm retaining studs P/N 31- 16 from cylinder head and install new oversize rocker arm retaining studs in accordance with the instruction in Paragraph 3 of AVCO Lycoming Service Bulletin No. 412, dated July 8, 1977, or FAA approved equivalent. g. Equivalent methods of compliance may be approved by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration (FAA) Eastern Region. h. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, The Chief, Engineering & Manufacturing Branch, Federal Aviation Administration (FAA) Eastern region may adjust the compliance time specified in this AD. Amendment 39-3051 was effective October 12, 1977. This amendment 39-3284 is effective August 31, 1978.
2021-22-25: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, -200 Freighter, -300, and -900 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that during the frame of flight test clearance process, a detailed analysis of air data reference (ADR) failure scenarios led to the identification that compliance requirements for loads and handling qualities throughout the flight envelope could be impaired in case of dispatch with one ADR inoperative (master minimum equipment list (MMEL) item 34-10-01) during the maximum interval allowed by the current MMEL. This AD requires revising the operator's existing FAA-approved minimum equipment list (MEL) for the air data/inertial reference system, 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.
69-13-06: 69-13-06 FAIRCHILD-HILLER: Amdt. 39-788. Applies to F-27 Type Airplanes, Serial Nos. 1 through 75, Certificated in all categories. Compliance required within the next 400 hours' time in service after the effective date of this AD, unless already accomplished. To reduce working of the wing outer panel fuel access door attach bolts, and to prevent possible cracking of the lower skin radiating from the holes drilled for attaching screws of the nut retainer plate assembly, accomplish the following: (a) For Serial Nos. 1 through 65 airplanes, comply with Fairchild Hiller Service Bulletin No. 57-4, Revision 2, dated October 31, 1963, or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) For Serial Nos. 1 through 75 airplanes, comply with Fairchild Hiller Service Bulletin 57-5, Revision 1, dated April 21, 1966, or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region.(c) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective July 9, 1969.
77-09-01: 77-09-01 HUGHES: Amendment 39-2882. Applies to Model 369H Series Helicopters certificated in all categories, configured with emergency floats assemblies Hughes P/N 369H92036-1 and 369H92036-2. Compliance required within 100 flight-hours time in service or within 30 days from effective date of this AD, whichever is sooner, unless already accomplished. (a) To prevent failure of the emergency float solenoid valve to operate due to corrosion of the solenoid valve plunger, accomplish the following: (1) Replace the TAVCO, INC. solenoid valve assembly P/N 23111357 (Air Cruiser's P/N's D17753-101 or -103) with Air Cruiser's P/N D17753-107 valve assembly with the word (MOD) imprinted after the serial number in accordance with the procedure instructions of the FAA approved Hughes Service Information Notice No. HN-114, dated April 15, 1977 or later FAA approved revision, or; (2) Valcor Eng. Corp solenoid valve P/N V48800-02 (Air Cruiser's P/N D17740-101) may be used in lieu of Air Cruiser's P/N 17753-107 solenoid valve in accomplishment of paragraph (a), or; (3) An equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate helicopters to a base for accomplishment of the modifications required by this AD. This amendment becomes effective May 3, 1977.
82-15-03: 82-15-03 HUGHES HELICOPTERS, INC.: Amendment 39-4415. Applies to Model 269 series helicopters certified in all categories with belt drive idler pulley clutch assembly P/N 269A5447 series installed and idler pulley support bracket assembly P/N 269A5575 or 269A5575-3 incorporated therein. Compliance required as indicated, unless already accomplished. To prevent loss of power to the rotor system accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD unless already accomplished, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the idler pulley support bracket assembly P/N 269A5575 or 269A5575-3 in accordance with paragraph (b) of the section entitled "Inspection Procedures" of the Hughes Service Information Notice No. N-182 dated May 26, 1982, or FAA approved equivalent. (b) If any crack is found, prior to further flight replace bracket with a like serviceable part. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications, required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. This amendment becomes effective July 16, 1982.
2008-09-12 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Bombardier Aerospace has completed a system safety review of the aircraft fuel system against fuel tank safety standards introduced in Chapter 525 of the Airworthiness Manual through Notice of Proposed Amendment (NPA) 2002-043. The identified non-compliances were then assessed using Transport Canada Policy Letter No. 525-001, to determine if mandatory corrective action is required. The assessment showed that it is necessary to introduce Critical Design Configuration Control Limitations (CDCCL), in order to preserve critical fuel tank system ignition source prevention features during configuration changes such as modifications and repairs, or during maintenance actions. Failure to preserve critical fuel tank system ignition source prevention features could result in a fuel tank explosion. * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
55-06-01: 55-06-01 TWIN NAVION: Applies to All Dauby, Riley and TEMCO Twin Navion Conversions. Compliance required not later than May 1, 1955. In order to avoid the hazard of fuel and fumes entering the passenger compartment, it is necessary to install vented and drained fuel and fumeproof enclosures for all fuel tanks located in the fuselage. (Ref. CAR 3.442 (c).) TEMCO Aircraft Corp. Twin Navion conversion Service Bulletin No. 2 covers this same subject and kits approved by the FAA for accomplishing the necessary alteration are available from TEMCO.