Results
86-08-02: 86-08-02 BOEING: Amendment 39-5288. Applies to all Model 747 series airplanes through line number 625, certificated in any category. To prevent structural failure of the vertical fin in the event of failure of the aft pressure bulkhead, accomplish the following within 6 months after the effective date of this AD, unless already accomplished: \n\n\tA.\tInstall the vertical fin access cover in accordance with Boeing Service Bulletin 747-53A2264, dated November 25, 1985, or later FAA-approved revisions. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 19, 1986.
86-26-02: 86-26-02 MITSUBISHI HEAVY INDUSTRIES, LTD. and MITSUBISHI AIRCRAFT INTERNATIONAL, INC.: Amendment 39-5498. Applies to Models MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Modify the airplanes not equipped with manual ignition switches. (1) For MU-2B-10, -15, -20, -25, -26 (S/N 008 through 347 except S/N 313, 321), -30, -35, and -36 (S/N 501 through 696 except S/N 652, 661), modify the airplane as described in MHI SR 066B dated November 13, 1986, Instructions 1.0 through 8.0. Compliance with GTEC S/B TPE/TSE 331-74-0003 is optional. (2) For MU-2B-25, -26, -26A (S/Ns 313SA, 321SA, 348SA through 364SA, and 366SA through 394SA), -35, and -36A (S/Ns 652SA, 661SA, 697SA through 699SA and 701SA through 730SA), modify the airplane as described in MAI SR 040/74-001, Revision A, dated December 11, 1986, Accomplishment Instructions paragraphs A-G. Compliance with GTEC S/B TPE/TSE 331-74-0003 is optional. (b) For all airplanes, revise the airplane Pilot's Operating Manual and Airplane Flight Manual (POM/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POM/AFM. Appendix 1 procedures supersede any other POM/AFM procedures which may be contradictory. (c) The requirements of paragraph (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent meansof compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, ACE-115W, 1800 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400 for MAI airplanes, or the Western Aircraft Certification Office, ANM-170W, 15000 Aviation Boulevard, Hawthorne, California 90261; Telephone (213) 297-1351 for MHI airplanes. All persons affected by this directive may obtain copies of the documents referred to herein upon request to GTEC, P.O. Box 5217, Phoenix, Arizona 85010; Telephone (602) 231- 1000; Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201; Telephone (316) 681- 9111; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 31, 1986. APPENDIX 1 - 86-26-02 Supplement to the POM/AFM, Mitsubishi MU-2B-10, -15, -20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 The CONTINUOUS IGNITION/MAN IGNswitches shall be selected to ON during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). *(3) Before selecting ANTI-ICE, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. *Note: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to the ANTI-ICE ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignitionsystem time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, and (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POM/AFM procedures and conditions which may be contradictory.
98-07-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A. (Agusta) Model AB 412 helicopters. This action requires an inspection of the tail rotor blades for debond voids and replacement, if necessary. This amendment is prompted by the loss of a tail rotor blade tip on a tail rotor blade while the helicopter was in service. This condition, if not corrected, could result in increased vibration levels, damage to the tail rotor drive system or tail rotor assembly, and subsequent loss of control of the helicopter.
2019-07-08: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Model GA8 and Model GA8-TC320 airplanes. 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 certain wing strut fittings manufactured with incorrect grain orientation, which has an unknown effect on fatigue related concerns. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-27: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect fatigue cracking of the wing top skin at the front spar joint; and a follow-on eddy current inspection and repair, 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 detect and correct fatigue cracking of the wing top skin at the front spar joint, which could result in reduced structural integrity of the airplane.
86-05-01: 86-05-01 BOEING: Amendment 39-5246. Applies to all Model 747 series airplanes equipped with Rolls Royce engines, certificated in any category, listed in Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985. \n\n\tTo detect faulty self-locking nuts that could lead to separation of an engine, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time inspection of the forward engine mount nuts for adequate self-locking torque, in accordance with Boeing Alert Service Bulletin 747-71A2216, dated December 20, 1985, or later FAA-approved revisions. \n\n\tB.\tDefective nuts must be replaced prior to further flight. \n\n\tC.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection time in this AD to permit compliance at an established inspection periodof that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tD.\tAlternate means of compliance 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\tE.\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 proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information 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 March 24, 1986.
87-26-09: 87-26-09 GLASER-DIRKS FLUGZEUGBAU GmbH: Amendment 39-5785. Applies to Model DG-400, work numbers 4-1 thru 4-178 certificated in any category. Compliance is required as indicated unless already accomplished. To prevent cracking of engine cable terminal connectors which could result in inability to obtain power in flight, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD, and thereafter prior to each engine start, until accomplishment of paragraph c, check the terminals of cables 44w, 18w, and 20w for any signs of wear, chafing, or cracks in accordance with the methods indicated in Procedure (1) of Glaser-Dirks, Technical Note TN 826/19, dated March 3, 1987: (1) Procedure 1(A) applies to work numbers 4-1 to 4-105 inclusive. (2) Procedure 1(B) applies to work numbers 4-106 to 4-178 inclusive. NOTE: This check may be performed by the pilot. (b) If any signs of wear, chafing, or cracks exist, before further flight, modify and replace in accordance with Paragraph (c) of this AD. (c) Within 90 days after the effective date of this AD, unless previously accomplished as required by Paragraph (b), replace terminal connectors for cables 18w and 44w, and cable 20w, if applicable, in accordance with Procedure 2 of Glaser-Dirks Technical Note TN 826/19 and Glasser-Dirks Service Instruction 1/9/86, dated March 10, 1987: (1) Part I of Service Instruction 1/9/86 applies to work numbers 4-1 to 4- 105. (2) Part II of Service Instruction 1/9/86 applies to work numbers 4-106 to 4- 150. (3) Part III of Service Instruction 1/9/86 applies to work numbers 4-151 to 4- 178. Motor gliders affected by this AD may be ferried in accordance with the provisions of FAR Section 21.197 and 21.199 to a base where the AD may be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, 15 Rue de la Loi B-1040, Brussels, Belgium; telephone 513.38.30 Ext. 2710 or the Manager, New York Aircraft Certification Office, Federal Aviation Administration, New England Region, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Glasser-Dirks Technical Note TN 826/19, dated March 3, 1987, and Service Instruction 1/9/86, dated March 10, 1987, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a) (1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Glaser-Dirks Flugzeugbau GmbH, Im Schollengarten 19-20, D-7520 Bruchsal 4, Federal Republic of Germany. These documents may also be examined at the office of the Regional Counsel, Rules Docket No. 87-ANE-32, Room 311, Federal Aviation Administration, New England Region, 12 New England Executive Park. This amendment becomes effective December 23, 1987.
85-05-02: 85-05-02 BEECH: Amendment 39-5012. Applies to Models 23 (S/N M-2, M-4 thru M-554); A23 (S/N M-3, M-555 thru M-900); A23A (S/N M-901 thru M-1094); A23-19 (S/N MB-1 thru MB-288); A23-24 (S/N MA-1 thru MA-363); A24 (S/N MA-364 thru MA-368); 19A (S/N MB-289 thru MB-460); M19A (S/N MB-461 thru MB-480); B19 (S/N MB-481 thru MB-905); B23 (S/N M-1095 thru M-1284); C23 (S/N M-1285 thru M-2223); A24R (S/N MC-2 thru MC-150); B24R (S/N MC-152 thru MC-448, MC-450, MC-451); and C24R (S/N MC-449, MC-452 thru MC-688, MC-690 thru MC-695) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the inadvertent selection of a fuel selector "off" position, accomplish the following: (a) Modify the fuel selector guard by incorporating the Selector Stop, Part Number 169-920041-9 and appropriate decal as described in Beechcraft Mandatory Service Bulletin No. 2053 dated February 1985, or Beechcraft Service Instructions No. 1095, Revision 1. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An equivalent means of compliance with the AD may be used, if approved, by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946- 4400. This amendment becomes effective on April 25, 1985.
2006-17-13: The FAA is adopting a new airworthiness directive (AD) for certain RECARO Model 3410 302, 303, 306, 307, 314, 316, 317, 791, 792, and 795 series seats. This AD requires replacing the existing attachment bolts for the seat belts with longer attachment bolts. This AD results from a report of short attachment bolts that don't allow enough thread to properly secure the locknuts. We are issuing this AD to prevent a seat belt from detaching due to a loose locknut and attachment bolt, which could result in injury to an occupant during emergency conditions.
98-16-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires a one-time operational test of the fire shut-off valves (FSOV s) to determine if the FSOV s are functioning correctly, and replacement of failed parts with new or serviceable parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the FSOV s to close, which could result in failure of the engine fire shut-off system, and consequent inability to extinguish an engine fire.
79-10-15: 79-10-15 CESSNA: Amendment 39-3473 as amended by Amendment 39-3652 is further amended by Amendment 39-3711. Applies to Models 401, 401A, 401B, 402, 402A, 402B, 411 and 411A airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To detect fatigue cracks in critical components of the wing structure, accomplish the following: A) On all 401, 401A, 401B, 402, 402A, and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service, for aircraft with less than 5,400 hours' time-in-service and at each 1,000 hours' time-in-service interval thereafter: Inspect areas of the front wing spar lower cap and wing front spar root attach fittings identified as Areas A and B in Figures 1 and 2 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods at six (6) locations along the wing front spar lower cap (3 locations on the right wing and 3 identical locations on the left wing) in accordance with Part 2 of the instruction provided in the Service Information Letter. (Note: High frequency eddy current inspection is used for Areas A and B.) B) On all 401, 401A, 401B, 402, 402A and 402B airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 6,400 or more hours' time-in-service, or upon the accumulation of 6,500 hours' time-in-service for aircraft with less than 6,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter, and On all 411 and 411A airplanes within 100 hours' time-in-service after the effective date of this AD on aircraft with 5,400 or more hours' time-in-service or upon the accumulation of 5,500 hours' time-in-service for aircraft with less than 5,400 hours' time-in-service and at each 400 hours' time-in-service interval thereafter: Inspect right and left front wing spar lower cap areas identified as Area C (crosshatched areas) in Figure 3 of Cessna Multiengine Service Information Letter ME 79-16, Revision 3, dated February 8, 1980, for fatigue cracks using eddy current inspection methods in accordance with Part 3 of the instructions provided in said Service Information Letter. (Note: Low frequency eddy current inspection is used for Area C.) NOTE: Inspections previously accomplished in complying with earlier versions of this AD are still valid and Revision 3 to ME 79-16 leaves inspection intervals unchanged. C) If cracks are found as a result of anyinspection performed pursuant to Paragraphs A and B of this AD, prior to further flight, contact Cessna Aircraft Corporation for repair or replacement instructions approved in accordance with its Delegation Option Authorization and satisfactorily perform said instructions. D) As an alternative, inspection intervals set forth in Paragraphs A and B of this AD may be adjusted up to maximum intervals of 1,050 and 420 hours' time-in-service respectively to allow said inspections to be performed at regularly scheduled inspections or maintenance periods. The 1,000 hours repetitive inspections required by Paragraph A may be accomplished at 800 hour intervals (every other 400 hour inspection required by Paragraph B) if owners/operators elect to do so. If Paragraph A inspections are performed at 800 hour intervals, the interval may be adjusted up to a maximum of 840 hours' time-in-service to permit accomplishment at previously scheduled maintenance inspections or maintenance periods.E) When the front wing spar lower cap is modified by the installation of Cessna Service Kit SK402-36 or SK411-56, as appropriate, per Cessna Multi-engine Service Information Letter ME 79-16, Revision 3 dated February 8, 1980, the repetitive inspection made mandatory by Paragraph B) of this AD are no longer required. NOTE: Airplanes so modified may be subject to new mandatory inspection procedures at a later date. F) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the inspections required by this AD can be performed. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Cessna Aircraft Company requests, in Part 5 of ME 79-16, Revision 3, reporting of the initial inspection results to their Customer Service Department. The FAA encourages mechanics and owners/operators to comply with this request to facilitate the manufacturer's monitoring of this inspection program. This AD supersedes AD 77-02-05, Amendment 39-2815 (39 FR 20784). Amendment 39-3473 became effective May 25, 1979. Amendment 39-3652 became effective December 26, 1979. This amendment 39-3711 becomes effective February 27, 1980.
98-17-15: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-17-15 which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation Model S-76A, B, and C helicopters by individual letters. This AD requires, before further flight, a one-time visual inspection of the swashplate assembly uniball bearing retainer (retainer) for missing bolts, an inspection with a magnet to detect aluminum bolts, and replacing missing or aluminum bolts with airworthy steel bolts. This amendment is prompted by reports of the installation of aluminum bolts on swashplate assemblies. This condition, if not corrected, could result in failure of the swashplate assembly, loss of the main rotor, and subsequent loss of control of the helicopter.
98-12-31: This action confirms the effective date of Airworthiness Directive (AD) 98-12-31, which applies to certain British Aerospace Jetstream Model 3101 airplanes. AD 98-12-31 requires repositioning the fuel cross feed pipes in the lower center fuselage to give an overall clearance of 2 inches when measuring from the bottom of Frame Station 223. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified in this AD are intended to prevent the fuel pipe from fracturing during a wheels up landing because of the positioning of the fuel cross feed pipes, which could result in an airplane fire.
2019-07-02: We are adopting a new airworthiness directive (AD) for certain Robinson Helicopter Company (Robinson Helicopter) Model R66 helicopters. This AD requires inspecting the oil tank outlet's fitting color. If the fitting is blue, this AD requires replacing the tank with an oil tank that lacks a blue fitting. This AD also requires determining the revision letter on the ink stamp, and installing an oil tank angle based on that determination. This AD was prompted by reports of broken oil tank internal baffles. The actions of this AD are intended to correct an unsafe condition on these products.
95-08-07: 95-08-07 AIRBUS INDUSTRIE: Amendment 39-9196. Docket 95-NM-41-AD. Applicability: All Model A310 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (e) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent impeding evacuation during an emergency due to seized bearings on the lower shaft of the mechanism inside the emergency exit door, which would make the door control handle difficult to lift, accomplish the following: (a) Within 60 days after the effective date of this AD, measure the amount of force required to move the interior control handle of the emergency exit doors, in accordance with Airbus All Operators Telex (AOT) 52 08, Revision 1, dated December 1, 1994. (b) If the force required to move the interior control handle of the door is equal to or does not exceed 20 daN (45 foot-pounds), no further action is required by this paragraph for that door. (c) If the force required to move the interior control handle of the door exceeds 20 daN (45 foot-pounds), prior to further flight, perform a full functional test of the emergency exit doors to measure the amount of force required to open the doors, in accordance with the AOT. (1) If the force required to open the door is equal to or does not exceed 20 daN (45 foot-pounds), no further action is required by this paragraph for that door. (2) If the force required to open the door exceeds 20 daN (45 foot-pounds), prior to further flight, perform a visual inspection to detect discrepancies of the mechanism inside the door, in accordance with the AOT. (i) If no discrepancy is found, prior to further flight, replace seized bearings with new or serviceable bearings, in accordance with the AOT. (ii) If any discrepancy is found, prior to further flight, repair the discrepancy in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, submit a report of the findings of discrepancies to the Airbus Industrie, Engineering Services, Attention: Mr. R. Filaquier, AI/SE E121, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (e) 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, ANM-113. 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, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued for non-revenue bearing flights in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The measurements, functional test, inspections, and replacement shall be done in accordance with Airbus All Operators Telex 52 08, Revision 1, dated December 1, 1994. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on May 2, 1995.
87-25-11: 87-25-11 BRITISH AEROSPACE: Amendment 39-5798. Applies to all Model H.S. 748 series airplanes, as listed in the BAe Service Bulletin 27/110, dated November 1986, certificated in any category. Compliance is required within 60 days after the effective date of this AD unless previously accomplished. To prevent interference caused by loose bearings, accomplish the following: A. Inspect the bearing installations of the rudder spring tab, flap torque shaft assemblies, and flap interference roller in accordance with BAe Service Bulletin 27/110, dated November 1986. Any bearing installation found to be loose must be repaired prior to further flight, in accordance with the BAe service bulletin. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective January 25, 1988.
2000-18-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-18-52 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI)-manufactured Model OH-13E, OH-13H, and OH-13S helicopters by individual letters. This AD requires a liquid penetrant or eddy current inspection of the threads on each main rotor blade grip (grip) for a crack. The inspections must be accomplished within 100 hours time-in-service (TIS) since initial installation on any helicopter or within 10 hours TIS for grips with 100 or more hours TIS and thereafter at intervals not to exceed 200 hours TIS. This AD also establishes a retirement life of 1200 hours TIS for affected grips. This amendment is prompted by the results of an investigation of an August 1998 accident in which a grip failed on a BHTI Model 47G-2 helicopter due to a fatigue crack. The OH-13E, OH-13H, and OH-13S helicopters use the same grips as the Model 47G-2 helicopters. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
99-23-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron Canada (BHTC) Model 222, 222B, and 222U helicopters. This action requires verifying the torque on each vertical fin attachment bolt (bolt); inspecting the vertical fin and tailboom fittings for cracks, elongation of bolt holes, distortion and corrosion; and re-verifying the torque on the bolts after inspecting the fittings. This amendment is prompted by a report of a loose vertical fin, which was discovered during a post-flight inspection. The actions specified in this AD are intended to prevent loss of torque of the bolts, which could lead to fracture of the bolts, separation of the vertical fin from the helicopter, and subsequent loss of control of the helicopter.
2019-07-03: We are adopting a new airworthiness directive (AD) for all Zodiac Seats France 536-Series Cabin Attendant Seats. This AD was prompted by potential risk of premature corrosion on the seat structure and clamps. This AD requires inspection and, if damage or corrosion is found, modification of all Zodiac Seats France 536-Series Cabin Attendant Seats. This AD also allows modification and re-identification of the seats as an optional terminating action to the repetitive inspection requirements of this AD. We are issuing this AD to address the unsafe condition on these products.
94-07-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Fairchild Aircraft SA226 and SA227 series airplanes. This action requires repetitively inspecting (visually) the wing skin for cracks; dye penetrant inspecting the spar straps if the wing skin is found cracked; and, if any crack is found in the spar straps, repairing the spar straps and modifying the wing skin. This action also provides the option of modifying the wing skin as terminating action for the repetitive inspections. Reports of wing skin cracking because of repeated bending of the wing during service on several of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of the wing skin at the top aft outboard corner of the battery box, which could result in structural damage to the wing.
85-02-01: 85-02-01 BOEING: Amendment 39-4990. Applies to Model 747 airplanes equipped with B.F. Goodrich evacuation slides and slide/rafts, Part Numbers (P/N) as specified in B.F. Goodrich service bulletins noted below. Compliance required as indicated. \n\n\tTo assure proper inflation of slides and slide/rafts, accomplish the following within one year after the effective date of this amendment, unless previously accomplished: \n\n\tA.\tFor airplanes equipped with the B.F. Goodrich slides or slide/rafts noted in B.F. Goodrich Service Bulletin 25-090, Revision 1, dated May 10, 1984, replace pressure regulator O- rings in accordance with the service bulletin or later FAA approved revisions. \n\n\tB.\tFor Boeing Model 747-300 airplanes equipped with B.F. Goodrich slides P/N 7A1323, accomplish regulator replacement in accordance with B.F. Goodrich Service Bulletin 25-084, dated November 7, 1983, or later FAA approved revisions. \n\n\tC.\tFor airplanes equipped with slide/rafts installed in accordancewith Supplemental Type Certificates (STC) SA574GL, SA575GL, SA744GL, or SA745GL, accomplish pressure regulator O-ring replacement in accordance with B.F. Goodrich Service Bulletin 25-088, Revision 1, dated May 9, 1984, or later FAA approved revisions. \n\n\tD.\tAn alternate means of compliance which provides an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA maintenance inspector may adjust the compliance times specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the adjustment period. \n\n\tF.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tAll persons affected by this directive who have not already received B.F. Goodrich Service Bulletins 25-084, 25-088, and 25-090 may obtain copies upon request to B.F. Goodrich Engineered Products Group, Aerospace Defense Division, Akron, Ohio 44318, or Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 4, 1985.
87-24-05: 87-24-05 AIRBUS INDUSTRIE: Amendment 39-5770. Applies to all Model A300 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To detect corrosion in the area of the rear pressure bulkhead, accomplish the following: A. Perform a visual inspection for corrosion in the lower rim area of the rear pressure bulkhead, and repair, if necessary, prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-53-213, dated November 18, 1986, as follows: 1. On airplanes with less than 4.5 years since the first flight in revenue service as of the effective date of this AD: inspect within 6 months after the airplane has reached 4.5 years since the first flight in revenue service. 2. On airplanes with 4.5 years or more, but less than 6 years since the first flight in revenue service: inspect within the next 6 months after the effective date of this AD. 3. On airplanes with 6 years or moresince the first flight in revenue service: inspect within the next 3 months after the effective date of this AD. B. An alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or atthe Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective December 24, 1987.
2019-06-10: We are adopting a new airworthiness directive (AD) for Vulcanair S.p.A. Model AP68TP-300 ``SPARTACUS'' and Model AP68TP-600 ``VIATOR'' airplanes. 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 cracks on wing ribs, which could result in reduced structural integrity of the wing assembly. We are issuing this AD to require actions to address the unsafe condition on these products.
89-04-04: 89-04-04 DORNIER: Amendment 39-6139. Applicability: Model Do-28 D-1 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude operation of the airplane beyond the approved forward or rear center of gravity limits, accomplish the following: A. Inspect the installed Center of Gravity Station Guide Line in accordance with Dornier Service Bulletin No. 1121-1703, dated May 20, 1988, and determine its location. Prior to further flight, replace, and correctly locate the Guide Line if necessary. B. Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. C. An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium.All persons affected by this directive may obtain copies of the document referred to herein upon request to the Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6139, AD 89-04-04) becomes effective on March 10, 1989.
97-26-19: This amendment supersedes an existing airworthiness directive (AD), applicable to all Aerospatiale Model ATR42-300 and ATR42-320 series airplanes, that currently requires repetitive ultrasonic inspections to detect fatigue cracks of the lower lugs of the barrel of the main landing gear (MLG); and replacement of cracked lower lugs with new or serviceable parts, and a follow-on inspection. This amendment expands the applicability of the existing AD. This action also provides for an optional terminating action, which, if accomplished, terminates the repetitive inspection requirement. 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 fatigue cracking of the lower lugs of the barrel of the MLG, which could lead to the collapse of the MLG.