Results
97-20-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect fatigue cracking in the left and right wings in the area where the top skin attaches to the center spar; and repair or modification of this area, if necessary. This amendment is prompted by a report from the manufacturer indicating that, during full-scale fatigue testing of the airframe, fatigue cracking was detected in this area. The actions specified by this AD are intended to detect and correct this cracking, which could reduce the residual strength of the top skin of the wings, and consequently affect the structural integrity of the airframe.
78-05-02: 78-05-02 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-3145 as amended by amendment 39-3445. Applies to AiResearch Model TPE331-1, -2, -3, -5, and -6 Series engines. Compliance required as indicated. To prevent failure of the propeller pitch control cam follower pin accomplish the following: (1) Within the next 500 hours time in service after April 1, 1978 or prior to September 30, 1979, or at next engine overhaul, whichever comes first, unless already accomplished, remove propeller pitch control sleeve assembly Part Number 869647-1, -2, or -3 from the engine and replace it with a serviceable propeller pitch control sleeve assembly Part Number 869647-4 or other later FAA approved sleeve assembly in accordance with AiResearch Service Bulletin TPE331-72-0115, Revision 1, dated September 26, 1977, or later FAA approved revisions, or by equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Special flight permits may be issued per FAR 21.197 and 21.199 to authorize operation of aircraft to a base where this modification required by this AD may be performed. Amendment 39-3145 became effective April 1, 1978. This amendment 39-3445 becomes effective April 5, 1979.
2008-10-14: We are adopting a new 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: Strip results from some of the engines listed in the applicability section of this directive revealed excessively corroded low pressure turbine disks stage 2 and stage 3. The corrosion is considered to be caused by the environment in which these engines are operated. Following a life assessment based on the strip findings it is concluded that inspections for corrosion attack are required. The action specified by this AD is intended to avoid a failure of a low pressure turbine disk stage 2 or stage 3 due to potential corrosion problems which could result in uncontained engine failure and damage to the airplane. We are issuing this AD to detect corrosion that could cause stage 2 or stage 3 disk of the low pressure turbine to fail and result in an uncontained failure of the engine.
81-06-08: 81-06-08 PIPER: Amendment 39-4264. Applies to Piper PA-18-150 Airplanes, S/N 18- 8602 thru 18-8109013, certificated in all categories. Compliance required as indicated. To prevent failure of the lower fuselage attachment tab which connects the lower horizontal stabilizer brace wire to the fuselage, accomplish the following: (a) Within the next 10 hours in service after the effective date of this AD, unless already accomplished, conduct a visual inspection of the lower fuselage attachment tab, Piper P/N 80292-15, in the area of the welds for cracks. If cracks are found, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981, or approved alternate method, prior to further flight. If no cracks are found, install the tail brace wire support in accordance with (b) or (c), as appropriate. (b) For airplanes with less than 500 hours in service on the effective date of this AD, within the next 10 hours in service, unless already accomplished, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981. (c) For airplanes with 500 hours or more time in service on the effective date of this AD, within the next 100 hours in service, unless already accomplished, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981. (d) Report findings of cracked parts to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within five days of the inspection; include the time on the part and aircraft serial number. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (e) Alternative inspections, alterations, or repairs which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance times specified in this AD. NOTE: Retention of original tab fitting P/N 80292-15 on the airplane is optional. This amendment is effective November 19, 1981, for all persons except those to whom it was made effective immediately by airmail letter dated March 13, 1981.
2008-06-20: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-19-06: 90-19-06 AEROSPATIALE: Amendment 39-6727. Docket No. 90-NM-101-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, Serial Numbers 003 through 164, which have not been modified in accordance with Aerospatiale Service Bulletin ATR42-32-0023, Revision 1, dated April 20, 1989; or ATR42-53-0045, Revision 1, dated April 21, 1989; or ATR42-53-0050 (Modification 2221), dated January 25, 1990; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the main landing gear (MLG) actuator fitting bolts due to an incorrect perpendicularity between the bolt hole axis and the fitting surface, accomplish the following: A. For airplanes Serial Numbers 003 through 155: Within 90 days after December 21, 1989 (the effective date of AD 89-24-08, Amendment 39-6396), inspect the MLG actuator fitting bolt holes for correct perpendicularity, elongation, and alignment between the bolthole axis and the fitting surface, in accordance with Aerospatiale Service Bulletin ATR42-53-0045, Revision 1, dated April 21, 1989, or Revision 2, dated January 21, 1990. 1. If no discrepancies are found, reassemble in accordance with the service bulletin. 2. If discrepancies are found, prior to further flight, rework the fitting surface and replace the bolts in accordance with the service bulletin. B. For airplanes Serial Numbers 156 through 164: Within 90 days after the effective date of this amendment, inspect the MLG actuator fitting bolt holes for correct perpendicularity, elongation, and alignment between the bolt hole axis and the fitting surface, in accordance with Aerospatiale Service Bulletin ATR42-53-0045, Revision 1, dated April 21, 1989, or Revision 2, dated January 21, 1990. 1. If no discrepancies are found, reassemble in accordance with the service bulletin.2. If discrepancies are found, prior to further flight, rework the fitting surface and replace the bolts in accordance with the service bulletin. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence 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 in order to comply with the requirements of 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-19-06 supersedes AD 89-24-08, Amendment 39-6396. This amendment (39-6727, AD 90-19-06) becomes effective on October 23, 1990.
77-07-11: 77-07-11 PRATT & WHITNEY AIRCRAFT: Amendment 39-2872. Applies to Pratt & Whitney Aircraft JT8D-9 and -9A turbofan engine models with the following serial numbers: 665158, 665161, 665165, 665169, 665179, 665180, 665181, 665194, 665197, 665201, 665202, 665207, 665208, 665213, 665215, 665216, 665218, 665220, 665221, 665231, 665244, 665246, 665252, 665254, 665258, 665279, 665282, 665283, 665285, 665288, 665303, 665304, 665311, 665312, 665315, 665317, 665318, 665321, 665323, 665328, 665329, 665331, 665335, 665336, 665338, 665340, 665345, 665358, 665364, 665370, 665375, 665377, 665380, 665381, 665384, 665386, 665388, 665389, 665392, 665393, 665402, 665406, 665408, 665410, 665416, 665417, 665418, 665421, 665429, 665434, 665436, 665437, 665438, 665440, 665441, 665442, 665443, 665448, 665455, 665459, 665463, 665467, 665468, 665481, 665489, 665519, 665520, 665521, 665528, 665529, 665531, 665532, 665533, 665536, 665538, 665547, 665548, 665549, 665551, 665552, 665560, 665562, 665563, 665630, 665631, 665636, 665637, 665659, 665661, 665662, 665663, 665664, 665665, 665666, 665667, 665668, 665681, 665682, 665683, 666789, 666803, 666807, 666810, 666838, 666882, 666884, 666892, 666901, 666913, 674162, 674344, 674399, 674401, 674250, 674262, 674266, 674314, 674325, 674333, 674335, 674354, 674355, 674359, 674361, 674374, 674376, 674379, 674380, 674384, 674391, 674400, 674404, 674422, 674482, 674487, 674489 Compliance required as indicated prior to the accumulation of 6000 hours time in service after February 20, 1975, unless already accomplished. To preclude interference between the fourth stage turbine stator and rotor as a result of possible intermixing of different material stators, inspect for and replace all fourth stage stator vanes not FAA approved for that engine model. This supersedes Amendment 39-1835, AD 74-10-12, as amended by Amendment 39-2088. This Amendment becomes effective April 15, 1977.
76-05-07 R2: 76-05-07 R2 PIPER: Amendment 39-2540 as amended by Amendment 39-2768 is further amended by Amendment 39-4253. Applies to: PA-36-285 and PA-36-300 Serial Number 7360001 thru 8160001, 8160003, 8160009 and 8160019; PA-36-375 Serial Number 7802001 thru 8102004 inclusive, certificated in all categories. Compliance required prior to further flight, unless already accomplished, for all aircraft at a servicing facility. Aircraft located in a non-servicing area may be flown to a service area for compliance with this airworthiness directive after the pilot has inspected the three rudder horn attach bolts for adequate tightness. To prevent loss of the rudder control system, accomplish the following: 1. Remove the three bolts which attach the rudder control horn to the rudder. (Reference Piper PA-36 Service Manual, Section IV, Figure 4-3, page 4-7, Sketch "G".) 2. Verify that all three bolts are AN3-6A, Piper P/N 400440. (Note: Shank length is 25/32 minimum to 13/16 maximum.) 3. If incorrect bolts are found, replace with AN3-6A with one AN960-10 washer, Piper P/N 407564, under the head of each bolt and torque to 20 to 25 inch-pounds. Make appropriate log book entry. 4. If bolts removed are AN3-6A, reinstall with one AN960-10 washer under the head of each bolt and torque to 20 to 25 inch-pounds. Make appropriate log book entry. Piper Service Bulletins 495, 495A and 495B pertain to this subject. Amendment 39-2540 became effective March 12, 1976. Amendment 39-2768 became effective November 17, 1976. This amendment 39-4253 is effective November 16, 1981.
2020-09-03: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500-A1, V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, V2531-E5, and V2533-A5 model turbofan engines with a certain diffuser case assembly installed. This AD was prompted by a report of a manufacturing quality escape that could impact the life of the diffuser case assembly. This AD requires removal of the affected diffuser case assembly from service and replacement with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
77-04-08: 77-04-08 SWEARINGEN : Amendment 39-2840. Applies to Models SA26-T and SA26-AT. Compliance required as indicated. To prevent failures of spar brackets, P/N 26-31060-1, 26-31060-3, 26-31063-1, and 26-31063-3, accomplish the following inspections and modifications: (a) Within the next ten flight hours, unless already accomplished within the last 100 flight hours, inspect the spar brackets in accordance with Swearingen Aviation Corporation Service Bulletin A57-00-27, revised January 14, 1977, or later FAA approved revisions. (b) If cracks were found, before further flight, incorporate repair in accordance with Swearingen Aviation Corporation Service Bulletin A57-00-27, revised January 14, 1977, or later FAA approved revisions. (c) If no cracks are found at initial inspection, inspect the aircraft each 100 flight hours thereafter or until the repair is incorporated. (d) Alternate methods of spar bracket repair must be approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA. This amendment becomes effective March 1, 1977.
77-12-04: 77-12-04 MCDONNELL DOUGLAS: Amendment 39-2921. Applies to Model DC-10-10F and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 1000 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo reduce the possibility that operational errors could result in dispatch of an aircraft with the upper cargo door unlatched or unlocked, accomplish (a) and either (b) or (c) as follows: \n\n\t(a)\tInstall a lock mechanism viewing window on the upper cargo door and add a new instruction placard per McDonnell Douglas DC-10 Service Bulletin No. 52-120, dated September 4, 1974, or later FAA approved revision. \n\n\t(b)\tInstall an upper cargo door vent door with integral blockers for the torque tube and lock tube and add instruction placard per McDonnell Douglas DC-10 Service Bulletin No. 52-137, dated July 9, 1976, or later FAA approved revision, or \n\n\t(c)\tAfter each operation of the upper cargo door, prior to flight verify that the door is flush with the fuselage, that lock pin engagement has occurred by observing through the viewing port, and secure the upper cargo door by accomplishing (1) and either (2) or (3) as follows: \n\n\t\t(1)\tInstall bolt (NAS 6304-17 or NAS 6404U17) with locknut in lieu of pip pin in lock tube hole. \n\n\t\t(2)\tOpen and secure with positive lock-out devices, the upper cargo door power circuit breakers (B1-1341, B1-1342, and B1-1343) located on the flight engineer's lower main circuit breaker panel and "upper cargo door power control" circuit breaker (B1-1340) located on the forward left cabin equipment panel; or \n\n\t\t(3)\tRemove or hydraulically disconnect lock tube actuator (P/N 477667-5503). \n\n\t(d)\tEquivalent 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 FAR's 21.197 and 21.199 to operate airplanes to base for the accomplishment of the modificationsrequired by this AD. \n\n\tThis amendment becomes effective July 22, 1977.
2020-07-19: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R(eacute)gional Model ATR72 airplanes. This AD was prompted by occurrences of smoke in the flight deck and flap extension difficulties due to wire chafing on the electrical harness under a certain panel. This AD requires modifying the clamp installation of the electrical routing on a certain rib of the left- and right-hand side of the wing rear spars, 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.
78-04-02: 78-04-02\tBOEING: Amendment 39-3140 as amended by Amendment 39-3267. Applies to all Boeing Model 737-100/200/200C/T43A series airplanes, listed in Boeing Service Bulletin No. 737-53-1048 which have not had the bolt replacement accomplished per figure 1 of that service bulletin, certificated in all categories. \n\tA.\tWithin the next 75 flight hours time-in-service after January 16, 1978, unless accomplished within the last 3,000 flight hours time-in-service, accomplish paragraph B below. \n\tB.\tRemove panels 9126 L.H. and 9226 R.H. and check all attach bolts (16 per side) of the two horizontal stabilizer hinge outboard fittings for looseness. If found loose, before further flight, tighten bolt(s) to 65-80 in.-lbs. or accomplish the bolt replacement of figure 1 of Boeing Service Bulletin No. 737-53-1048, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. In the event it is impracticable to perform the inspection within 75 flight hours time-in-service after January 16, 1978, permission to ferry an airplane to a location where the inspection can be accomplished, may be obtained by contacting the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tWithin the next 3,000 flight hours time-in-service after the inspection accomplished per paragraph A of this AD, and thereafter at intervals not to exceed 3,000 flight hours time-in- service, accomplish the inspection of paragraph B. \n\tD.\tTerminating action to this AD consists of replacement of the attach bolts of the horizontal stabilizer hinge outboard fittings in accordance with Figure 1 of Boeing Service Bulletin No. 737-53-1048, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe 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. 552(a)(1). \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 Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\tAmendment 39-3140 became effective February 14, 1978. \n\tThis amendment 39-3267 becomes effective August 16, 1978.
81-09-06: 81-09-06 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4161. Applies to Model AS350 series helicopters certificated in all categories which have Bevel Gear Module P/N 350A32.0300.00 or -.01 installed, except bevel gear modules which include nitrided shaft P/N 350A32.3107.23 or -.24. (Bevel Gear Module P/N 350A32.0300.02 includes nitrided shaft, P/N 350A32.3107.23 or -.24 and is exempt from this application.) Compliance required as follows, unless already accomplished: a. For bevel gear modules with 580 or more hours' time in service since new or last overhaul, comply within 20 hours time in service after the effective date of this AD, or b. For bevel gear modules with less than 580 hours' time in service since new or last overhaul on the effective date of this AD, comply prior to accumulation of 600 hours' time in service, and c. Thereafter at intervals not to exceed 300 hours' time in service. To prevent loss of mechanical drive between the bevel gear module and the epicyclic module of the main transmission gearbox, inspect the bevel gear module for wear in accordance with procedures specified in paragraph EE of Aerospatiale TELEX Service No. 05.05 (TELEX No. 22316) dated December 24, 1980, or paragraph BB of Aerospatiale TELEX Service No. 05.06 as it applies to measuring actual spline wear, or other FAA approved equivalent. If the maximum wear depth at the level of the step on the spline exceeds 1.0 mm (0.039 inch) or if the distance between two rods of 6.35 mm (.250 inch) exceeds 72.2 mm (2.84 inches), the bevel gear module must be replaced with a serviceable module before further flight. Report defects to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraftto a base where this AD can be accomplished. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101, or by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belguim. NOTE: Aerospatiale TELEX 22316, paragraph EE, is as follows: EE. Remove main rotor mast and sun gear according to Work Cards 65 13 401 and 65 30 404. Check the wear of vertical shaft splines either by mold print, (maximum wear depth at the level of the step, 1mm (0.039 inches)) or by measurement of distance between two rods of 6.35 mm diameter. Distance between two opposite rods shall be less than 72.2 mm. If the value obtained by either one of the above methods is out of limit, return bevel gear module to an approved repair station. This AirworthinessDirective supersedes AD 81-01-05. This amendment becomes effective July 23, 1981, for all persons except those to whom it was made immediately effective by priority mail AD No. 81-09-06 dated April 23, 1981.
2020-07-17: The FAA is adopting a new airworthiness directive (AD) for all Saab AB, Support and Services Model SAAB 2000 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
92-15-01: 92-15-01 BEECH: Amendment 39-8294. Docket No. 92-CE-18-AD. Applicability: The following model and serial numbered airplanes, certificated in any category: Models Serial Numbers T-34C GP-1 through GP-50, GL-1 through GL-353, and GM-2 through GM-98 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4, B90, C90, C90A, E90, F90, and H90 LJ-1 through LJ-1285, LW-1 through LW-347, LA-2 through LA-236, LM-1 through LM-141, LS-1, LS-2, LS-3, LT-1, LT-2, LU-1 through LU-15, and LL-1 through LL-61 99, 99A, A99A, B99, and C99 U-1 through U-239 100, A100, and B100 B-1 through B-247 and BE-1 through BE-137 200, 200C, 200CT, 200T, A200, A100-1, A200CT, B200, B200C, B200CT, and B200T BB-2 through BB-1405, BC-1 through BC-75, BD-1 through BD-30, BJ-1 through BJ-66, BL-1 through BL-137, BN-1 through BN-4, BP-1 through BP-71, BT-1 through BT-33, BU-1 through BU-12, BV-1 through BV-12, FC-1, FC-2, FC-3, FE-1 through FE-9, FG-1, and FG-2 300, 300C, B300, and B300C FA-1 through FA-217, FF-1 through FF-19, FL-1 through FL-60, and FM-1 Compliance: Required as indicated, unless already accomplished. To prevent undetected failure of engine truss-to-firewall bolts, which could eventually lead to separation of the engine mount from the airplane, accomplish the following: (a) Within the next 150 hours time-in-service after the effective date of this AD, accomplish the following: (1) Individually remove each engine truss-to-firewall bolt and determine whether the bolt is manufactured by Dumont Aviation as specified by Figure 2 of, and in accordance with paragraphs 1 and 2 of the ACCOMPLISHMENT INSTRUCTIONS section of, Beech Service Bulletin (SB) No. 2432, dated February 1992. Only one engine truss-to-firewall bolt shall be removed at any given time. (2) Prior to further flight, replace any bolt manufactured by Dumont Aviation as identified in paragraph (a)(1) of this AD with a new bolt part number (P/N) MS20006-20 /M/. NOTE 1: The inspection of the engine truss-to-firewall bolts and associated hardware for corrosion that is referenced in Beech SB No. 2432, dated February 1992, is recommended but is not required by this AD. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita 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 Wichita Aircraft Certification Office. (d) The inspection required by this AD shall be done in accordance with Beech Service Bulletin No. 2432, dated February 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. (e) This amendment becomes effective on August 21, 1992.
96-11-01: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) Jetstream Models 3101 and 3201 airplanes. This action requires modifying the automatic airframe de-ice system to allow the wing and tail de-ice boots to automatically operate through one cycle. The present system repeats the wing de-ice boot inflation cycle before starting to inflate the tail de-ice boots. Reports of ice accumulating on the tail faster than the automatic tail de-ice boots inflate on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent excessive ice accretion on the tail or wings of the affected airplanes, which could result in loss of control of the airplane.
91-21-03: 91-21-03 MCDONNELL DOUGLAS: Amendment 39-8050. Docket No. 91-NM-74-AD. \n\n\tApplicability: Model DC-9 series airplanes, listed in Heath Tecna Service Bulletin ESCI-25-A1, dated April 30, 1990, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the occurrence of fire and smoke in the passenger cabin, accomplish the following: \n\n\t(a)\tVisually inspect the electrical wiring along the left and right overhead stowage compartment rail assemblies in the vicinity of each electrical bonding strap for evidence of arcing, burning, or chafing. If damage is found, prior to further flight, repair in accordance with McDonnell Douglas DC-9 Maintenance Manual, Chapters 20-50-01 and 20-50-02. \n\n\t(b)\tModify the electrical bonding strap installation of the left and right overhead stowage compartment rail assemblies in accordance with Heath Tecna Aerospace Co. Alert Service Bulletin ESCI-25-A1, dated April 30, 1990. \n\n\t(c)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tThe modification requirements of this rule shall be done in accordance with Heath Tecna Aerospace Company Alert Service Bulletin ESCI-25-A1, dated April 30, 1990. 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 Heath Tecna Aerospace Company, 19819 84th Avenue South, Kent, Washington 98032. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8050, AD 91-21-03) becomes effective on November 29, 1991.
2008-10-08: The FAA is superseding an existing airworthiness directive (AD) that applies to certain EMBRAER Model EMB-135 airplanes; and Model EMB-145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. The existing AD currently requires performing repetitive inspections for cracks, ruptures, or bends in certain components of the elevator control system; replacing discrepant components; and, for certain airplanes, installing a new spring cartridge and implementing new logic for the electromechanical gust lock system. The existing AD also requires eventual modification of the elevator gust lock system to replace the mechanical system with an electromechanical system, which terminates the repetitive inspections. This AD reduces the compliance time for doing the modification. This AD results from additional reports of failure of the mechanical gust lock system to protect the elevator control surfaces and components from high wind gusts. We are issuing this AD to prevent discrepancies in the elevator control system, which could result in reduced control of the elevator and consequent reduced controllability of the airplane. DATES: This AD becomes effective May 23, 2008. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of May 23, 2008. On February 3, 2006 (70 FR 77303, December 30, 2005), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD. We must receive any comments on this AD by June 9, 2008.
2008-05-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-07-18: The FAA is superseding Airworthiness Directive (AD) 2017-05- 12, which applied to certain Airbus SAS Model A318-112 airplanes; Model A319-111, -112, -115, -132, and -133 airplanes; Model A320-214, -232, and -233 airplanes; and Model A321-211, -212, -213, -231, and -232 airplanes. AD 2017-05-12 required a one-time eddy current conductivity measurement of certain cabin, cargo compartment, and frame structural parts to determine if aluminum alloy with inadequate heat treatment was used, and replacement if necessary. This AD retains the requirements of AD 2017-05-12, and for certain airplanes, requires additional work, as specified in a European Union \n\n((Page 21760)) \n\nAviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that aluminum alloy with inadequate heat treatment had been used for additional structural parts. The FAA is issuing this AD to address the unsafe condition on these products.
81-15-03: 81-15-03 (BRACKETT AIRCRAFT COMPANY, INC. Brackett Aircraft Specialties, Inc.): Amendment 39-4160. Applies to Brackett Aircraft Company, Inc., engine inlet air filters installed in accordance with Supplemental Type Certificate (STC) SA693CE and STC SA71GL on the following aircraft: \n\n\tBeech A65, 70, 65-B80, 65-88, C-23, A-24R, and B-24R; Bonanza 33, 35, and 36, all models; Cessna Model 120, 140, 140A, 150, 150B, 150C, 150D, 150E, 150F, 150G, 150H, 150J, 150K, 150L, 150M, A150L, and A150M, 170, 170A, 170B, 172, 172A, 172B, 172C, 172D, 172E, 172F, 172G, 172H, 172I, 172K, 172L, and 172M, 177, 177A, 177B, 177RG, and F177RG, 180C, 180D, 180E, 180F, 180G, 180H, 180J, 180K, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 185, 185A, 185B, 185C, 185D, 185E, and A185F, 210A, B, C, D, E, and 310A, B, C, D, F, G, H, I, J, K, L; Consolidated Aeronautics (Lake) LA4-200; Grumman American Model AA-1, AA-1A, AA-1B, and AA-5; Mooney M18C, M20, M20A, M20B, M20C, M20D, and M20G; Piper Model PA-20, PA-20-115, and PA-20-135, PA-23-150, 160, PA-24-180 to S/N 1477, PA31, 31-300, 31-350; and Varga (Shinn) Model 2150A, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo prevent possible failure of the aluminum air filter retainer screen or gaskets with potential ingestion of the screen, filter element and/or gasket particles into the carburetor throat, which could result in partial or complete loss of engine power, accomplish the following: \n\n\t(a)\tWithin 25 hours of time in service after the effective date of this AD, inspect aircraft as identified in Brackett Service Bulletin No. 3, Revision 1, dated March 1, 1979, or No. 6, Revision 1, dated June 29, 1981, as applicable, equipped with the Brackett Aircraft Company, Inc. engine inlet air filters, to determine \n\n\t\t(1)\twhether the air filter retainer screen is aluminum or steel, and \n\n\t\t(2)\twhether or not certain air filter frames incorporate a gasket retainer. Brackett filter assemblies Part Number BA 100, BA 2310, BA5710, BA 7110, BA 7210, BA 7310, BA 7410 and BA 7510 are required to have a gasket retainer incorporated. The gasket retainer may be a gasket retainer strip kit installed in accordance with Brackett Service Bulletin No. 5, dated July 28, 1980, or an extruded lip which is 1/32 inch high and an integral part of the filter frame furnished by Brackett Aircraft Company, Inc. \n\n\tNOTE: The aluminum air filter retainer screen can be identified by any one of the following: \n\n\t\tThe screen has diamond shaped mesh with openings 1-3/4 inch x 3/4 inch; aluminum screen is not magnetic; the date of manufacture was ink stamped on each retainer and may still be legible. Only retainers dated August 1978 and earlier have aluminum mesh screen. \n\n\tNOTE: The steel retainer screen can be identified by any one of the following: \n\n\t\tThe screen is 1/8 inch diamond mesh; the screen is magnetic; date of manufacture is ink stamped on each retainer and may still be legible. Retainers dated September 1978 and later have steel mesh screen. \n\n\t(b)\tA determination that the air filter retainer screen is steel and that a gasket retainer is incorporated in the filter frame constitutes terminating action for this AD. \n\n\t(c)\tUpon determination that the retainer screen is aluminum, visually inspect the aluminum retainer assembly for cracks or failed areas. \n\n\t\t(1)\tIf cracks or failed areas are found, prior to further flight, replace the aluminum retainer screen assembly with a steel screen assembly kit in accordance with Brackett Service Bulletin No. 3, Revision 1 dated March 1, 1979 or No. 6, Revision 1 dated June 29, 1981, as applicable. Each model air filter requires that a different Brackett kit be installed to comply with this AD. \n\n\t\t(2)\tIf cracks or failed areas are not found, the air filter assembly may be temporarily returned to service. Remove retainers with aluminum screen from service priorto the accumulation of 100 hours additional time in service. \n\n\t(d)\tAfter the inspection required in Paragraph (a) and upon determination that a gasket retainer is not incorporated in the filter retainer, prior to the accumulation of 25 additional hours of service, install gasket retainer strips in accordance with Brackett Service Bulletin No. 5 dated July 28, 1980. \n\n\tSpecial 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. \n\n\tAlternative 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. \n\n\tThe 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. 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: Brackett Aircraft Company, Inc., 5015 Roadrunner Drive, Falcon Field, Mesa, Arizona 85205. These documents may also be examined at: FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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. \n\n\tThis supersedes AD 78-25-05, Amendment 39-3365 (43 FR 57865). \n\n\tThis amendment becomes effective July 20, 1981.
2020-08-10: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters. This AD was prompted by reports of cracking in certain tail rotor blades. This AD requires visually checking each tail rotor blade for a crack. The FAA is issuing this AD to address the unsafe condition on these products.
76-03-01: 76-03-01 PIPER: Amendment 39-2505. Applies to Model PA-31T, Serial Numbers 31T-7400002 through 31T-7620012 certificated in all categories. To prevent possible hazards in flight associated with excessive play in the elevator trim tab control system and damage to the elevator support structure, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished. (a) On Serial Numbers 31T-7400002 through 31T-7620007, install Piper Kit No. 760989, Elevator Control Tube and Trim Tab System Modification, or equivalent. (b) On Serial Numbers 31T-7400002 through 31T-7520020, 31T-7520022 through 31T-7520038, and 31T-7520040 through 31T-7620012, inspect and alter the elevator support structure in accordance with paragraphs one through six of the "Instructions" section of Piper Service Bulletin No. 481A or equivalent. (c) All defective parts found during inspections in paragraphs three through five of Piper Service Bulletin No. 481A must be replaced prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where a repair can be made. (d) Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletins Numbers 477A and 481A refer to this subject.) This amendment is effective February 9, 1976.
77-02-02: 77-02-02\tBOEING: Amendment 39-2811. Applies to Boeing Model 727-100 and -200 series airplanes certificated in all categories with .047" dia. static sensing holes. Compliance required within 3000 hours time in service after the effective date of this AD unless already accomplished. \n\tTo prevent fluctuations in airspeed and altitude information due to water being ingested and retained in the static port fittings, enlarge the static port sensing holes from .047" dia. to .125" dia. in accordance with Boeing Service Bulletin 727-34-94 (to be released) or later FAA approved service bulletins, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tBoeing 727-100 airplanes already incorporating Boeing S.B. 727-25-42, Revision 1, dated March 4, 1968, with elbow fitting MS21908D6, and Boeing S.B. 727-34-57, dated April 7, 1968, enlarging the static sensing holes, are in compliance with this AD. \n\tThe manufacturer's specifications and proceduresidentified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \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. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\tThis amendment becomes effective February 22, 1977.