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90-24-01: 90-24-01 TEXTRON LYCOMING: Amendment 39-6760. Docket No. 89-ANE-13. Applicability: ALF502R series turbofan engines installed on, but not limited to British Aerospace BAE146 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent complete loss of engine power, uncontained disk failure, and possible damage to the aircraft, accomplish the following: (a) Inspect and recoat with "Sermetel W", "ALSEAL-518" or aluminum paint, third stage high compressor (HC) disks in accordance with Textron Lycoming Service Bulletin (SB) ALF502R-72-203, Revision 2, dated August 8, 1990, as follows: (1) For those third stage HC disks with 7,000 cycles since new (CSN) or greater on the effective date of this AD, within the next 500 cycles in service (CIS) not to exceed 8,500 CSN. (2) For those third stage HC disks with less than 7,000 CSN on the effective date of this AD, at or prior to accumulating a total of 7,500 CSN. (b) Reinspect third stage HC disksrecoated with aluminum paint as follows: (1) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-203, Revision 2, dated August 8, 1990, at intervals not to exceed 6,000 CIS from last inspection. (2) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-218, Revision 1, dated December 1, 1989, at intervals not to exceed 1,500 CIS from last inspection. Remove the modified second stage compressor spacer, Part Number 2-100-047R10, from service prior to accumulating 5,000 additional CIS since modification, not to exceed 16,600 CSN. (3) For disks inspected in accordance with Textron Lycoming SB ALF502R 72-237, dated November 30, 1989, at intervals not to exceed 1,000 CIS from last inspection. Remove the modified second stage compressor spacer, Part Number 2-100-047R10, from service prior to accumulating 5,000 additional CIS since modification, not to exceed 16,600 CSN. (c) No reinspection is required for those third stage HC disks recoatedwith "SERMETEL W" or "ALSEAL-518" surface finish in accordance with Textron Lycoming SB ALF502R 72-203, Revision 2, dated August 8, 1990. (d) Actions accomplished in accordance with SB ALF502R 72-203, dated January 31, 1989; SB ALF502R 72-203, Revision 1, dated June 16, 1989; or with SB ALF502R 72-218, dated May 26, 1989, in complying with Telegraphic Airworthiness Directive T89-13-52 dated June 22, 1989, are considered to be in compliance with the corresponding requirements of this AD, if applicable. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The inspection procedures shall be done in accordance with the following Textron Lycoming Service Bulletins: Service Bulletin No. Page No. Issue/Revision Date ALF502R 72-203 1-4, 6 2 August 8, 1990 ALF502R 72-203 5 1 June 16, 1989 ALF502R 72-218 1, 2, 3, 4, 5, 6, 9 1 December 1, 1989 ALF502R 72-218 7, 8 original May 26, 1989 ALF502R 72-237 1-12 original November 30, 1989 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Textron Lycoming, 550 Main Street, Stratford, Connecticut 06497. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. Airworthiness Directive 90-24-01 supersedes TAD T89-13-52 dated June 22, 1989. This amendment (39-6760, AD 90-24-01) becomes effective on November 13, 1990.
2017-12-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200 series airplanes. This AD requires repetitive inspections for damage of a certain drive arm assembly, and related investigative and corrective actions if necessary. This AD was prompted by a report indicating that during an inspection associated with a flap, the extend overtravel stops on an actuator crank arm assembly were making contact with an adjacent drive arm assembly when the flaps were retracted. We are issuing this AD to address the unsafe condition on these products.
75-11-02: 75-11-02 MAULE AIRCRAFT CORPORATION: Amendment 39-2199. Applies to the Models M-4-210 serial numbers 1001 through 1045; M-4-210C serial numbers 1001C through 1117C; M-5-210C serial numbers 6001C through 6069C, 6072C, 6076C, 6077C, 6079C, 6080C, 6084C, and 6087C, certificated in all categories. Compliance required within the next 30 hours' time in service after the effective date of this AD unless already accomplished. To prevent fuel leakage in the cabin area and allow fuel line flexibility, accomplish the following or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region: 1. Turn the fuel tank selector valve to off position. 2. Remove the engine fuel injector return line from the firewall to the fuel header tank. (Line located in cabin wall to left of pilots feet.) 3. Short line inspection - Inspect the short line connected at the firewall to the check valve for cracking around the flares. If cracks are found,replace line with a serviceable line in accordance with Advisory Circular 43.13. 4. Long line replacement - Remove existing long line and install an 8-inch long, 1/4 inch diameter aluminum tube, between the return check valve and the header tank, using appropriate tube and fittings. This line is to incorporate a 1.5 to 2.0 inch diameter loop in the middle. Use caution when bending the tubing to prevent kinking. This looped tubing must be installed with the plane of the loop horizontal so that no low undrainable spots exist. 5. The check valve must be reinstalled with the arrow pointing aft. 6. Functional check the return line for leaks and repair as necessary. Maule Aircraft Corporation Service Letter 31 covers the same subject. This amendment becomes effective May 19, 1975.
75-09-09: 75-09-09 BELL: Amendment 39-2179. Applies to Model 206A and 206B helicopters, serial numbers 4 through 497, certificated in all categories. To prevent possible failure of the tail rotor control tube assembly, P/N 206-010-743-13, compliance with items 1 through 5 of Bell Helicopter Company Service Bulletin 206-75-2, dated February 18, 1975, or later FAA approved revision, is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 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 the Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective April 23, 1975.
75-18-02: 75-18-02 CAPRONI VIZZOLA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-2340 as amended by Amendment 39-2430 is further amended by Amendment 39-2726. Applies to Caproni Calif A-21 series glider, serial numbers 201, 202, and 204 and subsequent, certificated in all categories. Compliance is required as indicated. To prevent aileron flutter, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished: (1) Install an operating limitations placard near the airspeed indicator reading - "DO NOT EXCEED 124 MPH - 108 KNOTS". (2) Inspect the aileron control driving cones for cleanliness. NOTE: To gain access to the driving cones, located in the fuselage under the central segment of the wing, disassemble the wing from the fuselage. Avoid entry of solid foreign material and dirt particles in driving cones upon reassembly. (3) Inspect the aileron system for free play by holding thetrailing edge of one aileron at the wing tip end and measuring the distance through which the trailing edge of the other aileron at wing tip end travels from upward to downward position when moved by hand without causing elastic deflection of the aileron. If the free play exceeds 3 MM (0.118 inch), rerig the aileron system. (b) Inspect the aileron system for cleanliness and free play, and rerig as necessary, in accordance with paragraphs (a)(2) and (a)(3) of this AD, at intervals not to exceed 50 hours time in service from the last inspection. (CAPRONI VIZZOLA COSTRUZIONI AERONAUTICHE S.p.A. Mandatory Technical Service Bulletin T.B. No. 75.05 R.A.I. dated July 29, 1975, refers in part to this subject.) (c) The placard required by paragraph (a) of this AD may be removed and the inspections required by paragraph (b) of this AD may be discontinued upon the incorporation of the following applicable modification: (1) For gliders with serial numbers 201, 202, 204 through208, 210, and 212 through 214, replace the fiberglass ailerons with metal ailerons, P/N A24A2, in accordance with paragraph (a) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin No. 76.08, undated, or an FAA-approved equivalent. (2) For gliders with serial numbers 211 and 215 through 218, replace the metal ailerons with modified metal ailerons, P/N A24Al, in accordance with paragraph (b) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin No. 76.08, undated, or an FAA-approved equivalent. (3) For glider serial number 209, replace the metal ailerons with modified metal ailerons, P/N A24B1, in accordance with paragraph (c) of the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Bulletin 76.08, undated, or an FAA-approved equivalent. (4) For gliders with serial numbers 219 through 228, replace the existing metal ailerons with modified metal ailerons, P/N A24B1, in accordance with the Instruction section of Caproni Vizzola Costruzioni Aeronautiche Technical Service Bulletin 76.07. undated, or an FAA-approved equivalent. Amendment 39-2340 became effective August 22, 1975. Amendment 39-2430 became effective November 28, 1975. This amendment, 39-2726, becomes effective September 30, 1976.
2017-11-13: We are superseding Airworthiness Directive (AD) 98-13-14, for certain Airbus Model A320-211, -212, and -231 airplanes. AD 98-13-14 required repetitive inspections of certain fastener holes of the aft fuselage, and corrective action if necessary. This new AD continues to require the actions in AD 98-13-14, with revised inspection compliance times. This AD was prompted by identification of cracks in the fastener holes of the former junction of the aft fuselage, which occurred during a fatigue test; and a determination that certain compliance times specified in AD 98-13-14 must be reduced. We are issuing this AD to address the unsafe condition on these products.
2017-10-13: We are superseding airworthiness directive (AD) 2015-17-19 for all Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. AD 2015-17-19 required inspection of the fan case low-pressure (LP) fuel tubes and associated clips and the fuel oil heat exchanger (FOHE) mounts and associated hardware. This AD requires an engine modification, which terminates the repetitive inspections. This AD was prompted by fractures on the LP fuel return tube at mid-span locations that were found with resulting fuel leaks. We are issuing this AD to correct the unsafe condition on these products.
70-06-07: 70-06-07 AVIONS MARCEL DASSAULT/SUD-AVIATION: Amdt. 39-958. Applies to all series Fan Jet Falcon airplanes with Microturbo Saphir I and II APU's installed. Compliance is required within the next 75 hours of APU operation, unless already accomplished. To prevent a fire hazard due to continued operation of the APU oil pump motor after APU shutdown, replace Equipment Construction Electrique (ECE) relay P/N 1475-7 with ECE contactor P/N 100CC01-A in accordance with Microturbo Saphir I Service Bulletin 49.10.39, dated September 30, 1969; or Microturbo Saphir II Service Bulletin 49.11.08, Revision No. 1, dated September 30, 1969, as applicable, or later SGAC-approved issues, or FAA-approved equivalents. This amendment becomes effective April 18, 1970.
2017-11-08: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Model DA 42 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 failure of the propeller regulating valve caused by hot exhaust gases coming from fractured engine exhaust pipes. We are issuing this AD to require actions to address the unsafe condition on these products.
2024-16-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200, A330-200 freighter, A330-800, and A330-900 series airplanes; Model A330-301, -302, -303, -323, -342, and -343 airplanes; and Model A340-312 and -313 airplanes. This AD was prompted by reports of quality non-conformity on main landing gear (MLG) axles where the high velocity oxygen-fuel (HVOF) coating on the bearing journal runout areas had a coating that was thicker than allowable limits. This AD requires repetitive inspections of the affected parts (MLG axles) for any discrepancy, corrective actions, and eventual replacement of affected parts, and prohibits the installation of affected parts, 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.
2017-10-14: We are superseding Airworthiness Directive (AD) 2014-07-07 for British Aerospace Regional Aircraft Model HP 137 Jetstream MK1, Jetstream Series 200, and Jetstream Series 3101 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 cracking of the forward main landing gear yoke pintle resulting from corrosion pits leading to stress corrosion cracking. We are issuing this AD to require actions to address the unsafe condition on these products.
74-08-04: 74-08-04 MCDONNELL DOUGLAS: Amendment 39-1811 as amended by Amendment 39-2013, 39-2112, and 39-2399 is further amended by Amendment 39-2443. Applies to all McDonnell-Douglas DC-10 series airplanes. \n\n\tCompliance required as indicated: \n\n\tTo prevent possible in-flight depressurization of the airplane that might result from the opening of an improperly secured cargo door, accomplish the following: \n\n\t1.\tPrior to further flight, unless already accomplished, perform the modifications and functional checks referenced below as follows: \n\n\t\t(A)\tInstall inspection ports and placards in all cargo doors and perform functional check of door systems and operation in accordance with McDonnell-Douglas Alert Service Bulletin A52-35 dated June 19, 1972, or later FAA-approved revisions. \t \n\n\t\t(B)\tModify all cargo door latch actuator wiring in accordance with McDonnell-Douglas Service Bulletin 52-27 dated May 30, 1972 or later FAA-approved revisions. \n\n\t\t(C)\tExcept for those aircraft which have been modified in accordance with McDonnell-Douglas Service Bulletin 52-49 dated October 25, 1973, or later FAA-approved revisions, replace the strike plate and adjust the switches on all forward, center, and aft cargo doors and install a support and plate on the aft cargo door in accordance with McDonnell-Douglas Service Bulletin 52-37 dated July 3, 1972, or later FAA-approved revisions. \n\n\t2.\tPrior to each flight a qualified person will: \n\n\t\tA.\tCheck each cargo door that has been opened since last checked, for proper security as follows: \n\n\t\t\t(i)\tEnsure that the cargo restraint curtain, if installed, is in proper position. \n\n\t\t\t(ii)\tEnsure that no foreign matter is in the exposed door locking mechanisms. \n\n\t\t\t(iii)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(iv)\tEnsure proper locking pin placement by visual check through inspection ports; \n\n\t\tB.\tCheck each cargo door known not to have been opened since last checked per paragraph 2(A), above,(i)\tEnsure that locking mechanisms are in proper positions. \n\n\t\t\t(ii)\tEnsure proper locking pin placement by visual check through inspection ports; and \n\n\t\tC.\tEnsure all cargo door warning lights are extinguished prior to taxi, except as provided in paragraph 12, below. \n\n\t\tD.\tCommunicate to the flight crew, prior to taxi, that the cargo doors have been checked, closed and locked. \n\n\t\tE.\tDefinitions. For the purposes of this paragraph, a qualified person is defined as an individual who has received special training on cargo door latching, and, as listed below, shall be: \n\n\t\t\t(i)\tMechanics at stations where such personnel are stationed and available. \n\n\t\t\t(ii)\tFlight crew member at off-line stations where no other qualified persons are available. \n\n\t\t\t(iii)\tRamp supervisor at line stations where no mechanical personnel are stationed or available. \n\n\t3.\tIf any abnormality in pressurization of the airplane is observed during the initial phases of pressurization, initiate descent and depressurization of the airplane and land at the nearest suitable airport. \n\n\t4.\tNotwithstanding the above, at least one flight crew member for each airplane operation must be indoctrinated in accordance with the FAA approved cargo door training programs for the individual airline or operator. \n\n\t5.\tSpecial flight permits may be issued per FAR 21.197 and 21.199 to operate airplanes to a base to perform the maintenance, modifications or repairs required by this AD. \n\n\t6.\tWithin the next 30 days after the effective date of this AD accomplish the cargo door warning system wiring changes in accordance with McDonnell-Douglas Service Bulletins 52-43 dated October 5, 1972, and 52-44, Revision 1, dated August 14, 1973, or later FAA-approved revisions. \n\n\t7.\tOn or before July 1, 1974, accomplish the cargo door latching mechanism and warning system rework in accordance with McDonnell-Douglas Service Bulletin 52-49, Revision 1, dated March 15, 1974, or later FAA-approved revisions. \n\n\t8.\tOn or before July 1, 1974, install cargo door limit switch covers in accordance with McDonnell-Douglas Service Bulletin 52-54 revision 1, dated April 14, 1973, or later FAA-approved revisions. \n\n\t9.\tIn lieu of compliance with the provisions of any of the above requirements, operators may comply with requirements approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNote: Simultaneous with the issuance of the AD, principal air carrier operations inspectors assigned to U.S. DC-10 operators will initiate action to amend the approved air carrier training programs to assure that required flight crewmembers are thoroughly familiar with, and indoctrinated in, the operation of locking cargo doors including: \n\n\t\tA.\tObservation of operation of locking mechanism from the interior. \n\n\t\tB.\tMethod of visual check to ensure engagement of locking pins through exterior inspection ports and related mechanism. \n\n\t10.\tUpon completion of either Douglas Service Bulletin 52-109 dated September 10, 1974, or later FAA-approved revisions, or the production change (Ref. Functional Check TXA 7002(L)) or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, on all DC-10 airplanes of an operators fleet, the special checks required in paragraph 2, above, are no longer required. \n\n\t11.\tWithin the next 6000 hours' time in service, after the effective date of this Amendment 39-2112 to AD 74-08-04, unless already accomplished, modify the existing snap switch cargo door warning systems and install new proximity switch cargo door warning systems in accordance with McDonnell Douglas Service Bulletin 52-109, Revision 1, dated December 12, 1974, or later FAA-approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t12.\tAircraft which have been modified in accordance with paragraph 11, above, may be operatedwith one warning light (System A or System B) per door inoperative provided: \n\n\t\t(a)\tThe unaffected system test is satisfactory and indicates that the door is closed and locked; and \n\n\t\t(b)\tThe procedure specified by paragraph 2 of this AD is accomplished for the affected cargo door(s); and \n\n\t\t(c)\tThe aircraft is not dispatched from a station where repairs or replacements on the inoperative warning system can be made. \n\n\tAmendment 39-1811 was effective upon publication in the Federal Register as to all persons except those persons to whom certain provisions of this amendment were made immediately effective by the telegrams dated March 7, 1974 and March 22, 1974, and the provisions of this amendment not included in those telegrams are effective as to those persons upon publication of this amendment in the Federal Register. \n\n\tNOTE: Amendment 39-2013 to AD 74-08-04 does not relieve the operator from ensuring, by appropriate procedures, that the cargo door is properly secured. \n\n\tAmendment 39-2013 became effective November 21, 1974. \n\n\tAmendment 39-2112 became effective April 4, 1975. \n\n\tAmendment 39-2399 became effective October 31, 1975. \n\n\tThis Amendment 39-2443 becomes effective December 1, 1975.
74-23-03: 74-23-03 BOEING: Amendment 39-2003. Applies to all Model 727 Series Airplanes certificated in all categories and equipped with the Auto Pack Trip System. \n\tCompliance required as indicated unless already accomplished. \n\tTo prevent the inadvertent trip of both air conditioning packs and the subsequent rapid loss of cabin pressurization, accomplish the following: \n\t(A)\tWithin one calendar day after the effective date of this AD, as an interim action, during the first flight and on all subsequent flights until the action specified in paragraph (B) and (C) of this AD has been accomplished, control the Auto Pack Trip System in accordance with the information and procedures contained in Boeing 727 "Operations Manual Bulletin" Number 74-7 dated September 5, 1974; and \n\t(B)\tWithin 100 hours time in service after the effective date of this AD, unless paragraph (C) is already accomplished, collar the Auto Pack Trip circuit breaker on the P6 panel and install one placard adjacent to thecircuit breaker and one adjacent to the Auto Pack Trip Switch which reads, "Auto Pack Trip Inoperative". \n\t(C)\tAs terminating action of this AD, within the next 900 hours time in service after the effective date of this AD, modify the Auto Pack Trip System in accordance with the information contained in the following documents as applicable, or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region: \n\t\t(1)\tBoeing Alert Service Bulletin 727-36-21 dated September 20, 1974, or later FAA approved revisions, applies to 727-200 series airplanes. \n\t\t(2)\tBoeing Service Bulletin 727-36-17, Revision 2, dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes if Boeing Service Bulletin 727-36-17 original issue and Revision 1 have been incorporated: \n\n\t727-116\tS/N 19811 \n\t727-116C \tS/N 19813 and 19814 \n\t727-21\t\tS/N 18992 thru 18999 \n\t727-21\t\tS/N 19005 thru 19007 \n\t727-21\t\tS/N 19035 thru 19038 \n\t727-21\t\tS/N 19257 thru 19262 \n\t727-21C \tS/N 19134 thru 19137 \n\n\t\t(3)\tBoeing Service Bulletin 727-36-18, Revision 1, dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes if Boeing Service Bulletin 727-36-18 has been incorporated: \n\n\t727-155C \tS/N 19619 \n\n\t\t(4)\tBoeing Service Bulletin 727-36-22 dated October 4, 1974, or later FAA approved revisions, applies to the following 727-100 series airplanes: \n\n\t727-17\t\tS/N 20327 and 20328; \n\t\t\tS/N 20512 and 20513 \n\t727-41\t\tS/N 20422 thru 20426 \n\t727-113C \tS/N 20343 \n\t727-1H2 \tS/N 20533 \n\t727-1F8\tS/N 20421 \n\t727-C3\t\tS/N 20418 thru 20420 \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 the Boeing Commercial Airplane Company,P. O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington 98108. \n\n\tThis amendment becomes effective November 8, 1974.
75-26-12: 75-26-12 BRITISH AIRCRAFT CORPORATION: Amendment 39-2468. Applies to British Aircraft Corp. (BAC) Viscount Model 700 and 810 series airplanes. Compliance is required as indicated, unless already accomplished. To prevent possible fatigue failure of the No. 1 and 2 landing flap torque shaft assemblies, accomplish the following: (a) For No. 1 torque shaft assemblies (LH and RH), comply with the following: (1) Torque tubes fitted to torque shaft assemblies for which total landings can be determined and which have accumulated in excess of 26,000 landings but not more than 28,000 landings on the effective date of this AD may remain in service for 2,000 additional landings with no special inspections after which time they must be replaced with new torque tubes of the same part number in accordance with paragraph (a)(5) of this AD. (2) Torque tubes fitted to torque shaft assemblies for which the total landings can be determined and which have accumulated in excess of 28,000 landings on the effective date of this AD may be continued in service, subject to the inspection requirements of paragraph (a)(4) of this AD, for 2,000 additional landings after which they must be replaced with new torque tubes of the same part number in accordance with paragraph (a)(5) of this AD. (3) Torque tubes fitted to torque shaft assemblies for which total landings cannot be determined must use in lieu thereof the total landings on the aircraft on which they are installed and comply with either paragraph (a)(1) or (a)(2) of this AD as applicable. NOTE: If total landings on the aircraft are not known, an operator may substitute a value for total landings established by dividing the total aircraft hours by the average flight length for the particular aircraft, subject to the approval of the assigned FAA Inspector. (4) Torque tubes fitted to torque shaft assemblies may remain in service for 2,000 additional landings in accordance with paragraph (a)(2) of this AD, subject to the following conditions: (i) Within 50 landings after the effective date of this AD and thereafter at intervals not to exceed 50 landings until replaced in accordance with paragraph (a)(2) of this AD, inspect the torque tubes in accordance with 2.2.1 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. If any cracks are found in the torque tubes as a result of this inspection, before further flight, replace the torque tubes with new parts of the same part numbers in accordance with paragraph (a)(5) of this AD. (ii) Within 500 landings from the effective date of this AD and thereafter at intervals not to exceed 500 landings until replaced in accordance with paragraph (a)(2) of this AD, remove the torque shaft assemblies and inspect and rework in accordance with paragraph 2.2.2 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. Where an inspection required by this paragraph coincides with an inspection interval specified in paragraph (a)(4)(1) of this AD, the inspection conducted in accordance with this paragraph is considered as showing compliance with the inspection required by paragraph (a)(4)(i) of this AD. If any cracks are found in the torque tubes or end fittings as a result of this inspection, replace cracked parts with new parts of the same part numbers in accordance with the assembly instructions specified in paragraph (a)(5) of this AD. (5) Torque tubes replaced in accordance with any provisions of this AD must be assembled to the torque shaft assembly in accordance with figure 2 of Alert PTL No. 290 (700 series) or PTL No. 158 (810 series), both dated August 23, 1972, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, c/o American Embassy, APO New York 09667. 6) Replacement torque tubes installed in accordance with the provisions of this AD must be replaced within 20,000 landings from new. Thereafter inspect replacement torque tubes in accordance with paragraph 2.3 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. (b) For No. 2 torque shaft assemblies (LH and RH), comply with the following: (1) For torque tubes fitted to torque shaft assemblies, for which total landings can be determined, within 500 landings after the effective date of this AD or before accumulating 28,500 landings, whichever occurs later, and thereafter at intervals not to exceed 500 landings, inspect the torque tubes in accordance with paragraph 2.4.1 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. (2) Within 1,500 landings after the initial inspection required by paragraph (b)(1) of this AD, and thereafter at intervals not to exceed 2,000 landings from the last inspection, remove the torque shaft assemblies and inspect the torque tubes and end fittings for cracks in accordance with paragraph 2.4.2 of Alert PTL No. 290 (700 series) or Alert PTL No. 158 (810 series), both dated August 23, 1972, or an FAA-approved equivalent. Where an inspection required by this paragraph coincides with an inspection interval specified in paragraph (b)(1) of this AD, the inspection conducted in accordance with this paragraph is considered as showing compliance with that required by paragraph (b)(1) of this AD. (3) If cracks are found as a result of the inspections conducted in accordance with paragraphs (b)(1) or (b)(2) of this AD, before further flight, replace the cracked parts with new parts of the same part number. Where new torque tubes are installed as a result of the inspections specified in paragraphs (b)(1) and (b)(2) of this AD, the repetitive inspections required by paragraphs (b)(1) and (b)(2) must be initiated upon accumulating 28,000 landings on the new torque tubes. (4) Torque tubes fitted to torque shaft assemblies for which the total landings cannot be determined, must use in lieu thereof the total landings of the aircraft on which they are installed for the purpose of complying with paragraph (b)(1) of this AD. NOTE: If total landings of the aircraft are not known, an operator may substitute a value for total landings established by dividing the total aircraft hours by the average flight length for the particular aircraft, subject to the approval of the assigned FAA Inspector. This amendment becomes effective on January 14, 1976.
2024-16-17: The FAA is superseding Airworthiness Directive (AD) 2022-13- 11, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2022-13-11 required revising the existing airplane flight manual (AFM) for airplanes equipped with affected flight control units (FCUs) and replacing any affected FCU with a serviceable FCU. This AD was prompted by reports of inadvertent auto flight system (AFS) altitude changes on the FCU; an investigation revealed that, depending on the ring selection, failure of the ALT knob on the FCU could change the target altitude. This AD continues to require certain actions in AD 2022-13-11, including replacing any affected FCU with a serviceable FCU, expands the requirement to revise the existing AFM for all airplanes, and prohibits the installation of affected parts; 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.
71-22-02: 71-22-02 CESSNA: Amdt. 39-1323 as amended by amendment 39-1327. Applies to 150, 172, 175 and 182 series airplanes with 1000 or more hours' time in service with earlier type nose gear fork installed but does not include the above model airplanes installed with nose gear fork bearing P/Ns 0442503-497, 0543043-497 or 0543043-498, or newer nose gear forks identified in current Cessna Parts Catalogues. Compliance: Required as indicated, unless already accomplished. To decrease the possibility of failure of the nose gear structure: A) On or before January 1, 1972, and thereafter at intervals not to exceed 100 hours' time in service from the date of the previous inspection, or at any time following severe nose wheel shimmy and/or hard landings, inspect the nose gear fork for cracks in the radius of the milled section of the nose gear strut attachment bolt using the dye penetrant inspection or equivalent nondestructive inspection method. B) If cracks are found during the inspections required by Paragraph A, before further flight, replace the affected part with applicable nose gear fork P/N 0442503-497, 0543043-497 or 0543043-498 or newer nose gear forks identified in current Cessna Parts Catalogues. C) For those airplanes with 1500 or more total hours time in service as of January 1, 1972, and for those airplanes upon the accumulation of 1500 hours total time in service after January 1, 1972, within the first 300 hours time in service thereafter, replace earlier type forks with applicable nose gear fork P/N 0442503-497, 0543043-497, or 0543043-498 or newer nose gear forks identified in current Cessna Parts Catalogues. D) Upon incorporation of the applicable nose gear fork P/Ns 0442503-497, 0543043-497 or 0543043-498, or newer nose gear forks identified in current Cessna Parts Catalogues, compliance with the provisions of Paragraph A are no longer required. Cessna Service Letter 63-31 dated July 16, 1963, pertains to this same subject.Amendment 39-1323 became effective October 23, 1971. This amendment 39-1327 becomes effective November 9, 1971.
2017-10-03: We are superseding Airworthiness Directive (AD) 2003-11-12 for ZLIN AIRCRAFT a.s. Model Z-242L airplanes (type certificate previously held by MORAVAN a.s.). 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 a need to incorporate new revisions into the Limitations section, Chapter 9, of the FAA-approved maintenance program (e.g., maintenance manual) to impose [[Page 24473]] new or more restrictive life limits on critical components. We are issuing this AD to require actions to address the unsafe condition on these products.
75-26-11: 75-26-11 BRITISH AIRCRAFT CORPORATION: Amendment 39-2467. Applies to BAC 1- 11 200 and 400 series airplanes certificated in all categories, equipped with H.F. radio systems that do not have BAC Modifications PM 4412 Part (a) or Part (b) and Modification PM 4424 incorporated. Compliance is required as indicated: To prevent hazardous arcing at the H.F. antenna tuning unit connector post in the vicinity of the oxygen system, accomplish the following: (a) Within the next 25 hours' time in service, after the effective date of this AD, comply with the following: (1) Unless accomplished within the last 25 hours' time in service, inspect the H.F. antenna lead-in cable at the antenna, the antenna tuning unit (A.T.U.) connectors, the tuning unit and all adjacent wiring and oxygen piping in the immediate vicinity for signs of overheating damage or arcing, and replace damaged parts with parts of the same part numbers, or FAA- approved equivalent parts. (2) Remove and discard the rubber overshoe fitted at the A.T.U. connector post. (3) Attach a placard on the instrument panel in full view of the pilot reading: "The passenger oxygen system control valve must remain in the OFF position. Conduct operations in accordance with FAR 121.329 or 91.32, as applicable." (b) Repeat the inspection required by paragraph (a)(1) of this AD at intervals not to exceed 50 hours' time in service from the last inspection until paragraph (c) of this AD is complied with, at which time the inspection interval may be increased not to exceed 200 hours' time in service from the last inspection. (c) The placard required by paragraph (a)(3) of this AD may be removed and the inspection interval prescribed in paragraph (b) may be established upon completion of the following: (1) Compliance with the provisions of British Aircraft Corporation Alert Service Bulletin 23-A-PM 4346 dated April 5, 1971, paragraph numbers 3.1, 3.2, 3.3, 3.4, 3.5, 3.7, 3.8, 3.9, 4.3, 4.4, 4.5, or FAA-approved equivalents. (2) Alteration of the oxygen system in accordance with BAC Modification PM 4412 Part (a) and Part (b), or an FAA-approved equivalent. This amendment becomes effective on January 14, 1976.
2021-10-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a potential quality issue in the fuel pump that includes a locking key of the impeller drive shaft found loose in the cavity under the impeller. This AD requires replacement of affected fuel pumps, 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.
2003-17-07: This amendment adopts a new airworthiness directive (AD), applicable to various transport category airplanes manufactured by McDonnell Douglas. This AD requires a one-time test of the fire extinguishers for the engine and auxiliary power unit (APU), as applicable, to determine the capability of the Firex electrical circuits to fire discharge cartridges, and troubleshooting actions if necessary. This action is necessary to prevent failure of the fire extinguishers to fire discharge cartridges, which could result in the inability to put out a fire in an engine or in the APU. This action is intended to address the identified unsafe condition.
74-25-04: 74-25-04 LOCKHEED: Amendment 39-2032. Applies to all Lockheed model L-188A and L-188C airplanes certificated in all categories. Compliance is required as indicated. To prevent possible failure of the horizontal stabilizer due to fatigue cracks in the front spar at F.S. 1167, accomplish the following: (a) Within 300 additional flight hours after the effective date of this A.D., unless already accomplished within the last 2200 flight hours prior to this A.D., and at intervals not to exceed 2500 flight hours thereafter perform a visual or eddy current inspection with dye penetrant confirmation of the front spar upper cap bolt hole at B.L. 28 L&R as depicted in Lockheed Service Bulletin No. 88/SB 692 dated October 30, 1974, by figure 1, view A-A. Perform this inspection per the accomplishment instructions in S.B. 88/SB 692 dated October 30, 1974, or later FAA- approved revisions. (1) If crack development is noted and the crack can be removed with a .50 inch maximum diameter clean up concentric with the bolt hole, accomplish the repair instruction of paragraph 2.E (1) of Service Bulletin 692. (2) If crack development is noted and the crack can be removed with a .84 inch maximum diameter clean up concentric with the bolt hole, accomplish the repair instruction of paragraph 2.E (2) of Service Bulletin 692. (3) Any crack development in the P/N 800344-1 spar cap, which exceeds the limitations of the .84 inch maximum diameter clean up requires the replacement of the spar cap segment per accomplishment instructions of paragraph 2.E (3) of Service Bulletin 692. (4) If the inspections reveal no crack development, repeat the inspection thereafter at intervals not to exceed 2500 flight hours, unless the preventive rework specified in paragraph 2D of Service Bulletin 692 is accomplished. (5) If the repairs or preventive rework listed in items 1 thru 4 are accomplished the repeat inspections at 2500 flight hours may be discontinued. (b) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) Aircraft may be operated per FARs 21.197 and 21.199 to a base for accomplishment of maintenance per this A.D. This amendment is effective January 3, 1975.
74-24-05: 74-24-05 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2017. Applies to AiResearch Model TPE331 Series engines of the following specific models and listed serial numbers: TPE331-3U-303G; S/N 03127 through 03173 and 03176; TPE331-3UW-303G, S/N 05031 through 05042; TPE331-5-251C, S/N 22007 through 22045 and 22047 through 22050; TPE331-5-251K, S/N 06227 through 06238, 06240 through 06418 and 06420 through 06435; and, TPE 331-6-251M, S/N 20267 through 20437, 20439 through 20468 and 20470 through 20478. In addition to the above listed serial numbers, other engines of these models which have been modified by incorporation of AiResearch Service Bulletin No. TPE331-72-0055 are also affected. To determine if this service bulletin has been accomplished, refer to the engine logbook and the engine power section nameplate. The following "Power Section Change No's" indicate incorporation of this service bulletin: TPE331-3U-303G and - 3UW-303G, Ch. No. 42; TPE331-5-251C, Ch. No. 8;TPE331-5-251K, Ch. No. 25; and TPE331-6-251M, Ch. No. 18. Compliance required as indicated: To detect, correct and prevent fatigue failure of the pin in the propeller pitch control sleeve assembly accomplish the following: (A) For engines with less than 100 hours time in service or since incorporation of AiResearch Service Bulletin TPE331-72-0055: Within the next 25 hours time in service after receipt of this airmail letter, unless previously accomplished, perform the following: (1) Inspect the propeller pitch control sleeve assembly per Paragraph 2.B. or perform the vibration test per paragraph 2.C. of AiResearch Service Bulletin TPE331-72-0087, Rev. 1, dated October 29, 1974, or later FAA-approved revisions. Note: The inspection or test prescribed above need not be performed on the following listed engines since the vibration test was accomplished by the manufacturer prior to delivery: TPE331-3U-303G, S/N 03170 through 03173 and 03176; TPE331-5-251C, S/N-22047, 22048 and 22050; TPE331-5-251K, S/N 06418 and 06420 through 06435; and, TPE331-6-251M, S/N 20382, 20451, 20471 and 20473 through 20478. (2) Replace the hydraulic turbine bearing support mount retainer per paragraph 2.D. of AiResearch Service Bulletin TPE331-72-0087, Rev. 1, dated October 29, 1974, or later FAA approved revisions. (B) For engines with more than 100 hours time in service or since incorporation of AiResearch Service Bulletin TPE331-72-0055: Within the next 300 hours time in service after receipt of this airmail letter, unless previously accomplished, accomplish the inspection or test and replacement described in (A), above. (C) For new, overhauled or repaired engines not in service: Before placing these engines in service, after receipt of this airmail letter, unless previously accomplished, accomplish the inspection or test and replacement described in (A) above. (D) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. (E) Aircraft may be flown to a base for performance of maintenance required by this AD per FAR's 21.197 and 21.199." This amendment becomes effective November 26, 1974, for all persons except those to whom it was made effective by airmail letter dated November 1, 1974.
74-20-07 R5: 74-20-07 R5 SIKORSKY AIRCRAFT: Amendment 39-1971 as amended by Amendments 39- 1989, 39-2152, and 39-2439 is further amended by Amendment 39-4895. Applies to S-61L, S- 61N, S-61NM, and S-61R helicopters certificated in all categories, and S-61A (aircraft S/N's 61083, 61087, 61094, and 61161) and S-61V (aircraft S/N 61271) helicopters certificated in the restricted category. Compliance is required as indicated (unless already accomplished). To prevent operation with fatigue cracks in the spar of a main rotor blade, accomplish the following: (a) Remove from service within the next 10 hours time in service from the effective date of this amended AD: (1) Any main rotor blade which does not comply with Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions, excluding Section 2, Accomplishment Instructions, Part II, Operation, Pilot Information. For main rotor blades which are in compliance, the service life limits are: (i) 8,000 hours total time in service for S6117-20101 series blades; (ii) 9,400 hours total time in service for S6115-20501, S6115-20601, S6188-15001, and 61170-20201 series blades; (2) Any military main rotor blade installed on a helicopter certificated in the restricted category which is not equipped with a visual blade pressure inspection system equivalent to that specified in Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions. For military blades which are in compliance, the service life limits shall be those specified in the restricted category approval. (b) Inspect main rotor blades equipped with approved visual blade pressure indicators but not equipped with an in-cockpit blade inspection system, or if equipped, with the system inoperative, in accordance with paragraphs (c) and (d). For helicopters equipped with an operative in-cockpit blade inspection system, inspect the main rotor blades in accordance with paragraphs (e) and (f). (c) Within the next 3 hours time in service after the effective date of this amended AD, unless already accomplished, inspect the visual blade pressure indicators of the following blades of helicopters not equipped with an in-cockpit blade pressure monitoring system (see Sikorsky Service Bulletin No. 61B15-20D), or equipped with such system inoperative: S6115-20501 Series S6115-20601 Series S6117-20101 Series S6188-15001 Series 61170-20201 Series 61170-20201-062 (S-61A aircraft S/N's 61083 and 61094) S6115-20201-2 (S-61A aircraft S/N's 61087 and 61161) 61170-20201-060 (S-61V aircraft S/N 61271), according to the procedures set forth in Section 2, Part IV, of Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions, and as supplemented by paragraph (d) of this AD. (1) Conduct visual inspections or checks of blade-mounted pressure indicators from the transmission work platform of the helicopter to ensure that an accurate visual check is conducted. (2) The visual inspections or checks ofblade-mounted pressure indicators shall be conducted by an individual who holds a pilot certificate with appropriate rating or a mechanic certificate with airframe rating or by a certificated maintenance entity. The person performing this inspection or check shall make entries of the results in the aircraft maintenance record including a description and date of the inspection and the name of the individual performing the inspection along with the certificate number, kind of certificate, and signature. (3) Each blade with any black or red indication visible in the blade pressure indicator is considered to be unsafe and is restricted from further flight until the cause of the indication is determined and corrected in accordance with the procedures given in Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions. NOTE: The inspections that are required by paragraph (c) to be performed and recorded may be considered to be "airworthiness checks." If preventivemaintenance action in accordance with Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions, is required as a result of these inspections (airworthiness checks), the subsequent inspections required are considered preventive maintenance that may be performed by persons authorized to perform preventive maintenance under Part 43 of the FAR. (d) After the initial inspections in accordance with paragraph (c), conduct further inspections in accordance with paragraph (c) prior to the first flight of each day and at intervals not to exceed 3 hours time in service from the last inspection, except for blades identified with yellow or white circles which are limited to inspection intervals of 1 and 2 hours, respectively. Helicopter time in service for any single flight in excess of the specified inspection interval is not permitted, and if the time in service since the last inspection will exceed the specified interval during the next flight, the visual inspection mustbe conducted prior to the flight. Yellow or white circles and attendant speed restrictions of AD 74-25-05 may be removed if the main rotor blade is refurbished by Sikorsky in accordance with FAA-approved procedures of June 16, 1975. (e) Prior to the first flight of the day and every 8 hours time in service thereafter for helicopters equipped with an operable in-cockpit blade pressure monitoring system (see Sikorsky Service Bulletin No. 61B15-20D), and with main rotor blades with serial numbers of 61M-6350- 6105 or greater, or which have been refurbished by Sikorsky in accordance with FAA-approved procedures of June 16, 1975, inspect the main rotor blade pressure indicators and pressure transducers of the blades specified in paragraph (c) according to the procedures set forth in Section 2, Part IV of Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions. (1) The visual inspections or checks of blade-mounted pressure indicators are to be conducted from the transmission work platform of the helicopter to ensure that an accurate visual check is conducted. (2) The required functional tests and visual checks shall be conducted by an individual who holds a pilot certificate with appropriate rating or a mechanic certificate with airframe rating or by a certificated maintenance entity. The person performing these tests and checks shall make entries of the results of the inspections in the aircraft maintenance record including a description and date of the inspection and the name of the individual performing the inspection along with the certificate number, kind of certificate, and signature. (3) Each blade with any black or red indication visible in the blade pressure indicator or whose transducer activates the cockpit warning light is considered to be unsafe and is restricted from further flight until the cause of the indication is determined and corrected in accordance with procedures given in Sikorsky Service Bulletin No. 61B15-6P, orlater FAA- approved revisions. (f) After the initial inspections in accordance with paragraph (e): (1) Conduct functional tests in accordance with the procedures of paragraph (e) of all visual blade pressure indicators and in-cockpit blade inspection system transducers every 8 hours time in service. (2) Check the in-cockpit blade inspection system electrical circuit every 3 hours time in service by use of the system test switch located in the cockpit. An in-flight indication of a failure of the system electrical circuit must be treated in the same manner as an in- cockpit system warning light indication as provided in the Emergency Procedures section of the Rotorcraft Flight Manual. (g) Alternate inspections, repairs, modifications, or other means of compliance which provide an equivalent level of safety to this AD must be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. In accordance with FAR Section 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. (h) For helicopters equipped with an operable in-cockpit blade pressure monitoring system (see Sikorsky Service Bulletin No. 61B15-20D), inspect the main rotor blade pressure indicators and transducers of the blades specified in Paragraph (f) according to the procedures set forth in Section 2, Part IV of Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions, and as supplemented by the inspection intervals specified in paragraph (g). (1) The required visual checks may be performed by the pilot. (2) Each blade whose transducer activates the cockpit warning light is considered to be unsafe and is restricted from further flight until the cause of the indication is determined and corrected in accordance with procedures given in Sikorsky Service Bulletin No. 61B15-6P, or later FAA-approved revisions. (i) Alternate inspections, repairs, modifications, or other means of compliance which provide an equivalent level of safety to this AD must be approved by the Manager, Boston Aircraft Certification Branch, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. The manufacturer's specifications and procedures (Sikorsky Service Bulletin No. 61B15- 6P Revision No. 16, 12/3/81 including Revision No. 12, 6/2/77 and Revision No. 15, 4/21/80; Sikorsky Service Bulletin No. 61B15-20 Revision No. 4, 11/9/77) identified 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 United Technologies Corporation, Sikorsky Aircraft Division, North Main Street, Stratford, Connecticut, 06601, Attn: S-61 Commercial Product Support Dept. These documents also may be examined in the Rules Docket at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, Room 156, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106. This supersedes Amendment 39-283 (31 FR 11714), AD 66-22-5, as amended by Amendment 39-809 (34 FR 12563), Amendment 39-828 (34 FR 13969), Amendment 39-981 (35 FR 6858) and Amendment 39-1178 (36 FR 5674). Amendment 39-1971 became effective October 4, 1974. Amendment 39-1989 became effective October 24, 1974. Amendment 39-2152 became effective April 16, 1975. Amendment 39-2439 became effective December 23, 1975. This Amendment 39-4895 becomes effective September 26, 1984, as to all persons including those persons to whom part was made immediately effective by priority letter AD 74- 20-07 R4 issued December 30, 1983, which contained part of this amendment.
2017-10-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-400 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH), which indicates that the aft fuselage skin is subject to widespread fatigue damage (WFD), and reports of aft fuselage skin cracking. This AD requires repetitive inspections to detect cracking of the aft fuselage skin, inspections to detect missing or loose fasteners and any disbonding or cracking of bonded doublers, permanent repairs of time-limited repairs, related investigative and corrective actions if necessary, and skin panel replacement. We are issuing this AD to address the unsafe condition on these products.
2017-10-11: We are adopting a new airworthiness directive (AD) for Stemme AG Model S10-VT gliders (type certificate previously held by Stemme GmbH & Co. KG). 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 certain propeller front transmission gear wheels having insufficient material strength because of improper heat treatment [[Page 24240]] during manufacturing. We are issuing this AD to require actions to address the unsafe condition on these products.