Results
2010-20-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: GROB Aircraft AG has been informed that flap ribs P/N 120A-1053 and 120A-1054 have been found cracked during regular maintenance. Structural failure of the ribs may cause failure of the middle flap support which may lead to flap asymmetry due to excessive flap deformation and ultimately could result in reducing the controllability of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
54-08-01: 54-08-01 MARTIN: Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. Several cases of finding cracks in the nose landing gear piston and fork assembly (P/N 202SD84483) have been reported. These cracks were located in the change of cross section fillets which blend the barrel section of the terminal into the legs of the lower fork. To preclude further difficulties of this nature, all aircraft must be inspected and reworked as follows: I. Compliance required not later than July 1, 1954. Inspect the piston and fork assembly in the fillets which blend the barrel section of the terminal into the legs of the fork. This inspection must be accomplished with the aid of a 20-power enlarging lens, dye penetrant or magnaflux. Any assembly found to incorporate fillets of less than 11/32-inch radius must be further inspected or reworked as follows: If a crack is found, rework the part in accordance with item II. If no cracks exist, the part must be reinspected, as above, every No. 1 inspection but not to exceed 115 hours of service until reworked in accordance with item III. Should cracks be found in reinspection, the part must be reworked in accordance with item II. II. Compliance required prior to return to service. If a crack is found, the piston and fork assembly may be repaired by grinding out the crack within the following limits: (The crack lengths, specified below, are based upon the total length of a crack or cracks in a single fork leg fillet. The depths of material removable pertain to the fork leg cross section and should be measured from the plane of the fork leg surface.) (A) A crack measuring up to 2 inches may be ground out to a maximum depth of 0.065 inch. (B) A crack measuring from 2 to 4 inches in length may be ground out to a maximum depth of 0.055 inch. (C) A crack measuring over 4 inches in length may be ground out to a maximum depth of 0.040 inch. The reworked area is to be blended smoothly into the fork leg surface. The surface finish after grinding must be equivalent to RMS-32 with no tool marks present. NOTE: Piston and fork assemblies not repairable within the above-stated limitations must be replaced. III. Compliance required not later than March 1, 1955. If no cracks exist, rework the fillets which blend the barrel section of the terminal into the legs of the fork to a radius of 3/8 + 1/32 inch. This new fillet should be ground tangent to the lowest point of material removed (Ref. item II) or the fork leg surface, as the case may be. Further, it is important that the fillet be blended into the surface of the terminal so that a smooth transition of cross sectional area is obtained, especially in the crotch of the fork. The surface finish after this rework must be equivalent to RMS-32 with no tool marks present. (Martin Service Instruction Letters Nos. 30A and 404-64A, for the Models 202 and 404 aircraft respectively, cover this same subject.)
99-21-28: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. It also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit, and provides for optional terminating action for the AFM revisions. This amendment requires accomplishment of the previous optional terminating action. This amendment is prompted by a pilot s report of errors in the glide slope deviation provided by an ILS receiver. The actions specified by this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard. An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2015-16-05: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Jetstream Series 3101 and Jetsream Model 3201 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 missing countersunk washers under the head of the main landing gear trunnion cap tension bolts that could cause fatigue in the bolt shanks. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-16-06: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Model Jetstream Model 3201 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 the in-service special detailed inspection technique required for the Jetstream 3200's life extension program was delayed; consequently, the in-service special detailed inspection technique is not formally part of the life extension program and may therefore not be accomplished as intended. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-12-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to check the play of the eye-end of the piston rod of the elevator servo-controls, and follow-on corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct excessive play of the eye-end of the piston rod of the elevator servo-controls, which could result in failure of the elevator servo-control.
2000-12-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires an initial inspection of fastener holes on certain outer frames of the fuselage to detect fatigue cracking, and modification of the area by cold expanding the holes and installing oversized fasteners. This amendment requires revising the applicability to include additional airplanes; a high frequency eddy current inspection to detect fatigue cracking in the frames and frame feet at fuselage frames FR37 through FR41; and follow-on actions. This amendment also provides for an optional terminating action for the follow-on repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of the fuselage frames and frame feet, and consequent reduced structural integrity of the fuselage.
2000-12-03: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model AS332L2 helicopters. This AD requires inspecting for interference between the transmission flexible mounting plate (plate) and the forward and aft shims (shims), replacing shims and repairing the plate if interference is found, and inspecting the plate for a broken plate slat (slat) and repairing the plate if a broken slat is found or replacing the plate if slat damage beyond repair limits is found. This AD is prompted by the discovery that several helicopters were manufactured with shims that did not have cutouts to permit relative motion between the plate slats and the shims without interference. The actions specified by this AD are intended to prevent cracking of the plate slats, increased helicopter vibration, loss of transmission mounting integrity, and subsequent loss of control of the helicopter.
2015-16-03: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524B-02, RB211-524B2-19, RB211-524B3-02, RB211-524B4-02, RB211-524B4-D-02, RB211-524C2-19, RB211-524D4-19, RB211-524D4-39, and RB211-524D4X-19 turbofan engines. This AD requires removing affected high-pressure turbine (HPT) blades. This AD was prompted by several failures of affected HPT blades. We are issuing this AD to prevent failure of the HPT blade, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
2015-15-14: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model ATP airplanes. This AD requires a one-time inspection for solder deposited on the frangible plug of certain engine and auxiliary power unit (APU) fire extinguishers. This AD was prompted by reports of a fire extinguisher that failed to discharge due to solder deposited on the frangible plug of the fire extinguisher. We are issuing this AD to detect and correct solder deposited on the frangible plug of the fire extinguisher, which could result in failure of the fire extinguisher to discharge, and consequent inability to put out a fire in an engine or in the APU.
2000-11-12: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-45/50 series turbofan engines. This AD requires initial and repetitive inspections for cracks in the stage 14 high pressure compressor (HPC) disk lock slots, and removal from service of certain disks, at the first piece-part level or HPC rotor disassembly level exposure, after 6,000 cycles since new (CSN). This amendment is prompted by reports of stage 14 HPC disk lock slot cracks discovered during shop fluorescent penetrant inspections. The actions specified by this AD are intended to prevent stage 14 HPC disk failure, which could result in an uncontained engine failure and damage to the aircraft.
85-06-01: 85-06-01 ROLLS-ROYCE LIMITED: Amendment 39-5013. Applies to Rolls-Royce Limited Dart engine series 525, 526, 527, 528, 529, 530, 531, 532, 535, 551, and all variants of these series which do not feature Rolls-Royce Modifications 1425, 1618, 1719, or 1723. Compliance required as indicated unless already accomplished. To prevent excessive wear in flame tube liners and suspension pins which may lead to flame breakout from the combustion chamber and to overheating and failure of the high pressure turbine disk rim, accomplish the following: 1. For engines which do not have Modification 1736, Part 2 incorporated accomplish the following: (a) Inspect flame tube liners and suspension pins for wear at the primary and repetitive intervals in accordance with mandatory Rolls-Royce Dart SB No. Da72-485, dated July 2, 1984. Replace the affected parts, if wear is outside the "acceptable" limits given in paragraphs 4D(3) and 4D(4) of SB Da72-485, prior to further flight.(b) Incorporate Modification 1736, Part 2, in accordance with Rolls-Royce SB No. Da72-423, Part 2, Revision 16, dated July 13, 1984, at the next flame tube overhaul. 2. For engines which have incorporated Modification 1736, Part 2, inspect flame tube liners and suspension pins for wear at the initial and standard intervals in accordance with Rolls-Royce Dart SB Da72-470, Revision 1, dated March 30, 1984. Replace the affected parts, if wear is outside the "acceptable" limits given in paragraphs 4D(3) and 4D(4) of SB 72-470, prior to further flight. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulation (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made 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 Manager, Dart Service, Rolls-Royce Limited, East Kilbride, Glasgow, G74 4PY Scotland. These documents also may be examined at the Office of the Regional Counsel, FAA, New England Region, Rules Docket No. 84-ANE-16, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except federal holidays, between the hours of 8:00 a.m. and 4:30 p.m. This AD supersedes AD 77-18-02, Amendment 39-3027, and AD 78-01-07, Amendment 39-3109, which became effective on September 28, 1977, and January 12, 1978, respectively. This amendment becomes effective on April 3, 1985.
81-14-08: 81-14-08 FOKKER B.V.: Amendment 39-4156. Applies to Model F27 airplanes, all series, certificated in all categories as indicated below. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes S/N 10479, 10492, 10499, 10500, 10502, 10529, 10534, 10536 through 10557, 10559, 10561 through 10585. To prevent inadvertent unlocking of the Ipeco seats, inspect and modify the bolt and tracklock stop block in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 25-47 dated January 1, 1979, or later FAA approved revisions. Perform this inspection within the next 100 hours time in service and every 50 hours thereafter until the bolt and tracklock stop block have been modified. The bolt and tracklock stop block are to be modified within the next 500 hours time in service. B. Applies to airplanes S/N 10572 and below equipped with a large cargo door identified by Fokker F27 Service Bulletin No. 52-60. To ensure the functional and structural integrity of the cargo door latch mechanism, within the next 100 hours time in service, inspect the latch mechanism and rework, as necessary, in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 52-60 dated May 1, 1979, or later FAA approved revisions. C. Applies to airplanes S/N 10547 and below, 10558 and 10560. To prevent failure of the right elevator center hinge fitting, within 100 hours and every 100 hours thereafter until replaced, inspect for cracks in accordance with the F27 Structural Integrity Program, item 55-50- 01, Revision 1. Within the next 500 hours time in service, replace hinge fittings in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 55-52, dated May 1, 1979, or later FAA approved revisions. D. Applies to airplane S/N 10102 through 10462 incorporating Fokker F27 Service Bulletin No.52-47, 10464 through 10468, 10470 through 10477, 10484, 10486, 10498, 10501, 10503 through 10506, 10508, 10511 through 10515, 10519, 10521 through 10525, 10527, 10528, 10530 through 10535, 10539, 10545, 10550, 10551, 10552, 10554, 10557 through 10560, 10562, 10563, 10566, 10567, 10569, 10572, 10573, 10574, 10576, 10579, 10581, 10585 through 10589 and 10591. To ensure the operation of the main passenger door during an emergency evacuation, within the next 100 hours time in service after the effective date of this AD, modify the emergency release mechanism of the main passenger door in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 52-61, dated January 2, 1980. E. Applies to all Fokker F27 airplanes having accumulated more than 7,000 landings. To ensure main landing gear system operation, prior to 7,500 landings or within 500 landings after the effective date of this AD, whichever comes later, replace main gear actuating ram retaining ring P/NACM18254 with a serviceable retaining ring having less than 7,500 landings in accordance with the F27 Structural Integrity Program under item 32-30-01, Revision 1, subitem d or in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 32-136, dated February 18, 1980, or later FAA approved revisions. (Note: Established life limits are not to be exceeded.) F. Applies to airplane S/N 10505 to 10547 inclusive and 10550. To ensure proper function of the pitot static system, within the next 100 hours time in service, modify the pitot static system in accordance with the Fokker F27 Service Bulletin No. 34-41, dated March 13, 1978, or later FAA approved revisions. G. Applies to airplane S/N 10299 to 10547 inclusive. To prevent damage to the cable loom, within the next 200 hours time in service, inspect and modify as necessary the cable loom in accordance with Fokker F27 Service Bulletin No. 30-34 dated April 17, 1978, or later FAA approved revisions.H. Applies to airplane S/N 10526, 10527, 10529, 10543, 10547, 10533, 10555, 10556, 10563, 10564, 10565, 10570, 10582 and 10583. To ensure airplane battery power to the main DC tie bus, within 100 hours time in service, inspect and modify as necessary the battery wiring to the battery reverse current circuit breakers in accordance with the Fokker F27 Special Instructions No. 76 dated November 20, 1978, or later FAA approved revisions. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. Alternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to5 U.S.C. 552(a)(1). This amendment becomes effective August 10, 1981.
2015-15-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. This AD was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. This AD would require an inspection for missing sealant, and applicable other specified, related investigative, and corrective actions. We are proposing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings.
81-07-02: 81-07-02 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS INDUSTRIE: Amendment 39-4070. Applies to Model A300 series airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent loss of fire protection due to separation of, or damage to blowout panels in the ceiling and sidewalls of the forward cargo compartment, which could result in a degradation of the fire extinguishing capability in the aircraft, accomplish the following: (a) On airplanes which have not accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, before the first flight each day, inspect the forward cargo compartment decompression panels for condition and attachment in the panel cut-outs, in accordance with the instructions in paragraph 2.A, "INSPECTION OF DECOMPRESSION PANELS IN FWD, AFT AND BULK CARGO COMPARTMENT", of Airbus IndustrieService Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (b) On airplanes which have accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, within the next 600 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 600 hours time in service from the last inspection, inspect the forward cargo compartment decompression panels in accordance with the instructions in paragraph 2.A. of Airbus Industrie Service Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (c) If, during the inspections required by paragraphs (a) and (b) of this AD, damage to, or separation of decompression panels is found, within the next 25 hours time in service, unless already accomplished, replace damaged panels and reattach separated decompression panels inaccordance with instructions in paragraph 2.C. of Airbus Industrie Service Bulletin No. A300-25- 138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (d) Upon accomplishment of the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300-25-248, dated December 11, 1978, the daily inspections required by paragraph (a) of this AD are no longer required. (e) If an equivalent means of compliance is used in complying with paragraphs (a), (b) or (c) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. 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 fromthe manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, BP 33, 31700 Blagnac, France. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective April 2, 1981.
93-25-03: 93-25-03 ISRAEL AIRCRAFT INDUSTRIES (IAI) LTD.: Amendment 39-8769. Docket 93-NM-104-AD. Applicability: Model 1121 series airplanes, serial numbers 071 through 106 inclusive, and 108 through 150 inclusive; and Model 1123 series airplanes, serial number 107; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 50 hours time-in-service after the effective date of this AD, remove the left- and right-hand main landing gear (MLG) wheel fairings, and perform a visual inspection to detect damage of the wing lower center skin, lower aft skin, and rear spar under the fairings, in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018 (for Model 1121 series airplanes), dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035 (for Model 1123 series airplanes), dated November 25, 1992; as applicable. (1) If no damage is detected, prior to further flight, rework the MLG wheel fairing ribs and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (2) If any damage is detected, prior to further flight, measure the depth of the damage, repair any damage found, rework the MLG wheel fairing ribs, and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (b) If any crack is detected during the repair required by paragraph (a)(2) of this AD, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) 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. (e) The actions shall be done in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018, dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035, dated November 25, 1992; as applicable. 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 Astra Jet Corporation, Technical Publications, 77 McCullough Drive, suite 11, New Castle, Delaware 19720. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on January 19, 1994.
2000-11-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires a one-time general visual inspection to determine the part number and serial number of the spoiler servocontrol, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the spoiler servocontrol piston rod, which could result in reduced controllability of the airplane.
80-13-02: 80-13-02 GRUMMAN AIRCRAFT CORPORATION: Amendment 39-3800. Applies to model G-73 airplanes which have Pratt and Whitney R1340 engines installed, certificated in all categories. Compliance is required as indicated unless already accomplished. To reduce the possibility of powerplant fires and to improve the powerplant fire containment, detection, and extinguishing capabilities, accomplish the following: (a) Within the next ten hours time in service after the effective date of this AD, fabricate and install on the instrument panel and in full view of the pilot an emergency procedures placard using not less than 3/32-inch high letters, which reads as follows: ENGINE FIRE EMERGENCY PROCEDURES (1) FUEL SELECTOR - OFF. (2) FIRE SHUTOFF T-HANDLE - PULL. (3) MIXTURE CONTROL - IDLE CUTOFF. (4) PROPELLER - FEATHER. (5) COWL FLAPS - CLOSE. (6) FUEL BOOSTER PUMP - OFF. (7) IGNITION SWITCH - OFF. (8) FIRE EXTINGUISHER SWITCH - SELECT AND ACTUATE. (b) Within the next 50 hours time in service after the effective date of this AD, using the practices and procedures identified by AC 43-13-1A, install two yellow caution lights, one for each engine, which will illuminate when the applicable starter relay is energized. Locate these lights on the instrument panel in full view of the pilot and install a placard using not less than 3/32- inch high letters adjacent to each light which reads "STARTER ENERGIZED." (c) Within the next 50 hours time in service after the effective date of this AD, inspect the fuel, oil, hydraulic, and propeller feathering hose assemblies and the electrical wiring harnesses forward of the fire wall and clamp or secure to insure a minimum of one-inch clearance between all wires and combustible fluid carrying hoses. (d) Within the next 50 hours time in service after the effective date of this AD, relocate the fire warning lights to the instrument panel in front of and in full view of the pilot.(e) On or before November 15, 1980, or within the next 250 hours' time in service after the effective date of this AD, whichever occurs first, convert one-bottle fire extinguishing systems to two-bottle fire extinguishing systems in accordance with Grumman Drawing 109007 or an FAA-approved equivalent system. (f) On or before November 15, 1980, or within the next 250 hours time in service after the effective date of this AD, whichever occurs first, replace the existing spot detector type fire detection system with a continuous loop fire detection system in accordance with McGraw- Edison STC SA2-427 as revised by their conversion drawing to install sensor cables 244-14482 and 244-12082, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southern Region. (g) On or before November 15, 1980, or within the next 250 hours time in service after the effective date of this AD, whichever occurs first, replace or convert existing flexible fuel, oil, hydraulic, and propeller feathering hose assemblies in the engine compartment forward of the fire wall with equivalent length and diameter hoses having strength and fire resistant qualities meeting FAA Technical Standard Order C53A, Type C or D. Install hoses in accordance with AC 43-13-1A or the manufacturer's instructions. (h) Make an appropriate maintenance record entry. (i) An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment is effective June 20, 1980.
93-09-05: 93-09-05 FAIRCHILD AIRCRAFT: Amendment 39-8571. Docket No. 91-CE-37-AD. Supersedes AD 81-22-04, Amendment 39-4238. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers SA226-AT all serial numbers SA226-TC all serial numbers SA227-AC 406, 415, 416, and 420 through 473 SA227-AT 423 through 469 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent a jammed elevator control caused by elevator return spring failure, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 275 hours TIS, and thereafter at intervals not to exceed 300 hours TIS until the modification specified in paragraph (c) of this AD is accomplished, visually inspect the elevator return spring, the attachment bolts, the spacers, and the clevis for damage such as deterioration, wear, or breakage.(b) If any damaged part is found, prior to further flight, replace with a new part and relocate the elevator return spring in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Fairchild Service Bulletin (SB) No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild SB No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. (c) Within the next 2,200 hours TIS, unless already accomplished as required by paragraph (b) of this AD, relocate the elevator return spring in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Fairchild Service Bulletin (SB) No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild SB No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. (d) The accomplishment of the modification required by paragraph (c) of this AD is considered terminating action for the repetitive inspection requirement of this AD. (e) 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. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, FAA, Fort Worth, Texas 76193-0150. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth Airplane Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Fort Worth Airplane Certification Office. (g) The inspections and modification required by this AD shall be done in accordance with Fairchild Service Bulletin No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild Service Bulletin No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. 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 Fairchild Aircraft, P.O. Box 790490, San Antonio, Texas 78279-0490. 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, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-8571) supersedes AD 81-22-04, Amendment 39-4238. (i) This amendment becomes effective on June 18, 1993.
2015-13-06: We are superseding Airworthiness Directive (AD) 2013-14-05 for certain The Boeing Company Model 747-400 and 747-400F series airplanes. AD 2013-14-05 required repetitive inspections of the longeron extension fittings for cracking, and related investigative and corrective actions if necessary. This new AD would continue to require the actions specified in AD 2013-14-05, and would add new repetitive high frequency eddy current (HFEC) inspections of any modified, repaired, or replaced longeron extension fitting for cracking, and applicable related investigative and corrective actions if necessary. This AD was prompted by reports of cracking in the outboard flange of the longeron extension fittings, and our determination that more work is necessary on airplanes on which a permanent repair, longeron extension fitting replacement, or modification was accomplished. We are issuing this AD to detect and correct cracks in the longeron extension fittings, which can become large and adversely affect the structural integrity of the airplane.
2022-19-15: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines, LLC (IAE LLC) PW1122G-JM, PW1124G1- JM, PW1124G-JM, PW1127G1-JM, PW1127GA-JM, PW1127G-JM, PW1129G-JM, PW1130G-JM, PW1133GA-JM, and PW1133G-JM model turbofan engines. This AD was prompted by an analysis of an event involving an International Aero Engines AG (IAE AG) V2533-A5 model turbofan engine, which experienced an uncontained failure of a high-pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires performing an ultrasonic inspection (USI) of the HPT 1st-stage disk and HPT 2nd-stage disk and, depending on the results of the inspections, replacement of the HPT 1st-stage disk or HPT 2nd-stage disk. The FAA is issuing this AD to address the unsafe condition on these products.
2010-19-02: 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: During a recent production fuel system test, it was found that all three flapper valves located in each collector tank did not conform to the design requirements, due to the fact that a valve spring was installed on the flapper hinge pin. This valve spring should have been removed prior to installation of the valves. * * * * * With the valve spring installed, the flapper valve is held closed by the valve spring, preventing gravity feed. In the event of scavenge system failure, the collector tank fuel level can no longer be maintained, potentially leading to an in-flight engine shutdown. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-11-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-232 and -233 series airplanes, that requires replacement of the fuel metering units (FMU) of each engine with modified FMU's. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent an inadvertent increase in thrust, which could result in reduced controllability of the airplane during final approach.
56-09-01: 56-09-01 HILLER: Applies to All UH-12 Series Helicopters. Compliance required as indicated. Failures of tail rotor tension-torsion (T-T) bars, P/N 55003, have occurred in the threaded portion of the bars adjacent to the Rosan inserts in the yoke. These failures caused loss of the tail rotor and directional control of the helicopter. The failures were caused by excessive stresses in the T-T bars which resulted from adverse accumulation of machining and assembly tolerances and from unfavorable orientation of the T-T bar within the blade assembly. Excessive wear of the oilite bushings in the tail rotor blade root fitting may also cause high stresses in the bars. 1. To prevent recurrences of these T-T bar failures the following actions are required before the 100-hour replacement time of the T-T bars specified in telegraphic AD dated 11-1-55 has been accumulated. (a) Disassemble the tail rotor blade sufficiently to determine the diametral clearance between the outside diameter of the tail rotor yoke and the inside diameter of the oilite bushings within the blade root fitting. If the differences in diameters exceed 0.005 inch, replace the bushings as necessary to obtain diametral clearances of 0.001 inch to 0.003 inch. (b) Determine the run-out of the T-T bar at the Rosan insert in the yoke and at the end block in the blade root fitting. Methods of measuring the run-out are covered in Hiller Service Bulletin No. 53. (c) Determine the orientation of the axes of the T-T bar as originally assembled. The major axis of the T-T bar elliptical section must be 90 degrees plus or minus 15 degrees to the blade chord. (d) If the major axis of the T-T bar elliptical section is found to be within 15 degrees of the perpendicular to the blade chord upon initial inspection and if the run-out is not greater than tolerances specified in Hiller Service Bulletin No. 53, the T-T bar may be continued in further use as provided in item 3. If one or both of the above conditions are not satisfied at the initial inspection, the T-T bar shall be replaced with a new bar at the time of this inspection. 2. Repeat the inspection for diametral clearance specified in item 1(a) at not to exceed every 150 hours of operation. 3. Replace the T-T bars at not to exceed every 600 hours of operation regardless of the conditions found in the 150-hour inspection periods. 4. Replaced T-T bars shall be mutilated to preclude further use in this application. This supersedes AD 53-02-02 and telegraphic AD dated November 1, 1955.
2015-15-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by reports of skin cracks and subsequent findings of hidden corrosion found on the mating surfaces between certain skin and stringers at circumferential skin splices. This AD requires general visual inspections of the fuselage skin at certain lower circumferential splices for the presence of existing external doublers, repetitive inspections of the fuselage skin, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct hidden corrosion due to compromised fillet seals, which can result in skin cracking and consequent loss of capability to support limit loads.