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2019-12-04: The FAA is superseding Airworthiness Directive (AD) 2018-19- 18, which applied to certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4- 605R Variant F airplanes; and Model A300 F4-605R airplanes. AD 2018-19- 18 required, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. This new AD retains those actions, expands the applicability, and, for certain airplanes, requires repetitive inspections for cracking of certain holes of the center wing box (CWB) lower angle fittings and the CWB lower panel, and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of a certain frame (FR) angle fitting. The FAA is issuing this AD to address the unsafe condition on these products.
84-01-01: 84-01-01 GENERAL ELECTRIC COMPANY: Amendment 39-4790. Applies to CF6-45 and CF6-50 series model turbofan engines. Unless already accomplished, to preclude the possibility of uncontained titanium fires, replace as follows prior to June 1, 1984: (a) Compressor stator assembly, including the compressor case, and stage 6 vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-549. (b) Compressor inlet stator vanes and stage 1 and 2 stator vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-550. (c) Compressor blades, stages 3 through 9, and the stage 3-9 spool in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-551. 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 receivedthese documents from the manufacturer may obtain copies upon request from the General Electric Company, Neumann Way, Cincinnati, Ohio 45215. These documents may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts. A historical file on this AD is maintained by the FAA, New England Region Office, Burlington, Massachusetts. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Engine Certification Branch, FAA, New England Region, may adjust the compliance date(s) specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective on February 10, 1984.
2019-08-51: The FAA is adopting a new airworthiness directive (AD) for all Cirrus Design Corporation (Cirrus) Model SF50 airplanes. This AD was sent previously as an emergency AD to all known U.S. owners and operators of [[Page 27933]] these airplanes. This AD requires replacing the angle of attack (AOA) sensors with improved AOA sensors. This AD was prompted by three incidents on Cirrus Model SF50 airplanes of the stall warning and protection system (SWPS) or Electronic Stability & Protection (ESP) System engaging when not appropriate. The FAA is issuing this AD to address the unsafe condition on these products.
63-11-02: 63-11-02 GENERAL DYNAMICS/CONVAIR: Amdt. 567 Part 507 Federal Register May 15, 1963. Applies to All Models 340 and 440 Aircraft Incorporating a Menasco Main Landing Gear Torque Arm Apex Bolt (Menasco P/N 528076) That Has a 0.67 Inch Fillet Relief Diameter. Compliance required as indicated. As a result of cracking in the fillet relief diameter and complete failures of the Menasco main landing gear torque arm apex bolt (Menasco P/N 528076) that has a 0.67 inch fillet relief diameter, the following shall be accomplished: (a) Within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 300 hours' time in service, and thereafter at periods not to exceed 550 hours' time in service from the last inspection, inspect the bolt by a dye penetrant method or an FAA approved equivalent method. Replace a cracked bolt with an uncracked apex bolt (Menasco P/N 528076) before further flight and continue the repetitive inspection. (b) The inspections specified in (a) may be discontinued when a redesigned bolt (Menasco P/N 528076) that has a 0.79 inch fillet relief diameter is installed. All of the redesigned bolts that are installed shall have an "R" stamped on one end. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. NOTE: An apex bolt of improved design was made available by Menasco in 1957 for operational use and spares. The redesigned bolt and the original bolt bear the same part number, but differ in fillet relief diameter. The original apex bolt has 0.67 inch fillet diameter and the redesigned apex bolt a 0.79 inch fillet relief diameter. (GeneralDynamics/Convair Service Engineering Report 6820-340-46/440-46 dated August 28, 1962, covers this same subject.) This directive effective June 14, 1963.
64-05-06: 64-05-06 UNIVERSAL: Amdt. 690 Part 507 Federal Register February 27, 1964. Applies to All Model (Globe) GC-1B Aircraft and Their Conversions With Standard Engine Mount P/N 11-710-2520. Compliance required as indicated. There have been instances of failure through internal corrosion of the upper left and right hand members of the engine mount assembly, the point of failure being just above the weld junction with the horizontal members of the engine mount. To preclude the possibility of further failures, which could result in the loss of the engine, accomplish the following inspection within 30 days from the effective date of this AD and thereafter at every periodic (annual) inspection. (a) Examine the engine mount members for evidence of rust and/or "pin holing" by probing with an ice pick or an equivalent tool. (b) If the tubular member appears solid from the inspection described in (a), remove the upper drive screw present in most engine mount legs, or drill a No. 37 size hole at this upper end of the engine mount member. Drill another No. 37 hole at the lower end of the member and check for the presence of rust, water or deterioration. (c) Replace any engine mount member that has been found to be damaged from internal corrosion by welding in a new member of 7/8 x 0.035 inch 4130 steel heat treated to 85,000 p.s.i. yield. Drill No. 37 holes in each end of this new member. Fill any new or existing member with Lionoil (or equivalent slushing compound) and then drain. The No. 37 holes can be used for this purpose. After the slushing compound has been drained out of the member, plug the holes with drive screws, AN 535-4-3. NOTE: No exact method exists in the field for measuring the wall thickness remaining at the lower end of the tube, or of determining the exact amount of wall deterioration through rusting, but a close visual inspection of the drilled hole coupled with the condition encountered (i.e., obvious presence of water or rust)will allow a reasonable judgment of the general condition. For example, after the hole is drilled, the presence of a heavy colloidal solution of rust in water would indicate the probability of serious deterioration. An air nozzle may be applied at the upper hole to facilitate the expelling of any moisture that may be present. (Universal Aircraft Industries Customer Service Bulletin No. 38 covers this same subject.) This directive effective February 27, 1964.
64-03-02: 64-03-02\tBOEING: Amdt. 681 Part 507 Federal Register February 7, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletins Nos. 1964 and 1964A. \n\n\tAs a result of recently discovered cracking in the wing structure accomplish the following inspection external to the wing fuel tanks: \n\n\t(a)\tOn all Models 707-300 and -400 Series aircraft, visually inspect the left and right wing upper rear spar chord for evidence of cracking of the vertical leg of the chord member in the vicinity of wing Station 208. \n\n\t(b)\tOn all Models 707 and 720 Series aircraft, visually inspect the left and right wing upper and lower front spar chord for evidence of longitudinal cracking of the vertical leg adjacent to the fillet between the vertical and horizontal legs of the chord in the vicinity of Wing Station 727 outboard to the production splice station. \n\n\t(c)\tRepair any cracked chord member before further flight, in accordance with technical data approved by the Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(Boeing Alert Service Bulletins Nos. 1964 and 1964A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 24, 1964.
2019-10-07: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/ B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2 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 sheared or missing rivets on the horizontal stabilizer hinge bracket assemblies. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
84-04-01: 84-04-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4815. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent the possibility of electrical arcing in the cockpit windshield and side window heating electrical wire bundle, accomplish the following: A. Within 300 flight hours after the effective date of this AD, perform the aircraft wiring inspection and modification, if required, in accordance with Part 2, Accomplishment Instructions, in Lockheed-California Company L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Airplanes previouslyinspected in accordance with the procedures specified in Lockheed L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or in accordance with alternate inspection procedures since June 6, 1983, approved by an FAA Principal Maintenance Inspector (PMI), are considered to comply with the inspection requirements of this AD. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective February 27, 1984.
2019-08-10: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 206A, 206B, 206L, 206L- 1, 206L-3, 206L-4, and 407 helicopters. This AD requires inspecting and cleaning the oil supply restrictor (restrictor) to the freewheel assembly. This AD was prompted by reports of a blocked oil line restrictor in the freewheel lubrication system. The actions of this AD are intended to address an unsafe condition on these products.
79-05-04: 79-05-04 BOEING: Amendment 39-3431. Applies to Boeing 747-200 series airplanes, Serial Numbers 20237, 20238, 20239, 20556, 20557, 21054, 21140, 21189, 21190, and 21237, equipped with auxiliary fuel tanks Number 1 and Number 4. \n\tUnless modified in accordance with Boeing Service Bulletin 747-28-2067 dated November 11, 1977, or Boeing Alert Service Bulletin 747-28-A2091, Revision 1, dated February 5, 1979, or later FAA approved revisions, accomplish the following: \n\tA.\tDiscontinue immediately the use of auxiliary fuel tanks Number 1 and Number 4; \n\tB.\tDrain fuel from those tanks; and \n\tC.\tOpen and collar the associated tank pump circuit breakers. \n\tEquivalent inspections and repairs may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. Compliance with the revised alert bulletin requirements is considered satisfactory terminating action for this Airworthiness Directive. \n\tThemanufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 15, 1979, and was effective earlier for all recipients of the telegram dated December 22, 1978.