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99-21-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319-131, A320-232 and -233, and A321-131 and -231 series airplanes, that requires replacement of all titanium thrust links with steel thrust links. 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 titanium thrust links due to the life limit of the thrust links, which in combination with other failures, could result in the separation of an engine from the airplane.
90-16-01: 90-16-01 AIRBUS INDUSTRIE: Amendment 39-6680. Docket No. 90-NM-62-AD. Applicability: Model A300 series airplanes, serial numbers up to and including 253, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent malfunction of the main landing gear in the free fall mode, accomplish the following: A. Within 100 landings after November 27, 1989 (the effective date of AD 89-23-01), inspect both main landing gears (MLG) for defective uplock control bellcrank support bearings, Part Number (P/N) 8116-16 in accordance with All Operators Telex (AOT) 32/88/02, dated December 14, 1988. If a defective bearing is found, replace it with a serviceable bearing prior to further flight. B. Replace both MLG uplock control bellcrank support bearings, P/N 8116-16, with new sealed bearings, P/N 8106-16, in accordance with Airbus Industrie Service Bulletin A300-32- 395, dated November 30, 1989, as follows: 1. Within 30 months after the effective date of this AD, if bearings, P/N 8116-16, were replaced at the time of accomplishing paragraph A., above. 2. Within 15 months after the effective date of this AD, if bearings, P/N 8116-16 were not replaced at the time of accomplishing paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 89-23-01, Amendment 39-6366. This amendment (39-6680, AD 90-16-01) becomes effective on August 31, 1990.
98-03-01: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere Falcon 200 series airplanes, that requires reducing the life limit of the polyurethane foam used in the fuselage fuel tanks. 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 ensure replacement of the polyurethane foam in the fuselage fuel tanks when it has reached its maximum life limit; polyurethane foam that is not replaced in a timely manner could result in fuel contamination or increased risk of explosion in the fuselage fuel tank.
2019-08-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a determination that certain areas in the tire/wheel threat zones could be susceptible to damage, which could result in loss of braking on one main landing gear (MLG) truck, loss of nose wheel steering, and loss of directional control on the ground when below rudder effectiveness speed. This AD requires installing hydraulic tubing, a pressure-operated check valve, and new flight control software. We are issuing this AD to address the unsafe condition on these products.
93-10-06: 93-10-06 PIPER AIRCRAFT CORPORATION: Amendment 39-8586. Docket No. 90-CE-21-AD. Supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers J-2 Series 500 through 1975 J-3, NE-1, and L-4 All serial numbers J-4 Series 4-401 through 4-1649 J-5, J-5C, L-14, AE-1, and HE-1 Series 5-1 through 5-1389 PA-11 Series 11-1 through 11-1678 PA-12 Series 12-1 through 12-4036 PA-14 Series 14-1 through 14-523 PA-15 15-1 through 15-388 PA-16 16-1 through 16-736 PA-17 17-1 through 17-215 PA-18 and PA-18A 18-1 through 18-8309025, 1809001 through 1809032, and 1809034 through 1809040 PA-19 19-1, 19-2, and 19-3 PA-20 Series 20-1 through 20-1121 PA-22 Series 22-1 through 22-9848 PA-25 Series 25-1 through 25-8156024 Compliance: Required as indicated, unless already accomplished. To prevent in-flight separation of the wing from the airplane caused by corroded wing lift struts or cracked forks, accomplish the following: (a) Within the next 30 calendar days after the effective date of this AD or within two calendar years after the last inspection accomplished in accordance with AD 77-03-08, whichever occurs later, remove the wing lift struts in accordance with the applicable maintenance manual, and accomplish the actions of either paragraph (a)(1), (a)(2), (a)(3), or (a)(4) below: (1) Inspect the wing lift struts for corrosion in accordance with the instructions in either Piper Service Bulletin (SB) No. 528D, dated October 19, 1990, or Piper SB No. 910A, dated October 10, 1989, as applicable. NOTE 1: Inspection methods such as x-ray or boroscope may be utilized provided they are approved as an alternative method of compliance in accordance with the procedures specified in paragraph (f) of this AD. (i) If corrosion is not found, reinspect at intervals not to exceed 2 calendar years. (ii) If corrosion is found, prior to further flight, accomplish either paragraph (a)(2), (a)(3), or (a)(4) of this AD. (iii) If holes have been drilled in sealed struts to attach cuffs, door clips, or other hardware, reinspect the wing lift struts at intervals not to exceed 2 calendar years. (2) Install original equipment manufacturer (OEM) part number wing lift struts or FAA-approved equivalent wing lift struts that have been inspected and found airworthy. Inspect these wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 2 calendar years. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA Parts Manufacturer Approved (PMA) equivalent wing lift strut assemblies on each wing. NOTE 2: These new sealed wing lift strut assemblies contain both a sealed strut and redesigned fork. (4) Install F. Atlee Dodge wing lift struts in accordance with the instructions to Supplemental Type Certificate (STC) SA4635NM, and inspect the wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 5 calendar years. (b) Within the next 100 hours time-in-service (TIS) after the effective date of this AD or within 500 hours TIS after the last inspection accomplished in accordance with AD 81-25-05, whichever occurs later, remove the wing lift strut forks and accomplish the actions of either paragraph (b)(1), (b)(2), (b)(3), or (b)(4) below: (1) Inspect the wing lift strut forks using currently approved magnetic procedures. (i) If no cracks are found, reinspect at intervals not to exceed 500 hours TIS and replace the lift strut forks at the time specified in either paragraph (b)(1)(i)(A) or (b)(1)(i)(B) below: (A) If airplane is or has been equipped with floats, upon the accumulation of 1,000 hours TIS. (B) If airplane has never been equipped with floats, upon the accumulation of 2,000 hours TIS. (ii) Replacement parts shall be of the same part number of the existing part and shall be manufactured with rolled threads or an FAA-approved equivalent part. Lift strut forks manufactured with machined (cut) threads shall not be utilized. (iii) If cracks are found, prior to further flight, install forks as specified in either paragraph (b)(2), (b)(3), or (b)(4) of this AD. (2) Install OEM part number wing lift strut forks that have been inspected and found airworthy. Reinspect using currently approved magnetic procedures at intervals specified in paragraph (b)(1) of this AD. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA PMA equivalent wing lift strut assemblies on each wing. The installation of these assemblies may have already been accomplished in accordance with paragraph (a)(3) of this AD. (4) Install F.Atlee Dodge wing lift strut forks in accordance with the instructions to STC SA4635NM. (c) The installation of new sealed wing lift strut assemblies as specified in paragraphs (a)(3) and (b)(3) of this AD is considered terminating action for the repetitive inspection requirement of this AD. (d) The installation of F. Atlee Dodge wing lift strut forks as specified in paragraph (b)(4) of this AD is considered terminating action for the repetitive inspection requirement of paragraph (b)(1) 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, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (g) The inspections required by this AD shall be done in accordance with Piper Service Bulletin No. 528D, dated October 19, 1990, or Piper Service Bulletin No. 910A, dated October 10, 1989, 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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 (39-8586) supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. (i) This amendment becomes effective on July 9, 1993.
97-04-09: 97-04-09 AEROSPATIALE: Amendment 39-9933. Docket 97-NM-24-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, on which the lower lugs of the barrel of the main landing gear (MLG) have been overhauled or repaired, certificated in any category. NOTE 1: This AD does not affect new barrel assemblies that have never been overhauled or repaired. NOTE 2: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracking in the lower lugs of the barrel and consequent collapse of the MLG, accomplish the following: (a) Prior to the accumulation of 2 years time-in-service since last overhaul or repair of the barrel lower lugs of the MLG, or within 60 days after the effective date of this AD, whichever occurs later, perform an ultrasonic inspection to detect fatigue cracks of the lower lugs of the barrel of the MLG, in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. (1) If no echo is detected or the echo is less than 20%, repeat the ultrasonic inspection thereafter at intervals not to exceed 700 landings. (2) If any echo is greater than or equal to 20%, prior to furtherflight, replace the barrel assembly with a new or serviceable barrel assembly, in accordance with the service bulletin. After replacement, prior to the accumulation of 2 years time-in-service on that replacement part, accomplish the actions specified in paragraph (a) of this AD. (b) 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 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections and replacement shall be done in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 7, 1997.
98-21-25: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Models 3101 and 3201 airplanes that are equipped with the ground inhibit function (Modification JM7813A (SB 27-JM7813A) or JM7813B). This AD requires removing the ground inhibit time delay and the ground test relay from the stall warning and protection system and rewiring part of the stall warning and protection system to assure that system reliance is maintained after relay removal. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the ground inhibit relay while it is in the energized position caused by the current design, which could result in failure of the stall warning system and possible loss of control of the airplane in certain situations if the crew was not aware that the system had failed.
89-15-04: 89-15-04 BOEING: Amendment 39-6250. \n\tApplicability: Model 757-200 series airplanes through line number 164, equipped with Pratt and Whitney PW2000 engines, certificated in any category. \n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent engine in-flight shutdown and engine damage, due to loss of engine oil resulting from cracked oil pressure indicator tube assemblies, accomplish the following: \n\n\tA.\tRemove five oil pressure indication system tube assemblies and replace them with flexible hose assemblies, in accordance with Boeing Service Bulletin 757-79-0005, dated May 26, 1988. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6250, AD 89-15-04) becomes effective on July 24, 1989.
98-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the lower surface panel on the wing center box; and repair, if necessary. This amendment also requires modification of the lower surface panel on the wing center box, which constitutes terminating action for the 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 lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
2019-03-29: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by an incident of uncommanded nose wheel steering (NWS) in-service; subsequent investigation revealed that the steering selector valve (SSV) is susceptible to jamming in the open position due to particulate contamination of the hydraulic system. This AD requires modifying the left-hand hydraulic system of the NWS control system and, for certain airplanes, torqueing the [[Page 18705]] fittings on a certain tube assembly. We are issuing this AD to address the unsafe condition on these products.