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2017-16-01: We are adopting a new airworthiness directive (AD) for certain Ameri-King Corporation emergency locator transmitters (ELTs) as installed on various aircraft. This AD was prompted by multiple reports of ELT failure and a report of noncompliance to quality standards and manufacturer processes related to Ameri-King Corporation ELTs. This AD requires repetitive inspections of the ELT for discrepancies; repetitive checks, tests, and verifications, as applicable, to ensure the ELT is functioning; and corrective actions if necessary. This AD also allows for optional replacement of affected ELTs and, for certain aircraft, optional removal of affected ELTs. We are issuing this AD to address the unsafe condition on these products.
2017-19-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a determination that a certain task in the aircraft maintenance manual (AMM) will not accomplish the intent of a candidate certification maintenance requirement (CCMR) for detecting dormant failures of the pitch feel (PF) and rudder travel limiter actuator (RTLA) back-up modules. This AD requires doing an operational test of the flight control unit (FCU) back-up modules, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2002-01-16: This amendment supersedes Airworthiness Directive (AD) 86-24-11 and AD 86-25-04, which require you to incorporate, into the Limitations Section of the pilot's operating handbook and airplane flight manual (POH/AFM) of Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes, procedures for preventing an engine flameout while in icing conditions. This AD retains the POH/AFM requirements from the above-referenced AD's and requires a modification to the torque sensing system to allow the igniters to automatically turn on when an engine senses low torque. This AD is the result of two instances of a dual engine flameout on the affected airplanes. When the torque sensing system modification is incorporated, the POH/AFM requirements are no longer necessary. The actions specified by this AD are intended to prevent a dual engine flameout on the affected airplanes by providing a system that automatically turns on the engine igniters when low torque is sensed. A dual engine flameout could result in failure of both engines with consequent loss of control of the airplane.
84-09-51 R1: 84-09-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4903. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. To prevent depressurization of the aircraft due to the failure of the negative pressure relief valve, accomplish the following: A. Within 100 flight hours after the receipt of this AD, unless previously accomplished, inspect the negative pressure relief valve mounting adapters on each aircraft identified as follows: 1. Lockheed Serial Numbers 1175 through 1250. 2. Lockheed Serial Numbers 1001 through 1174. Aircraft which have had either of the two negative pressure relief valve adapters replaced by the operator. B. Inspection and repair procedures: 1. After instituting all the preliminary safety precautions, gain access to aft side of the pressure bulkhead through fire bottle inspection panel 317 BB (see Lockheed Maintenance Manual MM6-40-00), and determine type of adapter installed. If adapter does not have circumferential spin marks and the serial number is 229 or lower, no further inspection is required. If serial number is 230 or higher, or spin marks are found, then additional inspection must be performed. NOTE: Adapter serial numbers are identified by the last three digits in the serial number block on the decal located at the 12 o'clock position aft of the pressure bulkhead. Spin marks are best determined by shining indirect light, such as flash light, on the adapter side wall. 2. On aircraft requiring further inspection: a. Gain access to the forward side of the negative pressure relief valve (see Lockheed Maintenance Manual MM25-42-00). b. On the forward side of the pressure bulkhead, LBL/RBL20, WL300, visually inspect the adapter part of each negative pressure relief valve in the area of the flange radius. Clean the area with solvent prior to inspection. 3. If a crack is found, replace or repair the adapter before the next flight. Replacement adapter must be inspected prior to installation and is subject to the requirements of this AD. 4. Installation of repair or reinforcement clips for adapter: Install 300 series stainless steel clips, either 0.050 1/4 hard or 0.040 1/2 hard material. Dimensions are 0.95-inch wide with 0.89 and 1.50-inch flanges, and 85 degrees bend, with 0.12-inch bend radius. Install clips using existing fastener holes through the aft pressure bulkhead and two additional fasteners through the side of the adapter, install one at minimum of 0.34 inches and the other at minimum of 0.95 inches from end of long leg of clip. Fasteners are to be MS20470AD5 rivets, or NAS1398M5 rivets, or structural equivalent. a. For repair of a cracked adapter, stop-drill crack 1/4-inch diameter, and install a minimum quantity of 40 clips per adapter, using 2 of each 3 attachments through the pressure bulkhead. b. For reinforcement ofuncracked adapters, install a minimum quantity of 20 clips per adapter, using 1 of each 3 attachments through pressure bulkhead. 5. If no cracks are found, repeat the inspection per B.1. through B.4., above, at intervals not to exceed 25 landings. 6. Replace or reinforce the adapter within 350 flight hours after the last inspection or after the receipt of this AD, whichever is later. 7. With adapter reinforced with the 20 clips per paragraph B.4.b., above, the reinspection intervals may be extended from 25 landings to 1000 landings. 8. For adapters repaired with the 40 clips per paragraph B.4.a., above, reinspect from the aft side for cracks at the aft fastener, common to the clip and adapter, every 500 landings. 9. 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. This amendment becomes effective September 11, 1984, and was effective earlier to those recipients of telegraphic AD T84-09-51, dated April 19, 1984.
58-01-05: 58-01-05 LOCKHEED: Applies to All Models 49-46, 149, 649, 649A, 749, 749A, and 1049-54 Aircraft. Compliance required as indicated. As a result of cracks discovered in Lockheed 749A wing skin and stringers, the following inspections shall be accomplished on the various model aircraft as indicated, and if any cracks are discovered, they must be repaired prior to further operation. Any FAA/LAC approved repair may be used. Inspect and reinspect for cracks in the lower wing skin and stringers, left and right, from wing Station 125 through Station 215 between the front and rear beams. Inspections to be conducted at the following specified times and intervals using X-ray and visual, or visual means. The X-ray inspection method is recommended if equipment is available, since cracks under the stringers would be detected. I. For Models 649, 649A, 749, 749A and 1049-54: A. The first inspection should be performed before 20,500 hours have been accumulated on the aircraft. For aircraft on which inspections of STA 191 through 206 have already been made in accordance with AD 56-03-01, initial inspections of additional indicated areas need not be earlier than and may be correlated with reinspections required by B(1), B(2), B(3), and B(4). B. Reinspections must be accomplished in accordance with one of the following programs: (1) X-ray at 2,500 hours (maximum) intervals without opening the fuel tanks following the recommendations and technique outlined on Lockheed Sketch No. 101057 or a FAA/LAC approved equivalent. In addition to the X-ray inspection at this time, the bottom side of the wing skin must be visually inspected from front to rear beam beneath the nacelle to wing fillets on the inboard and outboard sides of No. 2 and No. 3 nacelles. This necessitates opening the kidney plate inspection holes in these fillets and/or removal of the tail cone assembly. See Lockheed Sketch No. 101057 for location of cracks which have previously been discovered; or (2) X-ray at 3,200 hours (maximum) intervals by opening the fuel tanks and following the technique outlined on Lockheed Sketches No. 101057 and No. 101058, or FAA/LAC approved equivalent. In addition to the X-ray inspections at 3,200 hours, aircraft with over 20,000 hours must be visually inspected at 200-hour (maximum) intervals as follows: Inspect the bottom side of lower wing skin, for leaks resulting from cracks, from front beam to rear beam between W.S. 125 and W.S. 145 and between W.S. 191 and W.S. 215. This necessitates opening the kidney plate inspection holes in the nacelle to wing fillets on the inboard and outboard sides and/or removal of the tail cone assembly of nacelles No. 2 and No. 3. This area should be given special attention. If leaks are discovered and cracks suspected, tanks must be opened and stripped of sealant to visually inspect upper side of skin. Inspect the upper side of lower wing skin for cracks in the dry area from front beam to rear beam between W.S. 145 and W.S. 191. See Lockheed Sketches No. 101057 and No. 101058 for location of cracks which have been previously discovered; or (3) When X-ray equipment is not available, a visual inspection must be made at 800-hour (maximum) intervals after opening the fuel tanks and removing the sealant from the designated areas. (It should be noted that cracks under stringers cannot be detected by the visual inspection method); or (4) X-ray at 2,800 hours (maximum) intervals by opening the fuel tanks and following the technique outlined on Lockheed Sketches No. 101057 and No. 101058, or FAA approved equivalent. In addition to the X-ray inspections at 2,800 hours, visually inspect at 350-hour (maximum) intervals as follows: Inspect the bottom side of lower wing skin, for leaks resulting from cracks, from front beam to rear beam between W.S. 125 and W.S. 145 and between W.S. 191 and W.S. 215. This necessitates opening the kidney plate inspection holes in the nacelle to wing fillets on the inboard and outboard sides and/or removal of the tail cone assembly of nacelles No. 2 and No. 3. This area should be given special attention. If leaks are discovered and cracks suspected, tanks must be opened and stripped of sealant to visually inspect upper side of skin. Inspect the upper side of lower wing skin for cracks in the dry area from front beam to rear beam between W.S. 145 and W.S. 191. See Lockheed Sketches No. 101057 and No. 101058 for location of cracks which have been discovered previously. C. The reinspections required as per paragraphs B(1), B(2), B(3), or B(4) may be discontinued when permanent reinforcement per Lockheed Drawing No. 550236 has been accomplished, except that: In the area from W.S. 125 to W.S. 191 where the size and kind of material remains unchanged (i.e., the old material is merely replaced with new) the reinspection program noted above must be reinstated not later than 20,000 hours after rework. D. Lockheed Drawing Nos. 11755, 490668, 492806, and 493312, describe approved permanent repairs for individually affected areas in which cracks have been previously discovered. Reinspections in the area between W.S. 191 and W.S. 215 may be discontinued if permanent repair is made per Lockheed Drawing No. 11755. The reinspection program must be reinstated not later than 20,000 hours after rework is accomplished in the individually affected areas per drawing numbers 490668, 492806, or 493312. E. 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. II. For Models 49-46 and 149: A. The first inspection should be performed before 25,500 hours have been accumulated on the aircraft. For aircraft on which inspections of STA 191 through 206 have already been made in accordance with AD 56-03-01, initial inspections of additional indicated areas need not be earlier than and may be correlated with reinspection required by B(1), B(2), B(3), and B(4). B. Same as paragraph I.B. 1. Same as paragraph I.B.(1). 2. Same as paragraph I.B.(2) (except substituted 25,000 hours for 20,000 hours). 3. Same as paragraph I.B.(3). 4. Same as paragraph I.B.(4). C. The reinspections required as per paragraphs B(1), B(2), B(3), or B(4) may be discontinued when permanent reinforcement per Lockheed Drawing No. 550236 has been accomplished, except that: In the area from W.S. 125 to W.S. 191 where the size and kind of material remains unchanged (i.e., the old material is merely replaced with new) the reinspection program noted above must be reinstated not later than 25,000 hours after rework. D. Lockheed Dwg. Nos. 11755, 490191, 490668, 492806, and 493312 describe approved permanent repairs for individually affected areas in which cracks have been previously discovered. Reinspections in the area between W.S. 191 and W.S. 215 may be discontinued if permanent repair is made per Lockheed Drawing No. 11755 or 490191. The reinspection program must be reinstated not later than 25,000 hours after rework is accomplished in the individually affected areas per drawing Nos. 490668, 492806, or 493312. E. 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. This supersedes AD 56-03-01. Revised September 26, 1963.
2017-18-17: We are superseding Airworthiness Directive (AD) 2004-23-20, which applied to certain Airbus Model A300, A300 B4-600, and A300 B4- 600R series airplanes; and Model A300 F4-605R and A300 C4-605R Variant F airplanes. AD 2004-23-20 required, for certain airplanes, repetitive inspections for cracking around certain attachment holes, installation of new fasteners for certain airplanes, and follow-on corrective actions if necessary. AD 2004-23-20 also required modifying certain fuselage frames, which terminated certain repetitive inspections. This new AD reduces certain compliance times, expands the applicability, and requires an additional repair on certain modified airplanes. This AD was prompted by a report indicating that the material used to manufacture the upper frame feet was changed and negatively affected the fatigue life of the frame feet. We are issuing this AD to address the unsafe condition on these products.
2017-19-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727 airplanes. This AD was prompted by analysis of the cam support assemblies of the main cargo door (MCD) that indicated the repetitive high frequency eddy current (HFEC) inspections required by the existing maintenance program are not adequate to detect cracks before two adjacent cam support assemblies of the MCD could fail. This AD requires repetitive ultrasonic inspections for cracking of the cam support assemblies of the MCD and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
90-15-04: 90-15-04 BRITISH AEROSPACE: Amendment 39-6652. Docket No. 90-NM-41-AD. Applicability: Model BAC 1-11 200 and 400 series airplanes, pre-modification PM5384, certificated in any category. Compliance: Required within 2,400 hours time-in-service or two years after the effective date of this AD, whichever occurs first, unless previously accomplished within the past 2,400 hours time-in-service or within the past two years; and thereafter at intervals not to exceed 4,800 hours time-in-service or four years, whichever occurs first. To prevent tailplane trim gearbox oil from being contaminated with water, accomplish the following: A. Remove the tailplane trim gearbox from the airplane, drain the oil, flush and refill with clean oil, and replace the filler plug and wire lock, in accordance with paragraph 2.2 of British Aerospace Alert Service Bulletin 27-A-PM5384, Issue 1, dated July 24, 1989. Reinstall the gearbox in the airplane and test in accordance with Maintenance Manual Chapter 27-40. B. 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. 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 the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. 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 amendment (39-6652, AD 90-15-04) becomes effective on August 14, 1990.
2001-17-26 R1: This document corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain Raytheon Model DH.125, HS.125, BH.125, and BAe.125 (U-125 and C-29A) series airplanes; Model Hawker 800, Hawker 800 (U-125A), Hawker 800XP, and Hawker 1000 airplanes. That AD currently requires an inspection for cracking or corrosion of the cylinder head lugs of the main landing gear actuator and follow-on/corrective actions. This document corrects and clarifies the affected airplane serial numbers. This correction is necessary to ensure that operators do not misinterpret which airplanes are subject to the requirements of this AD. The incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of October 3, 2001 (66 FR 45575, August 29, 2001).
85-25-03: 85-25-03 SIKORSKY AIRCRAFT: Amendment 39-5172. Applies to Model S-64E helicopters, certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent operation with a cracked main rotor head torque tube inner bracket, accomplish the following: (a) Prior to the first flight of each day, after the effective date of this AD, visually inspect with a 10-power or higher magnifying glass the main rotor head torque tube inner bracket assembly, Part Number S1510-21332-0, for cracks and/or corrosion in accordance with Section 2, Paragraph A, of Sikorsky Alert Service Bulletin (ASB) No. 64B10-4A, dated July 17, 1985, or an FAA-approved equivalent. (b) If the torque tube inner bracket assembly is cracked, replace with a serviceable torque tube inner bracket assembly prior to further flight in accordance with Section 2, Paragraph A, of Sikorsky ASB No. 64B10-4A, dated July 17, 1985, or an FAA-approved equivalent. (c) If the torque tube inner bracket assembly is corroded, determine the extent and limits of the corrosion prior to further flight in accordance with Section 2, Paragraph A, of Sikorsky ASB-No. 64B10-4A, dated July 17, 1985, or an FAA-approved equivalent. If the extent or limits of the corrosion are exceeded, replace with a serviceable torque tube inner bracket assembly prior to further flight in accordance with Section 2, Paragraph A, of Sikorsky ASB No. 64B10-4A, dated July 17, 1985, or an FAA-approved equivalent. Otherwise, rework the torque tube inner bracket assembly prior to further flight in accordance with Section 2, Paragraph B, of Sikorsky ASB No. 64B10-4A, dated July 17, 1985, or an FAA-approved equivalent. (d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an alternative means of compliance with the requirements of this AD which provide an equivalent level of safety maybe used when approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7112. Sikorsky ASB No. 64B10-4A, dated July 17, 1985, identified and described in this directive is 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 this document from the manufacturer may obtain copies upon request to Sikorsky Aircraft Division, United Technologies Corporation, North Main Street, Stratford, Connecticut 06601. These documents may also be examined at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective December 30, 1985.