Results
98-20-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that currently requires, among other things, repetitive inspections to ensure correct synchronization of the hydraulic control valves of the trimmable horizontal stabilizer (THS) actuator; replacement of the horizontal stabilizer actuator motors with new or serviceable motors and resynchronization of the valves, or adjustment of the synchronization, if necessary; and a functional test of the THS. This amendment adds a requirement to replace the hydraulic motor of the THS with an improved motor, which constitutes terminating action for the repetitive inspections. This amendment also expands the applicability to include additional airplanes. 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 desynchronization of the hydraulic control valves, which could result in runaway of the horizontal stabilizer to its full up or down position, subsequent reduced maneuvering capability, and potential pitch upset.
98-24-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Burkhart GROB Luft-und Raumfahrt GmbH (Grob) Model G 109B gliders. This AD requires inspecting the elevator and trim tab for water, and assuring that the necessary drain holes are installed and existing drain holes are open. This AD also requires drilling any necessary drain holes and opening any existing drain holes that are closed; and, if a significant amount of water (more than 1/2 liter) is found in the elevator, assuring that the elevator ;s weight and residual momentum and the glider s center of gravity (C.G.) are within the limits specified in the flight manual, and adjusting the elevator s weight and residual momentum and the glider s C.G., as needed. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent water from penetrating the elevator and trim tab because of inadequate drainage, which could result in a delaminated elevator and trim tab structure with consequent elevator imbalance and flutter.
2009-16-05: 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 the walk around check on a Fokker 50 (F27 Mark 050) aeroplane, extensive damage was found on the left hand (LH) inner flap and nacelle. The damage had been caused by a broken fork of the inner flap outboard drive shaft. This resulted in asymmetric flap extension and interference between the flap and the nacelle. A metallurgical investigation showed that the fork end failed in a fatigue mode. Most probably the failure was caused by the "cyclic load'' as a result of regularly reaching the mechanical end stop position. * * * * * This condition, if not corrected, could lead to further cases of asymmetric flap extension, possibly resulting in lossof control of the aeroplane. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-16-06: We are adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires installing an automatic shutoff system for the auxiliary fuel tank override/jettison fuel pumps (also referred to as center tank fuel pumps in the airplane flight manual (AFM)), revising the AFM to advise the flightcrew of certain operating restrictions for airplanes equipped with an automatic auxiliary fuel tank pump shutoff control, and, for certain airplanes, installing a placard to alert the flightcrew of certain fuel usage restrictions. This AD provides optional terminating actions for certain requirements. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent an overheat condition outside the center tank fuel pump explosion-resistance area that is open to the pump inlet, which could cause an ignition source for the fuel vapors in the fuel tank and result in fuel tank explosions and consequent loss of the airplane. \n\n\nDATES:This AD is effective September 9, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of September 9, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD as of September 4, 2001 (66 FR 39417, July 31, 2001).
87-04-12: 87-04-12 AIRBUS INDUSTRIE: Amendment 39-5536. Applies to Model A300 B2 and B4 series airplanes, serial numbers as listed in each applicable service bulletin, certificated in any category. To prevent propagation of cracks in fuselage frame 47, accomplish the following within the time period specified in each of the following paragraphs after the effective date of this AD, or prior to reaching the threshold number of landings indicated in each paragraph below, whichever occurs later, unless previously accomplished: A. FOR B2 SERIES AIRPLANES: 1. Prior to the accumulation of 6,000 landings, or within the next 300 landings after the effective date of this AD, whichever occurs later, inspect fastener holes A and B of frame 47, lefthand and righthand, in accordance with the accomplishment instructions of Airbus Industrie (AI) Service Bulletin A300-53-194, Revision 2, dated July 8, 1985. Repair cracks in accordance with the service bulletin. If no cracks are found, cold work the holes and install interference fit fasteners in accordance with the service bulletin. 2. Reinspect in accordance with AI Service Bulletin A300-53-196, dated February 4, 1985, at intervals not to exceed 6,000 landings. 3. Accomplishment of the modifications described in AI Service Bulletin A300-53-198, Revision 1, dated November 12, 1985, constitutes terminating action for the inspection requirements of paragraphs A.1. and A.2., above. B. FOR B2 SERIES AIRPLANES: 1. Prior to the accumulation of 5,000 landings, or within the next 300 landings after the effective date of this AD, whichever occurs later, inspect frame 47, lefthand and righthand, in accordance with the accomplishment instructions of AI Service Bulletin A300-53- 193, dated March 14, 1984. 2. If cracks are found, repair in accordance with the service bulletin. 3. If no cracks are found, further inspections are not required. C. FOR B4 SERIES AIRPLANES: 1. Prior to the accumulation of 7,000 landings or within the next 1,000 landings after the effective date of this AD, whichever occurs later, inspect frame 47, lefthand and righthand, fastener holes in accordance with AI Service Bulletin A300-53-200, Revision 2, dated February 6, 1986. 2. If cracks are found, repair in accordance with the service bulletin. 3. If no cracks are found, reinspect at intervals not to exceed 2,000 landings. 4. Accomplishment of the inspection and modification described in AI Service Bulletin A300-53-199, Revision 2, dated February 6, 1986, constitutes terminating action for the inspection requirements of paragraphs C.1. and C.2., above. D. 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, Northwest Mountain Region. E. 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. 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, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment becomes effective March 9, 1987.
2009-15-09: 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 inspections in production and on in-service aircraft, a number of Overheat Detection System (OHDS) installation non- conformities have been identified along the bleed air ducting. Some installation issues which may lead to a degraded leak detection capability have been reported. In case of hot air leakage, the potential degradation of the OHDS would not allow preventing damages to structure or components * * *. * * * * * Nonconforming installation or a failure of the OHDS could allow undetected leakage of bleed air from the hot engine/auxiliary power unit causing damage to the airplane structure and various airplane components and systems. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
98-15-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacing the existing roll spoiler control rods with improved parts. 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 bending stress to the fork end of the roll spoiler, which could result in failure of the roll spoiler and consequent reduced controllability of the airplane.
99-19-28: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120RT and -120ER series airplanes, that requires repetitive detailed visual inspections to detect discrepancies of the brake assemblies on the main landing gear (MLG), and replacement of the brake assemblies with new or serviceable brake assemblies, if necessary. This amendment is prompted by reports of fatigue cracking or splitting of the brake stator disk at the thermal expansion slots. The actions specified by this AD are intended to prevent failure of the brake assemblies of the MLG due to cracking or splitting of the stator disk, which could result in loss of brake effectiveness and could cause the airplane to leave the runway surface.
80-07-05: 80-07-05 BEECH: Amendment 39-3728. Applies to the following airplanes regardless of the category or categories of airworthiness certification: BEECH MODEL SERIAL NUMBERS 99 U-40, U-55, U-67, U-73, U-87, U-90 99A U-96, U-126 B99 U-152, U-153 A100-1 (Military RU-21J) BB-3 through BB-5 200 (Military RU-21J) BB-2, BB-6 through BB-599 BB-601 through BB-606 BB-608 through BB-613 BB-620 A200 (Military C-12A, C-12C) BC-1 through BC-75 BD-1 through BD-30 A200C (Military UC-12B) BJ-1 through BJ-8 200C BL-1 through BL-5 200T BT-1 through BT-10 F90 LA-2 through LA-15, LA-22 LA-23, LA-25, LA-26, LA-28 H90 (Military T-44A) LL-1 through LL-61 T-34C GL-2 GL-4 through GL-163 T-34C-1 GM-1 through GM-13 GM-15 through GM-71 GM-78 34C GP-1 through GP-6 COMPLIANCE: Required as indicated. In order to assure integrity of attachments of the outer wing panels to the wing center section, accomplish the following for the left and for theright sides of each affected airplane: A) Prior to the next flight unless already accomplished for compliance with the corresponding emergency AD transmitted by letter dated February 11, 1980 (for Models 99 and 200 Series) or a communique or service instruction specified by Table 1, below, accomplish the following at the lower forward wing attachment: NOTE: Hereafter in this AD, the words, "barrel nut assembly", "washer assembly", and "bolt" mean the parts and part numbers for an airplane as specified by Table 1, below: TABLE 1 Airplane Model (Read downward) 99, 99A, B99 200, A200, A200C, F90, H90 T-34C-1 200C, 200T, A100-1 34C, T-34C Barrel Nut Assembly RMLH7940T-144 RMLH7940T-162 RMLH7940T-144 RMLH7940T-162 or 113LH7940T-144 or 113LH7940T-162 or 113LH7940T-144 or 113LH7940T-162 Washer Assembly 90-380019-1 73757-16-58.6 73757-14-43.5 73757-16-58.6 or 90-380019-1 Bolt LWB22-14-46 LWB22-16-44 LWB22-14-46 NAS636-40 or VEP220121-16V44 or VEP220121-14V46 or NAS636-H40 Torque, Foot-Pounds, per Paragraph A)11. below 280 300 280 50-100 on jacks then 375 on wheels Beechcraft Safety Communique or Service Instructions 200-51A 200-51A, 200-52 200-52 or 200-51A, or or 200-52 or C-12-0053 T-44A-0038 T-34C-0140, or T-34C-1-0074 Part Number or Applicable Beech Maintenance Manual or Drawing Drawing 99-4023 101-590010-19, (90-590012-13+ 104-590025-5, 92-37443-1, Suppl. 92-37056) 92-37867, or 92-37443-2 or 109-590010-19 or 98-37986 1. Remove the bolt, washer assembly and barrel nut assembly from the lower forward wing attachment. After turning the bolt out of the barrel nut assembly, remove the bolt by hand without using any tool. Reposition the wing as necessary for such removal. a. Throughout all action required by this AD, keep parts of each washer assembly together so that parts of one assembly arenot intermingled with parts of another assembly. b. Thoroughly clean all removed parts with naphtha or methyl ethyl ketone (MEK), using a bristle brush as necessary. Prior to each subsequently specified action (until lubricant is applied) ascertain that the parts are clean, repeating the cleaning process whenever this is necessary. 2. Disassemble the barrel nut assembly sufficiently to separate the cradle from the threaded body of the nut. NOTE: Hereafter in this AD, the word "nut" means the threaded body in the barrel nut assembly. 3. Visually inspect the bolt, nut and cradle for reddish rust. Do not classify copper residue over cadmium plating as rust. 4. Using a 10X magnifying glass, visually inspect each bolt and nut for a pit or a crack in steel (not plating) material. For the bolt, pay particular attention to the fillet and shank, including threads. For the nut, pay particular attention to the chamfer (that faces the bolt head when installed) and perceptible threads adjacent to this chamfer. NOTE: Refer to Paragraph A)7., below. 5. Bake the bolt and nut continuously for 23 hours at 350 degrees to 400 degrees Fahrenheit and cool in still air. 6. After accomplishment of Paragraph A)5., above, use a magnetic particle method of Advisory Circular AC43.13-1A to inspect the bolt and nut for a crack, paying particular attention to locations specified in Paragraph A)4., above. For the bolt, use a fluorescent particle method with approximately 6000 ampere-turns in a coil to produce longitudinal magnetization in the bolt. For the nut, use any magnetic particle method with 500 to 700 amperes through a central conductor of at least 0.6-inch diameter through two nuts to produce circular magnetization. Demagnetize the bolt and nut after the above inspection. 7. Replace each rusted, pitted and/or cracked nut and bolt and each rusted cradle with a new part of a P/N shown by Table 1. Obtain the new part(s) from Beech Aircraft Corporation. Reassemble the barrel nut assembly. (Baking and field inspection of these new parts are not necessary.) (Caution: Do not recadmium plate any of the wing attachment components.) 8. Clean the bore and recessed washer/cradle seat area of the outboard and inboard wing fittings with naphtha or methyl ethyl ketone ("MEK"). Visually inspect these areas for burrs, gouges and coining. If any defect is found, contact Beech Aircraft Service Department, 9709 East Central, Wichita, Kansas 67201, telephone (316) 681-7261, 7278, 8365, or 7656, for rework disposition. 9. Treat the bore and recessed washer/cradle seat areas of the inboard and outboard wing fittings with Alodine 1200 or 1201. Allow the alodine coating to dry for 5 minutes. Wash the coating with water and blow dry with air without wiping. 10. Coat the Alodined areas of the wing fittings, the fillet, shank, and threaded portion of the bolt, the cradle, and all portions of the nut with eitherclean MIL-C-16173, Grade 2 compound or clean General Electric G322L Versilube. (General Electric Company, Silicone Products Department, Waterford, New York 12188, can help locate a source of G322L Versilube.) 11. Install the nut assembly along with the bolt and washer assembly. For this, except as noted below, use procedures in the Beech Maintenance Manual, or the Beech Drawing that is specified for an airplane by Table 1, above. a. Reuse of the washer assembly is authorized for compliance with this AD. b. Position the wing as necessary to allow the bolt to be inserted into the fittings by hand without the use of any tool. c. Use the standard procedure for tightening the bolt whenever a new washer assembly has been used. d. If a used washer assembly is being installed, tighten with measured torque as specified by Table 1, above, while the necessary correction for any adapter is made and while the socket does not bear against the fitting of the wingcenter section. Then, test the outer center ring of the washer assembly with a pin inserted in the test hole, and contact Beech Aircraft Service Department (See Paragraph A)8., above) if the ring rotates. e. Coat the entire portion of the bolt that projects beyond the nut assembly with material (MIL-C-16173 or Versilube) used for compliance with Paragraph A)10., above. B) Prior to approving the airplane for return to service, devise a procedure to assure that the MIL-C-16173 or Versilube used per Paragraph A), above, is not removed or destroyed while the airplane is in service or being washed. If necessary to accomplish this, fabricate and install appropriate markings and placarding. C) Between 90 and 110 hours time-in-service after accomplishment of action specified by Paragraph A) of this AD, check bolt tightness, using the same procedure that was used for accomplishment Paragraph A)11.c or A)11.d, above. D) Within 3 days after replacing a part in accordance with Paragraph A)7., above, submit a written report to the Federal Aviation Administration via an FAA M or D Report (FAA Form 8330-2) or a letter to the office specified in Paragraph F), below, and send the replaced part(s) to Beech Aircraft Corporation. E) A special flight permit in accordance with Federal Aviation Regulation 21.197 for a flight not exceeding a total of ten hours duration is permitted in order to accomplish this AD. The nearest FAA Flight Standards District Office may be contacted to obtain a telegraphic special flight permit. F) Any equivalent method of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. This amendment becomes effective on April 3, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA datedFebruary 11, 1980.
2009-11-12: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A310 series airplanes. That AD currently requires repetitive inspections of the fuselage skin to detect corrosion or fatigue cracking around and under the chafing plates of the wing root; repetitive inspections for fatigue cracking of frame 39, stringer 35; and corrective actions if necessary. The existing AD also provides for an optional terminating action for certain repetitive inspections, except for certain areas where corrosion was detected and reworked. This new AD reduces the intervals for accomplishing repetitive inspections in a certain area. This AD results from mandatory continuing airworthiness information originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to detect and correct fatigue cracks and corrosion around and under the chafing plates of the wing root, which couldresult in reduced structural integrity of the airplane. DATES: This AD becomes effective August 25, 2009. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of August 25, 2009. The Director of the Federal Register previously approved the incorporation by reference of Airbus Service Bulletin A310-53-2070, dated October 3, 1994, on June 3, 1998 (63 FR 23377, April 29, 1998).