Results
82-23-02: 82-23-02 BEECH: Amendment 39-4484. Applies to Models 65-90 and 65-A90 (S/Ns LJ-1 through LJ-317) and B90 (S/Ns LJ-318 through LJ-501), except those airplanes having reinforced elevators per Beech Service Instructions No. 0333-131, Revision II, or P/N 50- 610000-349 LH and -350 RH aluminum elevators (reference Kit Nos. 90-4061 S, 90-4062 S, 90- 4062-1 S). COMPLIANCE: Required as indicated, unless already accomplished. To prevent elevator spar failures and possible loss of elevator control, accomplish the following: (a) On all affected Models 65-90 and those 65-A90 airplanes which do not have elevator overhang balance horns installed per Beech Kit No. 90-4029 (9.5-inch outboard end overhang, part of Kit Nos. 90-4031 M, 90-4031-1 M, and 90-4035 M) prior to attaining 2,100 hours time-in-service (TIS) on airplanes having less than 2,000 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 2,000 or more hours TIS and at intervals notexceeding 500 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0450-133, Revision I (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instructions No. 0450-133, Revision I (initial and recurring inspection). (b) On all affected Model B90 and those Model 65-A90 airplanes which have elevator overhang balance horns per Beech Kit No. 90-4029 (see (a) above for description) prior to attaining 600 hours TIS on airplanes having less than 500 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 500 or more hours TIS and at intervals not exceeding 200 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0423-133 (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instruction No. 0423-133 (initial and recurring inspection). (c) Prior to further flight, repair or replace with serviceable parts any components found cracked during the inspections specified in paragraph (a) or (b). (d) Airplanes may be flown in accordance with FAR 21.197 to a base where the inspections and repair/replacement can be performed. (e) Intervals between repetitive inspections required by this AD may be increased up to 10 percent to allow them to coincide with other scheduled maintenance on the airplane. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This AD supersedes AD 71-14-04, Amendment 39-1241 (36 FR 12842, July 8, 1971). This Amendment 39-4484 becomes effective on November 8, 1982.
66-30-04: 66-30-04 FAIRCHILD-HILLER: Amendment 39-315 as amended by Amendment 39-493 and 39-711 is further amended by Amendment 39-2870. Applies to F-27 Type and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated. To detect cracks in the engine mount support tube assembly (post support) and engine mount support tube bracket (support assembly), accomplish the following: (a) For airplanes equipped with upper tube assembly P/N 27-503105-11, -31, -41, -51; P/N 01-503105-11, or -31; upper bracket P/N 27-110105-11, -12, -31, -32, -41, -42, -51, -52, -61, -62, -71, -72, -81, or -82; or lower tube assembly P/N 27-503101-11, -41, -51, -61, -71, -81, -91, -101, or -111: (1) Inspect in accordance with (c) the tube assemblies and brackets having 10,000 or more hours in service on the effective date of this A.D. within the next 50 hours in service after the effective date of this A.D. unless already accomplished within the last 250 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (2) Inspect in accordance with (c) the tube assemblies and brackets having less than 10,000 hours in service on the effective date of this A.D. before the accumulation of 10,050 hours in service unless already accomplished after the accumulation of 9750 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (b) Airplanes equipped with Fairchild Hiller brackets P/N 01-110105-3, -4, -11, -12, -13, -14, -31 or -32 must be inspected in accordance with (c) at intervals not to exceed 300 hours in service after the accumulation of 25000 hours in service. (c) Without removing the tube assembly or bracket, clean all surfaces of each engine mount support tube bracket (four per airplane located at the wing front spar) and each engine mount support tube assembly (eight per airplane) prior to inspection. Visually inspect for cracks eachbracket and support tube assembly using a glass of at least 10 power or an FAA approved equivalent inspection. If cracks are found comply with (d) before further flight. (d) Repair cracked parts in accordance with an FAA approved repair or replace them with a part of the same part number that has been inspected in accordance with (c) or with an FAA approved equivalent part. Equivalent repairs or parts may be installed when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Fairchild Service Bulletins F27-54-14 and FH227-54-4, Revision 3 dated January 7, 1977, cover this subject. Amendment 39-315 superseded AD 66-07-04. Amendment 39-315 was effective December 10, 1966. Amendment 39-493 was effective on October 21, 1967. Amendment 39-711 was effective January 18, 1969. This amendment 39-2870 is effective April 13, 1977.
2022-17-09: The FAA is superseding Airworthiness Directive (AD) 2021-16- 03, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-16-03 required an inspection for missing or incorrect application of the lightning strike edge glow sealant protection at certain locations in the wing tanks, and corrective action. This AD was prompted by in-production findings of missing or incorrect application of the lightning strike edge glow sealant protection at specific locations in the wing tanks and by the development of a modification to restore two independent layers of lightning strike protection on the wing upper cover. This AD continues to require the actions of AD 2021-16-03 and requires a modification to restore two independent layers of lightning strike protection, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
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.