Results
99-10-14: 99-10-14 BOEING: Amendment 39-11167. Docket 98-NM-232-AD. Supersedes AD 98-14-10, Amendment 39-10643. \n\n\tApplicability: Model 747-400, 757, 767, and 777 series airplanes; equipped with AlliedSignal RIA-35B Instrument Landing System (ILS) receivers, part number (P/N) 066-50006-0101, certificated in any category. \n\n\tNOTE 1: 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 (e) 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. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent erroneous localizer deviation provided by faulty ILS receivers, which could result in a landing outside the lateral boundary of the runway, accomplish the following: \n\nRestatement of the Requirements of AD 98-14-10 \n\n\t(a)\tWithin 10 days after July 22, 1998 (the effective date of AD 98-14-10, amendment 39-10643), revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM.\n \n\t"Any Instrument Landing System (ILS) or Localizer approach with only one operative AlliedSignal LS receiver, P/N 066-50006-0101, installed is prohibited." \n\n\tNOTE 2: On Model 747-400 and 777 series airplanes, the existence of only one operative ILS receiver is indicated by the Engine Indication and Crew Alerting System advisory message, "SNGL SOURCE ILS." On Model 757 and 767 series airplanes, failure of an ILS receiver is indicated by an ILS flag on the display of the Electronic Flight Instrument System when approach mode is selected. \n\n\t(b)\tWithin 30 days after July 22, 1998, accomplish the requirements of either paragraph (b)(1) or (b)(2) of this AD. \n\n\t\t(1)\tPerform a visual inspection of the 64 flight legs of the internal fault memory of all AlliedSignal RIA-35B ILS receivers, P/N 066-50006-0101, for fault codes "Nl" (glide slope antialias fault) or "Nm" (localizer antialias fault). Repeat the inspection thereafter at intervals not to exceed 64 flight cycles. If any fault code "Nl" or "Nm" is found, prior to further flight, replace the existing ILS receiver with a new or serviceable ILS receiver having the same P/N; or with an ILS receiver that has been modified to P/N 066-50006-1101 in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. Installation of an ILS receiver that has been modified (and the P/N converted) in accordance with the service bulletin constitutes terminating action for the inspection requirement of paragraph (b)(1) of this AD for that part. \n\n\t\t(2)\tAccomplish the actions required by paragraphs (b)(2)(i) and (b)(2)(ii) of this AD. \n\n\t\t\t(i)\tRevise the Limitations Section of the FAA-approved AFM to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM. \n\n\t"Category II and III operations are prohibited with AlliedSignal ILS receiver P/N 066-50006-0101 installed." \n\n\t\t\t(ii)\tInstall a placard on the forward instrument panel of the cockpit in clear view of the pilots, which states: \n\n\t\t"Category II and III operations are prohibited." \n\n\t(c)\tAs of July 22, 1998, no person shall install on any airplane an RIA-35B ILS receiver, P/N 066-50006-0101, that has been found to be discrepant (that is, on which fault codes "Nl" or "Nm" were found during an inspection of the internal fault memory) unless the discrepancy has been corrected by modifying the ILS receiver in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. \n\nNew Requirements of This AD \n\n\t(d)\tWithin 6 months after the effective date of this AD, replace all existing RIA-35B ILS receivers, P/N 066-50006-0101, with RIA-35B ILS receivers that have been modified in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998; and that have had their P/N's converted to 066-50006-1101. Such replacement constitutes terminating action for the requirements of this AD. After the replacement has been accomplished, the AFM limitations required by paragraphs (a) and (b)(2)(i) of this AD may be removed from the AFM, and the placard required by (b)(2)(ii) may be removed from the cockpit. \n\n\tNOTE 3: Modification of all AlliedSignalRIA-35B ILS receivers, P/N 066-50006-0101, prior to July 22, 1998, in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), dated December 1997; Revision 1, dated January 1998; or Revision 2, dated April 1998; is considered acceptable for compliance with the applicable action specified in this amendment. \n\nAlternative Methods of Compliance \n\n\t(e)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\nSpecial Flight Permits \n\n\t(f)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of 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. \n\nIncorporation by Reference \n\n\t(g)\tThe modification shall be done in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. The incorporation by reference of this document was approved previously by the Director of the Federal Register as of July 22, 1998 (63 FR 36549, July 7, 1998). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\t(h)\tThis amendment becomes effective on June 17, 1999.
88-03-52: 88-03-52 PRATT & WHITNEY: Amendment 39-5957. Final copy of Telegraphic AD. Applies to Pratt & Whitney (PW) PW2037 and PW2040 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent compressor and turbine case cooling air valve tube and 2.5 bleed valve actuator tube cracking that can lead to fuel leaks, substantial fuel quantity loss and possible engine fire, accomplish the following: (a) For the engines operated in any of the following configurations: (1) with the Fuel Quantity Indication System (FQIS) inoperative under the provisions specified in the Boeing 757 aircraft Master Minimum Equipment List (MMEL), Item 28-41-1; (2) with one of the Fuel Quantity Processor (FQP) Channels inoperative under the provisions specified in the MMEL, Item 28-41-2; (3) with both Flight Management Computer (FMC) Systems inoperative under the provisions specified in the MMEL, Item 34-61-1; or (4) with the FQIS functional, both FQP Channels functional, and at least one FMC System functional, but operating without the provisions of Boeing Operations Manual Bulletin (OMB) Number 87-7, Revision 1, dated October 28, 1987, accomplish the following prior to further flight: (a)(i) Compressor and turbine case cooling air valve tube clamping configuration: Remove loop clamp bracket assembly Part Number (P/N) 1B2224-01 from compressor and turbine case cooling air valve tubes, and install a clamping configuration that clamps the tubes to a bracket spanning the pressure and return tubes in accordance with Accomplishment Instructions contained in PW Alert Service Bulletin (ASB) Number PW2000 A75-36, dated October 28, 1987. (a)(ii) 2.5 bleed valve actuator tubes and manifold assembly clamping configuration: Install a new bracket and clamp configuration in accordance with the applicable part of the Accomplishment Instructions contained in PW ASB Number PW2000 A75-38, dated December 21, 1987. (b) For engines operated with the FQIS functional, both FQP Channels functional, at least one FMC System functional, and in accordance with the provisions of Boeing OMB Number 87-7, Revision 1, dated October 28, 1987, accomplish items (a)(i) and (a)(ii) above within 250 hours in service from the effective date of this AD. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (e) Upon submission of substantiating data by an owner or operator through an FAA airworthiness inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. Pratt & Whitney ASB's NO. PW2000 A75-36, dated October 28, 1987, and NO. PW2000 A75-38, dated December 21, 1987, identified and described in this document 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 received the engine manufacturer's ASB's may obtain copies upon request to Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 88-ANE-02, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5957, becomes effective on July 13, 1988, as to all persons except those persons to whom it was made effective 24 hours after receipt by individual Telegraphic AD T88-03-52, issued January 29, 1988, which contained this amendment.
91-07-18: 91-07-18 ING. HEINO BRDITSCHKA FLUGTECHNIK GES.M.B.H (HB AIRCRAFT INDUSTRIES AG): Amendment No. 39-8089. Docket No. 91-CE-32-AD. Applicability: Models HB-23/2400-SP powered gliders (all serial numbers), HB-23/2400 and HB-23/2400 Scanliner and Hobbyliner powered gliders that are equipped with a three-blade adjustable propeller, certificated in any category. Compliance: Required prior to further flight after the effective date of this AD, unless already accomplished. To prevent loss of the propeller while in flight that could result in damage to the powered glider and loss of control, accomplish the following: (a) Replace the three-blade propeller with a fixed-pitch, two-blade propeller in accordance with Ing. HB Instructions 23/2/90, dated December 19, 1990. (b) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe,Africa, Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (c) The inspections and replacements required by this AD shall be done in accordance with Ing. HB Instructions 23/2/90, dated December 19, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. Section 552(a) and 1 CFR Part 51. Copies may be obtained from Ing. Heino Brditschka Flugtechnik Ges.m.b.H. (HB Aircraft Industries AG), Dr. Adolf Scharfstr. 44, 4053 Haid, Austria. 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, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8089, AD 91-07-18) becomes effective onJanuary 3, 1992, as to all persons except those persons to whom it was made immediately effective by priority letter AD 91-07-18, issued March 29, 1991, which contained this amendment.
74-11-03: 74-11-03 AIRESEARCH: Amendment 39-1848. Applies to model GTCP36-4A, -6, -16, and -28 Auxiliary Power Units (APU) installed on, but not limited to, Grumman Gulfstream 1159, Fokker F-28, NAMC YS-11, and VFW Fokker 614 Aircraft. "Pursuant to the authority of the Federal Aviation Act of 1958, delegated to me by the Administrator (31 F.R. 13697), the following airworthiness directive applicable to all aircraft incorporating AiResearch Model GTCP36-4A, -6, -16, and -28 Auxiliary Power Units (APU), installed in, but not limited to, Grumman Gulfstream 1159, Fokker F-28, NAMC YS-11, and VFW Fokker 614 aircraft, listed in AiResearch Alert Service Bulletins GTCP36-49-A3621, dated March 19, 1974, and GTCP36-49-A3618, dated April 1, 1974, or later FAA-approved revisions, is effective immediately upon receipt of this airmail letter. This AD is required due to a manufacturing error resulting in a certain lot of fuel controls for the APU containing a case casting wall thickness below allowable design limits. As the vessel is a high pressure cavity, failure of the wall would allow H.P. fuel to leak into the APU compartment. Compliance required as indicated, unless already accomplished. Within 25 hours additional time in service of any aircraft on which the APU is installed, visually inspect the APU fuel control body per AiResearch Alert Service Bulletins GTCP36-49-A362l, dated March 19, 1974, or GTCP36-49-A3618, dated April 1, 1974, or later FAA-approved revisions. Prior to the installation of any AiResearch APU models listed herein, in any aircraft, conduct the visual inspection per the applicable Alert Service Bulletins. If, as a result of any of the foregoing inspections, fuel control units are found to have the unacceptable case casting wall thickness, either: (A) Prior to further flight, placard the APU inoperative until replaced with a new or serviceable part. The APU may not be operated until a new or serviceable part is installed. or (B) Replace, prior to further flight, with a new or serviceable part. Mark all fuel control units found to be unacceptable in a conspicuous manner to prevent inadvertent return to service. Return said units to AiResearch for exchange as indicated in the AiResearch Alert Service Bulletins. Re-identify acceptable units per the Alert Service Bulletins. Make appropriate aircraft logbook entries to reflect compliance with this AD. Aircraft may be flown to a base for performance of maintenance required by this AD, per FAR's 21.197 and 21.199, provided that the APU is inoperative for said flight." This amendment is effective May 20, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated April 25, 1974.
90-23-11 R1: 90-23-11 R1 AIRBUS INDUSTRIE: Amendment 39-6802 as corrected by Amendment 39- 6947. Docket No. 89-NM-202-AD. Applicability: Model A300 series airplanes, Serial Numbers 001 through 305, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the ram air turbine to provide hydraulic power in an emergency situation, accomplish the following: A. For ram air turbines on which neither modification No. RM 370 (Dowty Rotol Service Bulletin 29-76) nor modification No. RM 401 (Dowty Rotol Service Bulletin 29-104) has been accomplished; or on which one, but not both, of those modifications has been accomplished: Perform a ground test of the ram air turbines, in accordance with Dowty Rotol Service Bulletin 29- 124, Revision 3, dated March 29, 1989, as follows: 1. Prior to a. or b., below, whichever occurs later: a. 4,000 hours time-in-service or 24 months since new or overhaul, whichever occurs first, orb. 600 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first. 2. Repeat the ground test at intervals not to exceed 600 hours time-in-service or 6 months, whichever occurs first. B. For ram air turbines on which both modification No. RM 370 (Dowty Rotol Service Bulletin 29-76) and modification No. RM 401 (Dowty Rotol Service Bulletin No. 29-104) have been accomplished: Perform a ground test of the ram air turbines, in accordance with Dowty Rotol Service Bulletin 29-124, Revision 3, dated March 29, 1989, as follows: 1. Prior to a. or b., below, whichever occurs later: a. 7,500 hours time-in-service or 30 months since new or overhaul, whichever occurs first, or b. 1,500 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first. 2. Repeat the ground test at intervals not to exceed 3,000 hours time-in- service or 12 months, whichever occurs first. C. If the ram air turbine fails to function properly during the ground tests required by paragraphs A. or B. of this AD, prior to further flight, replace with a serviceable unit, or overhaul the unit, in accordance with Dowty Rotol Overhaul Manual 29-21-14. D. Prior to 1. or 2., below, whichever occurs later, perform an overhaul of the ram air turbine in accordance with Dowty Rotol Overhaul Manual 29-21-14: 1. 20,000 hours time-in-service or 10 years since new or overhauled, whichever occurs first, or 2. 12 months or 3,000 hours time-in-service after the effective date of the AD, whichever occurs first. E. Accomplishment of the modifications described in all three Dowty Rotol Service Bulletins 29-125 R1, 29-76, and 29-104, constitutes terminating action for the requirements of this AD. F. 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. G. 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, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-23-11 R1 corrects AD 90-23-11, Amendment 39-6802. The effective date of the requirements of AD 90-23-11 R1 remains December 17, 1990, as specified in AD 90-23-11. This amendment (39-6947, AD 90-23-11 R1) is effective on March 22, 1991.
2013-22-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by reports indicating that a standard fuel tank access door was located where an impact-resistant access door was required, and stencils were missing from some impact-resistant access doors. This AD requires an inspection of the left- and right-hand wing fuel tank access doors to determine that impact-resistant access doors are installed in the correct locations, and to replace any door with an impact-resistant access door if necessary. This AD also requires an inspection for stencils and index markers on impact-resistant access doors, and application of new stencils or index markers if necessary. This AD also requires revising the maintenance program to incorporate changes to the airworthiness limitations section. We are issuing this AD to prevent foreign object penetration of the fuel tank, which could cause a fuel leak near an ignition source (e.g., hot brakes), consequently leading to a fuel-fed fire.
99-10-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200, -300, and -400 series airplanes, that requires replacement of fuse pins in the upper link, midspar fittings, and diagonal brace of the nacelle strut with new corrosion-resistant pins. This amendment is prompted by reports of cracked fuse pins in the upper link, midspar fittings, and diagonal brace of the nacelle strut due to fatigue and corrosion. The actions specified by this AD are intended to prevent cracking or corrosion of the fuse pins of the nacelle strut, which could result in failure of the fuse pin and strut-to-wing attachment, and consequent loss of the strut and separation of the engine from the airplane.
99-10-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Corporation (Raytheon) Model Beech 2000 airplanes. This AD requires immediately incorporating temporary revisions to the Limitations Section of the Airplane Flight Manual (AFM) that include requirements of not allowing flap operation during takeoff, accomplishing the preflight visual checks (referred to as visual inspections in the AFM temporary revisions) of the aft cove panel of the wing for delamination prior to each flight, and incorporating a repair scheme if delamination is found. This AD also requires repetitively inspecting the trailing edge of the wing by looking for delamination (debonding) (also referred to as cracks in the service information) through the thickness of the trailing edge of the wing cove skin panels, and modifying the center flap track rib attachment when delamination (debonding) is found. This AD is the result of a report of the wing cove skin panel separating from the wing while in flight on one of the affected airplanes. The actions specified by this AD are intended to detect and correct delamination of the wing cove skin in the area of the support rib, which could result in the delamination propagating to the trailing edge of the wing with the wing cove skin panel possibly separating from the wing. Comments for inclusion in the Rules Docket must be received on or before July 9, 1999.
71-24-10: 71-24-10 BEECH: Amendment 39-1350 as amended by Amendment 39-1693. Applies to the following airplanes: 1) Models Serial Numbers Affected 35-C33, E33, F33 CD-1062 thru CD-1254, except CD- 1237 35-C33A, E33A, F33A CE-118 thru CE-346, except CE-324 E33C, F33C CJ-1 thru CJ-30 V35, V35TC, V35A D-8336 thru D-9285, except V35A-TC, V35B, D-9208, -9279, -9280, -9281, V35B-TC 9282 36, A36 E-1 thru E-275 95-B55, 95-B55A TC-1021 thru TC-1397, except TC- 1395, -1396 95-C55, D55, E55 TE-256 thru TE-845, except TE-836, 837 56TC, A56TC TG-1 thru TG-94 58 TH-1 thru TH-170 except TH-135, - 153, -161 D95A, E95 TD-678 thru TD-721 2) Only applicable if altered in service to incorporate P/N 60-524080 series control wheels which have provisions for a clock and light: Models Serial Numbers Affected 35-C33 CD-814 thru CD-1061 35-C33A CE-1 thru CE-117 V35 D-7977 thru D-8335 95-B55, 95-B55A TC-371 and TC-502 thru TC-1020 95-C55, 95-C55A TC-350 and TE-1 thru TE-255 D95A TD-534 thru TD-677 In order to assure security of control wheels, (1) within 50 hours' time in service after the effective date of this AD, for those airplanes which do not comply with AD 71-12-04, or (2) within 300 hours' time in service after the effective date of this AD, for those airplanes which do comply with AD 71-12-04, unless already accomplished, accomplish the following: Ascertain that two Beech inspection stamps can be seen on one tip of each control wheel adapter. (These tips may be seen while looking toward the forward face of control wheel hubs, without disassembly.) If the stamps cannot be seen on an adapter, replace it with either Beech P/N 96-524029-15 (short) or Beech P/N 96-524029-19 (long) control wheel adapters which have the aforementioned stamps, or in the alternative with Beech P/N 96-524029-31 (short) and 96- 524029-33 (long control wheel adapters, or with any equivalent part approved by the Chief, Engineeringand Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0254-156, or later revision approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region, pertains to this subject. This AD Amendment 39-1350 supersedes AD 71-12-04. Amendment 39-1350 became effective December 1, 1971. This amendment 39-1693 becomes effective August 1, 1973.
2013-22-06: We are superseding Airworthiness Directive (AD) 94-13-06 for certain The Boeing Company Model 747 series airplanes. AD 94-13-06 required repetitive detailed inspections to detect cracking in certain fuselage upper deck tension ties, repair or modification of any cracked tension ties, and repetitive inspections of repaired and modified tension ties and repair or modification if necessary. AD 94-13-06 also provided for optional terminating action for the repetitive detailed inspections of tension ties that had not been repaired or modified. This new AD retains the repetitive inspections, mandates the previously optional terminating modification, and adds, for tension ties that have not been repaired or modified, repetitive inspections that must be done concurrently with the existing repetitive inspections. This AD was prompted by an evaluation by the design approval holder indicating that the upper deck tension ties of the fuselage are subject to widespread fatigue damage. We are issuing this AD to prevent widespread fatigue damage of certain fuselage upper deck tension ties, which could result in reduced structural integrity of the airplane.
2010-14-15: 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: A fatal accident occurred to a L-13 BLANIK sailplane, in which the main spar of the right wing failed near the root due to positive load. The right wing detached from the aircraft and the pilots lost control of the sailplane. The preliminary investigation has revealed that the fracture may have been due to fatigue. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
66-08-04: 66-08-04 MARTIN: Amdt. 39-207 Part 39 Federal Register March 11, 1966. Applies to Models 202, 202A, and 404 Airplanes. Compliance required as indicated. To detect and repair cracks in the piston of the piston and fork assembly of the nose landing gear, accomplish the following: (a) For nose landing gear piston and fork assembly, P/N 202SD84483, with 6,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 100 hours' time in service unless already accomplished within the last 350 hours' time in service and thereafter at intervals not to exceed 450 hours' time in service from the last inspection. (b) For nose landing gear piston and fork assembly, P/N 202SD84483, with less than 6,000 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 6,100 hours' time in service, unless accomplished in the 350 hours' time in service from 5,650 hours' to 6,000 hours', and thereafter atintervals not to exceed 450 hours' time in service from the last inspection. (c) Inspect for cracks around the periphery of the lower part of the piston from the hard chrome piston finish, to where the piston blends into the barrel (just above the fork junction) including the radii which blends the piston section into the barrel section of the terminal using dye penetrant with at least a 10-power glass or an equivalent FAA-approved method. (d) If a crack is found, the piston and fork assembly must be repaired by grinding out the crack to a depth not to exceed 0.030 inch, or replace with a part of the same part number, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. The depth of material removable must be measured from the plane of the piston surface. The reworked area must be blended into the piston surface. The surface finish after grinding must be equivalent to RMS-32 with no tool marks present. One flight may be made inaccordance with the provisions of FAR 21.197 for the purpose of obtaining these modifications. NOTE - The length of grindout may be extended completely around the periphery of the piston surface. (e) Repaired piston and fork assemblies must be inspected in accordance with (c) within the next 50 hours' time in service after the repair, and thereafter at intervals not to exceed 150 hours' time in service from the last inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 that operator. This directive effective April 10, 1966.
99-10-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a detailed visual inspection to detect corrosion inside the forward trunnion joint of the main landing gear (MLG); follow-on actions; and repair, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by reports of corrosion at the forward trunnion thrust face, tabs, and the internal threads of the forward trunnion of the MLG due to moisture in the forward trunnion joint. The actions specified by this AD are intended to prevent corrosion of the forward trunnion joint, which could lead to a stress corrosion fracture of the forward trunnion and possible consequent collapse of the MLG.
90-03-15: 90-03-15 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-6494. Docket No. 89-NM-170-AD. Applicability: Model L-1011 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the failure of No. 3 flap vane outboard carriage link assembly, accomplish the following: A. Prior to the accumulation of 6,000 landings or 15,000 flight hours, whichever occurs first, or within 30 days after the effective date of this AD, whichever occurs later, conduct the following in accordance with Section 2, "Accomplishment Instructions," of Lockheed Service Bulletin 093-57-209, dated August 10, 1989: 1. Inspect the left and right No. 3 flap vane outboard carriage link assembly for cracks, using the eddy-current procedure as described in the Service Bulletin. 2. If no cracks are found, conduct repetitive eddy current inspections in accordance with the Service Bulletin at intervals not to exceed 1,000 landings. 3. If a crack is found, replace the link assembly with a new link assembly, P/N 1562426-101/-105, or with a titanium No. 3 flap vane outboard carriage link assembly, P/N 1562426-109. 4. If not previously accomplished, remove existing rub strips on the lower surface of spoilers No. 3 through No. 6 in accordance with the procedure described in the Service Bulletin. Then conduct a No. 3 flap vane-to-flap contact check, rigging check, and adjustment in accordance with L-1011 Maintenance Manual, Section 27-51-00. Check the vane-to-spoiler clearance to ensure that a minimum clearance of 0.20 inch is maintained. 5. If rub strips were previously removed, check the vane-to-spoiler clearance as described in the L-1011 Maintenance Manual, Section 27-51-00. B. Installation of the titanium link assembly, P/N 1562426-109, constitutes terminating action for the repetitive inspections required by paragraph A.2., above. C. Within 2 1/2 years after the effective date of this AD, replace all aluminum fittings with titanium fittings. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: 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, Los Angeles Aircraft Certification Office. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6494, AD 90-03-15) becomes effective on March 5, 1990.
93-22-09: 93-22-09 JETSTREAM AIRCRAFT LIMITED (formerly British Aerospace): Amendment 39-8733. Docket 93-NM-57-AD. Applicability: All Model ATP airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a gear-up landing, accomplish the following: (a) Within 3,375 landings after the effective date of this AD, remove the hydraulic selector valves, part numbers AIR44880-5 and AIR44882-6, and install new, improved hydraulic selector valves, part numbers AIR46658-0 or AIR46660-0, as appropriate, in the emergency extension system for the landing gear, in accordance with AP Precision Hydraulics, Ltd., Service Bulletin AIR44880-29-02, Revision 1, dated March 9, 1993. (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: 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 FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The removal and installation shall be done in accordance with AP Precision Hydraulics, Ltd., Service Bulletin AIR44880-29-02, Revision 1, dated March 9, 1993, which contains the specified effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1 1 March 9, 1993 2 Original January 1993 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 Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. 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 December 16, 1993.
2022-13-06: The FAA is adopting a new airworthiness directive (AD) for all Diamond Aircraft Industries Inc. Model DA 40, DA 40 F, and DA 40 NG airplanes. This AD was prompted by 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 baggage nets installed with defective buckles, which may result in failure of the baggage net to restrain the baggage or cargo, which could lead to injury to the occupants in the case of an emergency landing. This AD requires identifying and replacing the affected part. The FAA is issuing this AD to address the unsafe condition on these products.
83-14-07 R3: 83-14-07 R3 PIPER (AEROSTAR): Amendment 39-4686 as amended by Amendment 39-4720 and 39-4725 is further amended by Amendment 39-4759. Applies to Models PA-60-600 (Aerostar 600) (all S/Ns), PA-60-601 (Aerostar 601) (all S/Ns), PA-60-601P (Aerostar 601P) (all S/Ns) and PA-60-602P (Aerostar 602P) (all S/Ns), airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To assure airplane controllability during power on stalls, accomplish the following: a) Revise the Limitations Section of the applicable Airplane Flight Manual (AFM) or Pilot's Operating Handbook (POH) now installed in the airplane by changing the aft CG limit to 166.0 inches in those manuals not now incorporating this limit and insert the phrase "Use of Flaps Prohibited for All Operations" at the beginning of the Normal Operations Section and the performance data. 1) Fabricate and install a placard using .10-inch-minimum height characters in full view of the pilot which reads as follows: "USE OF FLAPS PROHIBITED FOR ALL OPERATIONS. TAKEOFF AND LANDING DISTANCES WILL BE INCREASED WITHOUT FLAPS. REFER TO THE APPLICABLE AFM OR POH FOR PERFORMANCE INFORMATION AND APPROACH SPEEDS." Operate the airplane in accordance with this limitation, or b) Revise the aft CG limit in the Limitation Section of the applicable Airplane Flight Manual (AFM) or Pilot's Operating Handbook (POH) by obliterating or marking over all existing aft CG limitations numbers and inserting 163.0 inches, or c) Install Piper Kit 764 969V. This kit includes FAA approved AFM/POH Supplement for applicable airplane models. NOTE: Piper Kit 764 969V is not applicable on aircraft with aerodynamic and/or power increase modification(s), or d) Modify the airplane in accordance with Supplemental Type Certificate (STC) SA980NM (Machen, Inc., Superstar II) or e) Modify the airplane in accordance with STC SA2143NM (Machen, Inc., Stall Improvement Kit) alone or in combination with STC SA1658NM (Machen, Inc., Superstar I). f) Paragraph a) of the AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing the AD must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. g) An equivalent method of compliance with this AD may be used, if approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337. Amendment 39-4686 became effective on July 26, 1983. Amendment 39-4720 became effective on August 31, 1983. Amendment 39-4725 became effective on September 28, 1983. This Amendment 39-4759 becomes effective on November 25, 1983.
2013-20-01: We are adopting a new airworthiness directive (AD) for Agusta Model A109A, A109AII, and A109C helicopters with a certain third stage turbine wheel installed. This AD requires installing a placard on the instrument panel and revising the limitations section of the rotorcraft flight manual (RFM). This AD was prompted by several incidents of third stage engine turbine wheel failures, which were caused by excessive vibrations at certain engine speeds during steady-state operations. These actions are intended to alert pilots to avoid certain engine speeds during steady-state operations, prevent failure of the third stage engine turbine, engine power loss, and subsequent loss of control of the helicopter.
99-10-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Avions Pierre Robin Model R2160 airplanes. This AD requires replacing the wing attachment bolts and associated hardware. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent a wing from separating from the airplane caused by damaged wing attachment bolts, which could result in loss of control of the airplane.
76-04-09: 76-04-09 BELL: Amendment 39-2528. Applies to Bell Models 206A, 206B, 206A-1, and 206B-1 helicopters certificated in all categories, except those having installed main rotor hub yokes delivered as replacement spare parts from Bell Helicopter Company after August 11, 1974, and Models 206A and 206B bearing serial numbers 1174, 1192, 1252, 1355, 1381, 1382, 1390, 1398, 1399, 1400, 1408 through 1411, 1444, 1464, 1466, and subsequent. Compliance required within 200 hours' time in service after the effective date of this AD unless already accomplished. To detect and prevent possible cracks in the main rotor hub yokes, accomplish the following: (a) Remove the main rotor hub assembly form the helicopter and remove the pillow blocks and trunnion from the hub assembly in accordance with the pertinent model maintenance manual. (b) Inspect the yoke for cracks in each trunnion bore and in each tooling hole in the yoke web section using a 10-power or higher magnifying glass or an equivalent inspection method. (c) If a crack is found, remove and replace the discrepant yoke before further flight. (d) Inspect each yoke trunnion bore edge for nicks, scratches, or tool marks using a 10-power or higher magnifying glass or an equivalent inspection method. (e) If nicks, scratches, or tool marks are found on these edges, they must be removed, before further flight, as prescribed in Bell Helicopter Company Service Bulletin No. 206-04-1-74-1, Revision A, dated August 22, 1974, or later approved revision or in accordance with an equivalent FAA approved procedure. (f) Assemble and install the main rotor hub on the helicopter in accordance with the pertinent model maintenance manual. 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 received these documents from themanufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective March 30, 1976.
91-12-11: 91-12-11 BEECH: Amendment 39-7022. Docket No. 90-CE-44-AD. Applicability: Model F90 airplanes (serial number (S/N) LA-2 through LA-236); Models 200 and B200 airplanes (S/N BB-2 through BB-1212); Models 200C and B200C airplanes (S/N BL-1 through BL-72); Models 200CT and B200CT airplanes (S/N BN-1 through BN-4); Models 200T and B200T airplanes (S/N BT-1 through BT-30); and Model 300 airplanes (S/N FA-2 through FA-56), certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent cracking and possible blowout of cast acrylic cockpit "D" side windows that could result in decompression injuries, accomplish the following: (a) Within the next 150 hours time-in-service after the effective date of this AD, accomplish the following: (1) Determine if the airplane "D" side window contains a placard bearing one of the part numbers presented below. If it does, then the window is made of stretched acrylic and no further action per this AD is required. MODEL PART NO. F90, 200, 200C, 200CT, 200T, B200 101-420081-5 through 101-420081-10; B200C, B200CT, and B200T 50-420066-419, 50-420066-420, 50-420066-437, or 50-420066-438. 300 101-420081-9 through 101-420081-12. (2) If a Model 300 airplane has a "D" side window installed in accordance with Beech Service Bulletin (SB) 2273, Revision 1, dated April 1990, then the window is stretched acrylic and no further action per this AD is required. (3) If a cast acrylic "D" side window is installed or if the window material cannot be determined, prior to further flight, inspect the window for cracks, chips, stress crazes, fissure scratches, or other damage in accordance with Part I of Beech SB No. 2208, Revision 1, dated July 1990. (i) If cracks, chips, stress crazes, fissure scratches, or other damage that exceeds the limits specified in Beech SB No. 2208, Revision 1, dated July 1990, is found, prior to further flight, except as noted in paragraph (b) of this AD, replace the window with the applicable stretched acrylic window listed in paragraph (a)(1) of this AD. (ii) If no cracks, chips, stress crazes, fissure scratches, or other damage that exceeds the limits specified in Beech SB No. 2208, Revision 1, dated July 1990, is found, within the next 12 calendar months, except as noted in paragraph (b) of this AD, replace each cast acrylic "D" side window in the crew compartment with the applicable stretched acrylic window listed in paragraph (a)(1) of this AD. (b) If stretched acrylic windows are not available, but have been ordered, the airplane may be operated unpressurized until the stretched acrylic windows are installed provided that the placards specified on page 10 of Beech SB No. 2208, Revision 1, dated July 1990, are installed in clear view of the pilot's position. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199to operate airplanes to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. (e) All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085 or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-7022, AD 91-12-11) becomes effective on July 15, 1991.
2022-13-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2022-13-15: The FAA is adopting a new airworthiness directive (AD) for certain Williams International Co., L.L.C. (Williams) FJ44-2A, FJ44-2C, FJ44-3A, and FJ44-3A-24 model turbofan engines. This AD was prompted by a report of cracks in the high-pressure turbine (HPT) disk posts and failure of an HPT disk post, resulting in the contained fracture of an HPT disk post and blade. This AD requires removing the HPT disk, part number (P/N) 67093, from service before reaching defined cycle limits and replacing it with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
99-09-19: This amendment adopts a new airworthiness directive (AD) that is applicable to all Aerospatiale Model ATR42 and ATR72 series airplanes. This action requires revising the Airplane Flight Manual to provide the flightcrew with modified procedures and limitations for operating in severe icing conditions. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent the airplane from stalling due to prolonged exposure to severe icing conditions, which could result in reduced performance and controllability of the airplane.
2013-22-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-300 series airplanes and Model A340-200 and -300 series airplanes. This AD was prompted by reports of corrosion found on certain trimmable horizontal stabilizer actuators (THSA), affecting the ballscrew lower splines between the tie bar and the screw-jack. This AD requires repetitive detailed inspections for corrosion of certain THSAs, ballscrew integrity tests if necessary; and replacing any affected THSA with a serviceable or new and improved THSA, if necessary. We are issuing this AD to detect and correct corrosion of the THSAs, which could lead, in the case of ballscrew rupture, to the loss of transmission of THSA torque loads from the ballscrew to the tie-bar, prompting THSA blowback, and possibly resulting in loss of control of the airplane.