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2000-23-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires modification of the rib 1/wing center spar attachment. This amendment is necessary to prevent fatigue cracking at the rib 1/center spar angle and bottom corner fitting, which could result in reduced structural capability of the wing. This action is intended to address the identified unsafe condition.
2000-23-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B series airplanes, that requires a one-time inspection to detect discrepancies of the flight idle stop override mechanism, and corrective action, 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 prevent increased braking distance for landings that require the flight idle stop override, resulting from the combination of failure of the override mechanism and inability of the power levers to be moved below the flight idle position after touchdown.
88-24-15: 88-24-15 HARTZELL: Priority letter AD issued November 18, 1988. Applies to Hartzell Propeller Model HC- B3TN-5( )/T10282( ), installed on Fairchild Models SA226-TC and SA226-AT aircraft, modified by AiResearch Aviation Company STC SA344GL-D, or either Par Air or Superior Aircraft, Inc., STC SA4872SW, with Garrett Model TPE331-10UA engines. Compliance is required as indicated. To prevent possible blade separation near the hub which can result in engine separation from the aircraft, accomplish the following in accordance with the compliance schedule contained herein. Propeller blade category (Hours given as time in service) Propeller blade initial inspection (Hours given as time in service) Propeller blade repetitive inspections (Hours given as time in service) Less than 1000 hours since new, and have not complied with Hartzell Service Bulletin (SB) No. 136( ) Prior to the accumulation of 1000 hours since new or within 400 hours after receipt of this priority letter, whichever occurs later Thereafter at intervals not to exceed 500 hours Greater than or equal to 1000 hours, and less than or equal to 2000 hours since new, and have not complied with Hartzell SB No. 136( ) Prior to the accumulation of 2,200 hours since new, or within 400 hours after receipt of this priority letter, whichever occurs first Thereafter at intervals not to exceed 500 hours Greater than 2000 hours since new, and have not complied with Hartzell SB No. 136( ) Within 200 hours or 30 days after receipt of this priority letter, whichever occurs later Thereafter at intervals not to exceed 500 hours Less than 300 hours since overhaul or compliance with Hartzell SB No. 136( ) Prior to the accumulation of 500 hours since overhaul or compliance with Hartzell SB No. 136( ) Thereafter at intervals not to exceed 500 hours Greater than or equal to 300 hours since overhaul or compliance with Hartzell SB No. 136( ) Within 200 hours or 30 days after receipt of this priorityletter, whichever occurs later Thereafter at intervals not to exceed 500 hours (a) Remove propeller from aircraft. (b) Accomplish the following, in accordance with Hartzell SB No. 136E, dated October 14, 1988: (1) Disassemble propeller and visually inspect the blade pilot tube bore area. Particular attention shall be made to the area between the outboard smaller diameter needle bearing assembly and bearing spacer. (2) Remove all evidence of scratches, tool marks, corrosion, etc., in the blade pilot tube bore area. Do not exceed the maximum rework limitations defined in the service bulletin. (3) Etch the blade pilot tube bore area prior to penetrant inspection. Ensure removal of all etching solution. (4) Penetrant inspect the blade pilot tube bore area. Ensure removal of all penetrant materials after inspection. (5) Coat the blade pilot tube bore area with alodine. (6) Install bearing spacer and needle bearing assemblies. Pilot tube boremust be lubricated to facilitate bearing installation. (c) Replace, prior to further flight, all blades showing evidence of cracks or other unairworthy conditions, as noted in Hartzell Service Bulletin 136E, dated October 14, 1988, with airworthy blades. (d) Report cracks or other unairworthy conditions found to the Manager, Chicago Aircraft Certification Office, within 10 days of the inspection. Information collection requirements contained in this regulation (Section 39.13) have been approved by the Office of Management and Budget under the provisions of the Paperwork Reduction Act of 1980 (Pub. L. 96- 511) and have been assigned OMB Control Number 2120-0056. (e) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request, an equivalent means of compliance with the requirements of this priority letter AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (g) Upon submission of substantiating data by an owner or operator, through an FAA Airworthiness Inspector, the Manager, Chicago Aircraft Certification Office, may adjust the compliance time specified in this priority letter AD. Documents pertinent to this AD may be obtained from Hartzell Propeller, Inc., One Propeller Place, Piqua, Ohio 45356, or may be examined at the Office of Assistant Chief Counsel, Federal Aviation Administration, Attn: Rules Docket No. 88-ANE-42, 12 New England Executive Part, Burlington, Massachusetts 01803. This priority letter AD 88-24-15, issued November 18, 1988, is effective immediately upon receipt.
87-06-01: 87-06-01 VALENTIN GmbH: Amendment 39-5573. Applies to Model Taifun 17E motor gliders equipped with tailplane (horizontal stabilizer) front mounting swivel head P/N KA10IHV certificated in any category. Compliance is required as indicated unless already accomplished. To prevent the failure of the tailplane front mounting swivel head P/N KA10IHV which could result in the glider becoming uncontrollable, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 25 hours time-in-service after the last inspection unless compliance with Paragraph (c) has been accomplished, visually inspect the threaded shank of the tailplane front mounting swivel head P/N KA10IHV, using a 5 power or greater magnifying glass, for cracks or deformation in accordance with Action 1 of Valentin Technical Note 10/818, dated June 20, 1986. (b) If a cracked or deformed mounting is found during the inspection required by Paragraph (a) of this AD, before further flight, replace the tailplane front mounting with a serviceable tailplane front mounting installation P/N F1-2313 in accordance with Action 2 of Valentin Technical Note No. 10/818, dated June 20, 1986, and Installation Instruction to Technical Note No. 10/818 dated June 20, 1986. (c) Prior to April 20, 1987, replace any tailplane front mounting not replaced in accordance with Paragraph (b) of this AD, with an improved tailplane front mounting installation P/N F1-2313 in accordance with Action 2 of Valentin Technical Note No. 10/818, dated June 20, 1986, and Installation Instruction to Technical Note No. 10/818 dated June 20, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de Ia Loi B-1040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. 516-791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Valentin Technical Note No. 10/818, dated June 20, 1986, and Valentin Installation Instruction to Technical Note No. 10/818, dated June 20, 1986, 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 these documents from the manufacturer may obtain copies upon request to Morris Aviation Ltd., Statesboro Airport, Box 718, Statesboro, Georgia 30458. These documents also may be examined at the Office of Regional Counsel, Rules Docket No. 86-ANE-51, Room 311, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 am and 4:30 pm, Monday thru Friday, except federal holidays. This amendment becomes effective on March 27, 1987.
2000-23-10: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model 188A and 188C series airplanes, that requires a revision of the Airplane Flight Manual (AFM) to add procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated. The actions specified by this AD are intended to prevent incapacitation of the flightcrew as a result of lack of oxygen and consequent loss of control of the airplane due to absence of AFM procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated.
56-03-02: 56-03-02 PRATT & WHITNEY: Applies to All Double Wasp CA and CB, and Military R-2800-34, -52W, -57, -73, -77, -83, and -101 Series Engines Using Water Injection. Compliance required as indicated. As a result of engine fires reported due to fuel leakage of the derichment valve cover of PR58 carburetors, the following must be accomplished to reduce the possibility of the derichment valve cover loosening with subsequent fuel leakage: A. At each scheduled inspection which requires the engine cowl to be opened (approximately 100-hour intervals), inspect for fuel leakage while subjected to boost pump pressure. If leakage is noted, either retorque derichment valve cover screws to stop leakage as outlined in B, or replace derichment valve diaphragm as outlined in C. This leakage inspection may be made at alternate scheduled inspections which require the engine cowl to be opened (approximately 200-hour intervals) provided four locating screws with a shank to act as dowelsare installed to eliminate lateral movement of the derichment valve cover. B. The first time leakage is noted it is permissible to retighten the derichment valve cover screws to 20 to 30 inch-pounds torque. If this retorquing corrects the leakage, it will be satisfactory to continue to use the subject diaphragm. NOTE: This retightening can be accomplished only once on a leaking diaphragm. C. At overhaul and whenever a derichment valve diaphragm is replaced: 1. The derichment valve diaphragm holding surfaces of the derichment valve body and diaphragm cover should be lapped to assure that they are flat and to roughen their surfaces. This lapped surface roughness will aid in holding the diaphragm by minimizing cold flow of the diaphragm rubber. 2. The derichment valve diaphragm and the surfaces which clamp it should be dry when the parts are assembled and in particular should be free of oil. 3. During assembly of the parts, the derichment valve cover screws should be tightened to a torque of 20 to 30 inch-pounds. After a period of at least 20 minutes the screws should be retightened to the same torque value. CAUTION: Do not loosen the screws before retightening. P&W Alert Bulletin No. 43 also covers this subject.) When the two new dowel pins described in Bendix Aircraft Carburetor Service Bulletin No. 816 (Advance) or equivalent are accomplished, the inspections in part A. will no longer be required. (P&W Service Bulletin No. 1625 also covers this subject.)
2016-04-01: We are superseding Airworthiness Directive (AD) 2015-26-02 for all Airbus Model A330-200, A330-200 Freighter, and A330-300 series airplanes; and Airbus Model A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2015-26-02 required, for certain airplanes, identification of the part number, serial number, and standard of the ram air turbine (RAT) pump, RAT module, RAT actuator, and RAT lower gearbox assembly; replacement of the balance [[Page 8135]] weight screw, modification of the actuator coil spring, modification of the actuator, an inspection of the anti-stall valve for correct installation in the RAT pump housing; and corrective actions if necessary. For certain other airplanes, AD 2015-26-02 required re- identification or replacement of the RAT module. This new AD requires the same actions as AD 2015-26-02. This new AD was prompted by a report of a typographical error in the regulatory text of AD 2015-26-02. We are issuing this AD to prevent loss of theimpeller function and RAT pump pressurization capability, which, if preceded by a total engine flame-out, could result in loss of control of the airplane.
76-16-03: 76-16-03 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2689 as amended by Amendment 39-3405. Applies to DH-114 "Heron" airplanes, all series and approved variants, certificated in all categories. Compliance required as indicated. To prevent possible failure of the wing to fuselage attachment and loss of the wing in flight, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, inspect the upper lugs of the left and right hand side of the upper carry through boom, P/N 14FS345, for cracks using an ultrasonic method of inspection, in accordance with Appendix 1 of Hawker Siddeley Aviation Ltd., Technical News Sheet TNS F.19, Issue 1, dated July 26, 1976, or an FAA approved equivalent. Note: This inspection can be conducted with the wing installed. (b) If no cracks are found during the inspection required by paragraph (a) of this AD, repeat the inspection at intervals not to exceed 1200 flight hours or 2 calendar years, whichever occurs sooner, until the wings are removed for compliance with AD 72-15-01 at which time the area must be further inspected using the ultrasonic and dye penetrant methods in accordance with Appendix 2 of Hawker Siddeley Aviation, Limited, Technical News Sheet TNS F.19, Issue 1, dated July 26, 1976, (hereinafter referred to as the Technical News Sheet) or an FAA-approved equivalent. Thereafter, if no cracking is found, continue to inspect the area as follows: (1) In accordance with the method specified in paragraph (a) of this AD at an interval not to exceed 3 calendar years from each time the area is inspected in conjunction with the wing removal required by AD 72-15-01; and (2) In accordance with the ultrasonic and dye penetrant methods specified in Appendix 2 of the Technical News Sheet or an FAA-approved equivalent at each time the wings are removed for compliance with AD 72-15-01. (c) If any cracks are found during any inspection required by this AD to be performed in accordance with the method specified in paragraph (a) of this AD, further inspect by ultrasonic and dye penetrant methods in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed. (d) If, during any inspection required by this AD, cracking of the lugs is found which is confined to only one of the lugs per side of the aircraft and exists only from the bolt hole towards the outboard end of the lug, the center section carry through boom may remain on the aircraft and continued flight is permitted provided the wing is removed at intervals not to exceed 300 flight hours or 3 months, whichever is sooner, and the cracked lug is inspected for crack propagation and the remaining two lugs are inspected for cracking, all in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent, until the boom is replaced with a new boom of the same part number or a usedboom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. (e) If, during any inspection required by this AD, cracking is found in more than one lug per side of the aircraft or the cracking of any one lug extends to both sides (inboard and outboard) of the bolt hole or runs from the bolt hole in an inboard direction only, before further flight, replace the carry through boom with a new boom of the same part number or a used boom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. Replacement booms must continue to be inspected in accordance with the following schedule: (1) For used replacement booms, within 3 years from replacement, inspect the lug area in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-15-01 during that period, inspect in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent concurrently with that wing removal. Thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. (2) For new replacement booms, inspect the lug area in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed prior to accumulating 6 years in service and thereafter in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. However, if the first inspection required after replacement is not performed in conjunction with a wing removal required by AD 72-15-01, within the next 3 years after that inspection, inspect in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-15-01 during that period, inspect in accordance with Appendix 2 of the Technical News Sheetor an FAA-approved equivalent concurrently with that wing removal and thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. (f) Report the findings of the inspection specified in paragraph (a) of this AD to Chief, Aircraft Certification Staff, FAA, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by OMB No. 04-R-0174.) Amendment 39-2689 became effective August 16, 1976. This amendment 39-3405 becomes effective February 8, 1979.
2000-23-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires inspecting the connector on the refuel/defuel panel and the electrical connector on the illuminated placard to detect signs of fluid ingression or corrosion, and corrective actions. The actions specified by this AD are intended to prevent electrical shorts or arcing at the illuminated placard connector at the refuel/defuel panel, which could result in a potential ignition source for fuel vapors during fueling procedures. This action is intended to address the identified unsafe condition.
2000-23-16: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes. This action requires repetitive inspections and torque checks of the hanger fittings and strut forward bulkhead of the forward engine mount and adjacent support structure, and corrective actions, if necessary. This action also provides for optional terminating action for the repetitive inspections and checks. This action is necessary to detect and correct loose fasteners and associated damage to the hanger fittings and bulkhead of the forward engine mount, which could result in separation of the engine from the airplane.