Results
98-12-15: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, L1, and L2 helicopters that requires visually inspecting the intermediate gearbox-to-structure attachment stirrup (stirrup) front tabs for cracks, and if a crack is discovered, removing the intermediate gearbox and replacing it with an airworthy intermediate gearbox; and inspecting for the conformity of the attachment parts. This amendment is prompted by five reports of failure of the two stirrup tabs. The actions specified by this AD are intended to prevent failure of the intermediate gearbox stirrup front tabs, loss of anti-torque drive, and subsequent loss of control of the helicopter.
98-12-16: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA 330F, G, and J helicopters that requires visually inspecting the intermediate gearbox (IGB) fairing safety stop (safety stop) for cracks, crazing, or edge wear, and if a crack, crazing, or edge wear exceeds the established limits, replacing the safety stop; and, inspecting to ensure that the inclined drive shaft fairing hinge pin is properly locked. A terminating action is provided in the AD by installing an additional safety stop on the IGB fairing. This amendment is prompted by one report of an accident involving the loss of the inclined drive shaft fairing. The actions specified by this AD are intended to prevent loss of the inclined drive shaft fairing, impact with the tail rotor, and subsequent loss of control of the helicopter.
98-12-10: This amendment supersedes Airworthiness Directive (AD) 93-10-11, which currently requires installing an inspection opening in the wing, repetitively inspecting the upper wing spar cap for cracks, and repairing any cracks on all Avions Mudry et Cie (Avions) Model CAP 10B airplanes. This AD will retain the same actions already required by AD 93-10-11, and will add inspecting, and repairing if necessary, the lower surface of the wing spar. 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 structural cracks in the wing spar, which could lead to loss of a wing and loss of control of the airplane.
79-09-03: 79-09-03 BOEING: Amendment 39-3454. Applies to all Model 747 series airplanes certificated in all categories. Compliance required within 500 hours time-in-service after the effective date of this AD unless already accomplished. \n\tTo prevent takeoff with a takeoff aural warning system that would not indicate an unsafe takeoff condition, accomplish the following: \n\tPerform a one-time check of the aural warning system and, as necessary, adjust and re- check the aural warning activation switch, the auto-brake deactivation and auto-speedbrake retraction switches in accordance with Boeing Alert Service Bulletin 747-31A2056, Rev. 1, dated April 6, 1979, or later FAA approved revisions, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective May 10, 1979.
81-19-05: 81-19-05 McDONNELL DOUGLAS: Amendment 39-4216. Applies to McDonnell Douglas Model DC-9-80 series airplanes, certificated in all categories with thrust reverser barrel assemblies P/N 5938033-1 installed. Compliance required as indicated unless already accomplished. To prevent the separation of the thrust reverser from the airplane as a result of a failure of the brazed joint at the thrust reverser attach flange, accomplish the following:\n\n\tA.\tWithin three days from the effective date of this AD, and at intervals of 24 hours calendar time thereafter, conduct a visual inspection, with a 3 to 5 power magnifying glass, of the exhaust nozzle barrel assembly exterior skin P/N 5938033-5 at attach flange P/N 5938033-37 joint for buckling, obvious separation, or circumferential cracks especially in the zone 30 degrees above and below the thrust reverser stang fairings on each side. If buckling separation or cracks are found remove and replace barrel assembly prior to further flight. Chapter 78-30-01 of the maintenance manual contains additional information on this subject.\n\n\tB.\tWithin three days from the effective date of this AD inspect all thrust reversers to identify each thrust reverser barrel serial number. Remove from service reverser assemblies identified by the following barrel serial numbers.\n\n\tAccomplishment instructions for this inspection are contained in McDonnell Douglas Alert Service Bulletin A78-50 Revision 1, dated July 20, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region.\n\n\tSerial Numbers D3-0005, D3-0008, D3-0010 thru D3-0012, D3-0024, D3-0025, D3-0043, D3-0047, D3-0048, D3-0057, D3-0058, D3-0060, D3-0063, D3-0064, D3-0069, D3-0084, D3-0091, D3-0093, D3-0095, D3-0100 thru D3-0105, D3-0108, D3-0112, D3-0113, D3-0115, D3-0119, D3-0129A, D3-0132, D3-0137, D3-0156, D3-0162, D3-0165, and D3-0172. \n\n\tNOTE:\n\n\tTypical example of the number found on the reverser barrel assembly is "5938033-1-01-D3-0105." This number is located approximately six inches aft of the upper hydraulic thrust reverser latch and is etched on the exterior surface of the thrust reverser exhaust duct barrel assembly near top centerline. 5938033-1 is the part number and will be the same on each unit. The last six digits (D3-0105) constitute the listed serial number.\n\n\tC.\tWithin 120 days from the effective date of the AD modify all P/N 5938033-1 reverser barrel assemblies by welding the engine attach flange - outer barrel skin joint in accordance with the accomplishment instructions of McDonnell Douglas Service Bulletin 78-51 dated August 25, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region. Upon completion of this modification reidentify the reverser barrel assembly as P/N 5938033-501 and the thrust reverser assembly as P/N 5938050-501 in accordance with paragraph 2.B. (6) and (9) of the accomplishment instructions of the bulletin. This modification constitutes terminating action for all requirements of this AD. All reverser barrel assemblies removed from service per paragraph B above may be modified in accordance with this paragraph and returned to service.\n\n\tD.\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\tE.\tAlternative means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \tThe 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).\n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808.\n\n\tThis amendment becomes effective September 28, 1981.
98-12-14: This amendment adopts a new airworthiness directive (AD) that applies to certain AERMACCHI S.p.A. (AERMACCHI) S.205 series and Models S.208 and S.208A airplanes. This AD requires inspecting the flap cable pulley bracket for correct alignment and correcting any misalignment; inspecting the flap control cable for wear (nicks, cuts, frays, etc.), and replacing the flap control pulley bracket and flap control cable if worn. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent flap control failure, which could result in loss of control of the airplane.
98-12-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-6, PC-6/A, PC-6/B, and PC-6/C series airplanes equipped with turbo-prop engines. This AD requires modifying the fuel system to improve the venting between the collector tank, the main wing tanks, and the engine. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent engine fuel starvation during maximum climb and descent caused by poor fuel tank venting with low fuel levels, which could result in a loss of engine power during critical phases of flight.
88-26-01 R2: 88-26-01 R2 ROBINSON HELICOPTER COMPANY: Amendment 39-6646. Final Copy of, and Revision to, Priority Letter AD 88-26-01 R1. Docket No. 88-ASW-58-AD. \n\n\tApplicability: Model R22 series helicopters, all serial numbers containing A158-1 main rotor spindle and A106 journals, certificated in any category. \n\n\tCompliance: Required prior to further flight for all helicopters with spindles having over 500 hours time in service, and for all helicopters regardless of total time in service that have experienced an unexplained increase in main rotor vibration level, unless already accomplished. For those helicopters with spindles having less than 500 hours total time in service, compliance is required prior to attaining 500 hours total time in service, unless already accomplished. Thereafter, conduct repetitive inspections of the original design spindles and journals as specified in paragraph (f) of this AD at intervals not to exceed 50 hours time in service since the last inspection, or conduct repetitive inspections of spindles and journals which have been reworked and replaced as specified in paragraphs (b) and (c) of the AD at intervals not to exceed 500 hours time in service from the last inspection. \n\n\tTo prevent main rotor spindle failure, which could result in subsequent loss of the helicopter, accomplish the following: \n\n\t(a)\tRemove both main rotor blades (ref. Section 9.111 of the R22 Maintenance Manual). Clean and dye penetrant inspect both boltholes and adjacent surfaces on the A158-1 spindles. If a crack indication is found replace the spindle with an airworthy part which has been reworked in accordance with the following: \n\n\t\t(1)\tRemove both main rotor blades. Clean, visually inspect with a 10X magnifying glass, and dye penetrant inspect both bolthole surfaces. If any crack indication is found, immediately remove from service. Visually inspect surfaces for nicks, scratches, pits, or excessive fretting. If surface defects greater than 0.0005inch deep are found, the spindle must be replaced with an airworthy part. \n\n\t\t(2)\tPolish bolthole surfaces with 220, 320, and 400 grit abrasive paper to remove surface defects and all indications of fretting. Inspect with a 10X magnifying glass to insure that no fretting indications remain. The abrasive paper must be mounted on a flat block so the polished surface will remain perfectly flat. \n\n\t\t(3)\tWithout removing the spindle from the blade, shot peen both surfaces (ref. AMS2430) to 98 percent minimum coverage, intensity 0.010A to 0.013A, with 0.019/0.033 diameter steel shot. Mask with duct tape all areas and blade parts not to be peened. Overspray in the 0.625 diameter bolthole can be prevented by installing a 0.625 inch diameter dowel or discarded bolt shank. \n\n\t\t(4)\tPolish peened surfaces using 220, 320, and 400 grit paper mounted on a flat block to keep surfaces perfectly flat. Do not remove all indications of shot peening. Polish only until 95 to 98 percent of the surface appears polished and flat with only a few tiny pock marks from the shot peening still barely visible. Remove all shot peen balls between the spindle and the boot. Vibro-etch the letter "P" on the spindle, as shown below. \n\n\n\n\nAD 88-26-01 R2 \n\n\n\t(b)\tIf no defects are found when accomplishing the inspection required by paragraph (a), unless previously accomplished, rework the A158-1 spindle by shot peening the surfaces which mate with the A106 journals as required by paragraph a(1) through (4) of this AD. This rework may be performed by an FAA-approved repair station authorized to perform this process. \n\n\t(c)\tRemove and replace all A106 journals in the coning and teeter hinges (a total of six per aircraft) with new A106 Revision 0 or subsequent journals. These redesigned journals may be identified by a yellow primed bore of the bolthole. \n\n\t(d)\tManually rock the A158-1 spindle back and forth to check for roughness in the A159-1 pitch bearing set and, if roughness isdetected, return the pitch bearing set to an approved RHC overhaul facility for inspection and/or repair (ref. Section 2.540, R22 Maintenance Manual, Robinson Technical Report 60). \n\n\t(e)\tAfter performing the A158-1 spindle rework specified in paragraph (b) and the A106 journal replacement specified in paragraph (c) of this AD, reinstall the main rotor blades (ref. Section 9.112, R22 Maintenance Manual). Make certain the journal and spindle surfaces are clean and dry before assembling. Also, exercise caution to insure that the bolts are stretched to the new limits specified in paragraph (a)(7). Track and balance the rotor (ref. Section 10.200, R-22 Maintenance Manual). \n\n\t(f)\tSpindles (without rework) and original design journals may be used in accordance with the following procedures: \n\n\t\t(1)\tConduct the following inspections and rework at intervals not to exceed 50 hours time in service: \n\t\t\t(i)\tRemove both main rotor blades (ref. Section 9.111, R22 Maintenance Manual).(ii)\tClean and dye penetrant inspect both the boltholes and the adjacent surfaces on the A158-1 spindles. \n\n\t\t\t(iii)\tIf any spindle is found to contain a crack, replace with an airworthy part before further flight. \n\n\t\t\t(iv)\tIf spindle surface defects exceed 0.0005 inches in depth, the spindle must be replaced with an airworthy part before further flight. Superficial fretting may be removed by lightly polishing with 400 or finer abrasive paper. \n\n\t\t\t(v)\tVisually inspect the A106 journals. If cracked, replace with an airworthy part before further flight. \n\n\t\t\t(vi)\tCheck pitch bearing set for roughness, and comply with paragraph (d) of this AD. \n\n\t\t\t(vii)\tReinstall main rotor blades (ref. Section 9.112, R22 Maintenance Manual). Make certain the journal and spindle surfaces are clean and dry before assembling. \n\n\t\t(2)\tReplace the NAS 630-80 bolts and A189-10 nuts with new parts after each fifth inspection which requires disassembly and reassembly of the main rotor system.(3)\tThis alternate means of compliance terminates March 31, 1989, after which compliance with the requirements of paragraphs (a) though (e) of this AD is required. \n\n\t(g)\tIn accordance with FAR Section 21.197 and 21.199, the helicopter may be flown to a base where the inspection required by this AD may be accomplished. \n\n\t(h)\tAn alternate method of compliance with this AD, which provides an equivalent level of safety, may be used if approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California 90806-2425. \n\n\tThis amendment (39-6646, AD 88-26-01 R2) becomes effective on August 7, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 88-26-01, issued December 15, 1988, as amended by AD 88-26-01 R1 issued February 8, 1989, which contained this amendment.
72-03-03 R3: 72-03-03 R3 CESSNA: Amendment 39-1385 as amended by Amendments 39-1431 and 39-1468 is further amended by Amendment 39-4930. Applies to the following airplanes: \n\t\n\nMODELS\nSERIAL NUMBERS \n150F, G, H, J, K, L\n15061533 thru 15072629 \nF150F, G, H, J, K, L\nF15000001 thru F15000738 \nA150K, L\nA1500001 thru A1500277 \nFA150K, L\nFA1500001 thru FA1500161 \n172F, G, H, I, K, L\n17251823 thru 17259904 \nF172F, G, H, K\nF17200086 thru F17200804 \nR172E, F, G, H\nR1720001 thru R1720494 \nFR172E, F, G, H\nFR17200001 thru FR17200305 \n177, 177A, B\n17700001 thru 17701633 \n177RG\n177RG0001 thru 177RG0212 \nF177RG\nF177RG0001 thru F177RG0042\n182E, F, G, H, J, K, L, M, N\n18253599 thru 18260698 \nA182J, K, L, M, N\nA18200001 thru A18200136 \n205, 205A\n205-0001 thru 205-0577 \n206\n2060001 thru 2060275 \nP206, P206A, B, C, D, E, and \n TP206A, B, C, D, E\nP206-0001 thru P206-0647 \nU206, U206A, B, C, D, E, and\n TU206A, B, C, D, E\nU206-0276 thru U20601673 \n207 and T207\n20700001 thru 20700205 \n210D, E, F, G, H, J, K\n21058221 thru 21059470 \nT210F, G, H, J\nT210-0001 thru T210-0454\n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent inadvertent retraction of wing flap and to insure positive operation of the electrical wing flap actuators, accomplish the following: \n\t\n\tA)\tOn all aircraft with more than 100 hours time in service, within the next 25 hours time in service after the effective date of this AD, unless already accomplished within the previous 75 hours time in service, and thereafter at intervals not to exceed 100 hours time in service, visually inspect the actuator jack screw for condition of lubricant and presence of contamination and scale in accordance with the procedure described in Cessna Service Letter SE70-16, Supplement 1, dated July 10, 1970, or later FAA-approved revision. If any of the conditions prescribed in the inspection criteria are noted, prior to further flight, remove, clean and relubricate the actuator jack screw in accordance with Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by Manager, Wichita Aircraft Certification Office, FAA, Central Region. \n\n\tB)\tOn all aircraft with more than 500 hours time in service, within the next 25 hours time in service after the effective date of this AD, unless already accomplished within the previous 75 hours time in service, remove, clean and relubricate the actuator jack screw in accordance with the procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision, or any equivalent procedure approved by Manager, Wichita Aircraft Certification Office, FAA, Central Region. \n\n\tC)\tIn addition, on all aircraft at each annual inspection, or at intervals not to exceed 12 months, whichever occurs first, remove, clean and relubricate the actuator jack screw in accordance with the procedure described in Cessna Service Letter SE70-16, dated June 12, 1970, or later FAA-approved revision or any equivalent procedure approved by Manager, Wichita Aircraft Certification Office, FAA, Central Region. \n\n\t\t1)\tNOTE: Compliance with paragraphs A, B, and C commenced on all applicable airplanes, except the Models A150K, and A150L, on July 28, 1970, and commenced on Models A150K and A150L, airplanes on November 10, 1970. \n\n\t\t2)\tNOTE: Cessna Service Letter SE70-16, Supplement 2, dated August 28, 1970, specified some brand names of Molybdenum Disulfide Grease. \n\n\tD)\tOn or before January 1, 1973, modify the applicable aircraft in accordance with Cessna Service Letter SE72-2 dated January 21, 1972, and Cessna Service Letter SE72-2, Supplement 1, dated March 24, 1972, or alternatively Cessna Service Letter SE72-17 (Revision 1) dated January 12, 1973. \n\n\tNOTE: The snubbers installed on certain airplanes per Cessna Service Letter SE72-2, Supplement 1, are not required with actuators specified by Cessna Service Letter SE72-17 (Revision 1). \n\n\tE)\tUpon compliance with Paragraph D, the requirements of Paragraphs A, B, and C are no longer applicable. \n\n\tF)\tAn equivalent method of compliance with the AD may be used if approved by Manager, Wichita Aircraft Certification Office, Room 100, 1801 Airport Road, Wichita, Kansas 67209, telephone (316) 946-4400. \n\n\tNOTE: The FAA recommends that the procedure for maintaining the flap system as specified in applicable Cessna Service Manuals be followed. \n\n\tAmendment 39-1385 supersedes AD 70-15-16 (Amendments 39-1050 and 39-1104). \n\n\tAmendment 39-1385 became effective February 1, 1972. \n\n\tAmendment 39-1431 became effective April 13, 1972. \n\n\tAmendment 39-1468 became effective June 27, 1972. \n\n\tThis Amendment 39-4930 becomes effective October 15, 1984.
98-12-08: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France (Formerly Aerospatiale, Society Nationale Industrielle, Sud Aviation) Model SA-365N, SA-365N1, AS-365N2, and SA-366G1 helicopters, that requires an inspection of the transmission deck for cracks; repair of any cracked transmission deck; and replacement of the transmission deck support beams (support beams) with redesigned support beams. This amendment is prompted by several reports of cracks in the transmission deck and support beams. The actions specified by this AD are intended to detect cracks that reduce the strength of the main gearbox strut attachment and could result in failure of the main gearbox mounting, and subsequent loss of control of the helicopter.
87-15-08 R1: 87-15-08 R1 MCDONNELL DOUGLAS: Amendment 39-5691 as amended by Amendment 39-5876. Applies to McDonnell Douglas Model DC-9-80 (MD-80) series airplanes, Fuselage Numbers 1237 through 1368, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo ensure the integrity of the cowl door latches, accomplish the following: \n\n\tA.\tWithin 7 days after the effective date of this AD, unless already accomplished within the last 7 days, visually inspect P/N 7958533-517 (Hartwell P/N H2816-3) cowl door latch assemblies for fractures, paying particular attention to the attachment hook. Perform this inspection in accordance with McDonnell Douglas Alert Service Bulletin A71-42, dated June 24, 1987 (hereinafter referred to as ASB A71-42), or later FAA-approved revisions. \n\n\t\t1.\tIf fracture is found, prior to further flight replace all latch assemblies on the affected door. \n\n\t\t2.\tIf fracture is not found, repeat the visual inspections of thecowl door latches at intervals not to exceed 7 days, until such time as P/N 7958533-517 (Hartwell P/N H2816-3) latch assemblies are replaced with new P/N 7958533-519 (Hartwell P/N H2816-5) latch assemblies in accordance with ASB A71-42. \n\n\tB.\tFor fuselage numbers 1237 through 1276 only: Within 45 days after the effective date of this AD, install new latch assemblies P/N 7958533-519 (Hartwell P/N H2816-5), in accordance with ASB A71-42. \n\n\tC.\tFor fuselage numbers 1277 through 1368 only: Within 70 days after the effective date of this AD, install new latch assemblies, P/N 7958533-519 (Hartwell P/N H2816-5), in accordance with ASB A71-42. \n\n\tD.\tInstallation of new cowl door latches, P/N 7958533-519 (Hartwell P/N 2816-5), constitutes terminating action for this AD. \n\n\tE.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). \n\n\tThese documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-5691 (AD 87-15-08) became effective August 6, 1987. \n\n\tThis amendment, 39-5876, becomes effective April 25, 1988.
90-20-18: 90-20-18 BOEING: Amendment 39-6747. Docket No. 90-NM-46-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53-0082, Revision 5, dated November 9, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect delamination of the upper body skin bonded tear straps from Fuselage Station 277 to Station 1130, accomplish the following: \n\n\tA.\tWithin 14 months from August 20, 1981 (the effective date of Amendment 39-4194), inspect the upper body skin bonded tear straps for delamination from the upper body skin in accordance with the ultrasonic inspection procedures described in Boeing Service Bulletin 727-53-0082, Revision 3, dated June 19, 1981; Revision 4, dated April 16, 1982; or Revision 5, dated November 9, 1989. \n\n\tB.\tIf the ultrasonic inspection required by paragraph A. of this AD reveals areas of delamination, prior to further flight, inspect the areas for corrosion in accordance with Boeing Service Bulletin 727-53-0082, Revision 5. \n\n\tC.\tPerform either of the following repetitive inspections: \n\n\t\t1.\tWithin 24 months from the initial inspection, reinspect as required by paragraph A. of this AD, and in accordance with the following schedule: \n\n\t\t\ta.\tRepeat inspections for Group I airplanes starting with Zone I, alternating between Zones I, II, and III at intervals not to exceed 24 months, in accordance with Boeing Service Bulletin 727-53- 0082, Revision 3, 4, or 5. \n\n\t\t\tb.\tRepeat inspections for Group II airplanes alternating between Zones I and II at intervals not to exceed 24 months, in accordance with Boeing Service Bulletin 727-53-0082, Revision 3, 4, or 5. \n\n\t\t\tc.\tAny strap found delaminated, while inspecting a zone, must be inspected along its entire length (e.g., stringer 14R to stringer 14L) prior to further flight. \n\n\t\t2.\tWithin 30 months from the initial inspection, reinspect Zones I, II, and, if applicable, Zone III, as required by paragraph A. of this AD. Repeat the inspection at intervals not to exceed 30 months. \n\n\tD.\tIf tear strap corrosion is detected or bond delaminations exceed the limits specified in Boeing Service Bulletin 727-53-0082, Revision 5, prior to further flight, repair in accordance with the service bulletin. \n\n\tE.\tIf tear strap corrosion is not detected and bond delaminations are within the limits specified in Boeing Service Bulletin 727-53-0082, Revision 5, perform either of the following: \n\n\t\t1.\tRepair in accordance with the service bulletin prior to further flight. \n\n\t\t2.\tReinspect for delamination growth and corrosion at intervals not to exceed 24 months in accordance with the service bulletin. \n\n\tF.\tRepairs or modifications made in accordance with Boeing 727 Structural Repair Manual Subject 53-30-4, Paragraph 2.C., Method II or V; or Paragraph 2.D., Method III; terminate the inspection requirements of paragraph C. of this AD for the repaired area. \n\n\tG.\tBlind fasteners installedin accordance with Boeing 727 Structural Repair Manual Subject 53-30-4, Paragraph 2.D., Method IV, are approved as an interim repair only. \nInspect blind fastener repair for loose or missing fasteners within the next 3,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 2,500 landings. \n\n\t\t1.\tReplace the tear strap blind splice fasteners with solid fasteners prior to accumulating 10,000 landings or within the next 10,000 landings after the effective date of this AD, whichever occurs later. NOTE: Splice fasteners are the 9 rivets at the terminating end of a tear strap. Each body station that has tear straps has 4 locations where the tear straps terminate with 9 splice rivets; just above stringer (S) 4L, S-4R, S-10L, and S-10R. \n\n\t\t2.\tReplace the remaining tear strap blind fasteners with solid fasteners prior to accumulating 20,000 landings or within the next 10,000 landings after the effective date of this AD, whichever occurs later.In skin gauges .063 inches or greater, use solid fastener BACR15CE6D. \n\n\tIn skin gauges less than .063 inches, use solid fastener MS20470D6. Replacement with solid fasteners terminates the inspection requirements of this AD for the repaired area. \n\n\tH.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tI.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-20-18 supersedes AD 81-17-07, Amendment 39-4191. \n\tThis amendment (39-6747, AD 90-20-18) becomes effective on October 29, 1990.
2012-21-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200LR and -300ER series airplanes. This AD requires reviewing the airplane's maintenance records for each rudder power control unit (PCU) to identify the condition of its related reaction link assembly, and replacing the rudder PCU and its related reaction link assembly if necessary. This AD was prompted by a report of an abnormal airframe vibration in the aft fuselage during flight. We are issuing this AD to prevent excessive freeplay in the rudder control surface, which could cause rudder vibration, and result in structural damage severe enough to prevent continued safe flight and landing.
88-13-05: 88-13-05 BOEING: Amendment 39-5948. Applies to Model 747 series airplanes, equipped with the autopilot/flight director which has the Landing Rollout Control Unit (LRCU), part number 60B00013-759, with the rollout function not installed or previously removed, certificated in any category. \n\n\tCompliance is required as indicated, unless previously accomplished. \n\n\tTo prevent engine contact with the runway as a result of excessive airplane roll after touchdown, accomplish the following: \n\n\tA.\tWithin the next 15 days after the effective date of this AD, accomplish the following: \n\n\t\t1.\tIncorporate the following into the Limitations Section of the Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: "Disconnect autopilot prior to 50 feet AGL during approach to land;" and, \n\n\t\t2.\tInstall a placard in plain view of both the Captain and First Officer, which reads as follows: "Disconnect autopilot prior to 50 feet AGL." \n\n\tB.\tReworkof the LRCU, P/N 60B00013-759, in accordance with the instructions contained in Boeing Service Bulletin 747-22-2166, dated March 17, 1988, constitutes terminating action for the requirements of paragraph A, above. \n\n\tC.\tAn alternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tNOTE: The request should be forwarded through an FAA Principal Avionics Inspector (PAI), who may add any comments and then send it to the Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5948, becomes effective July 11, 1988.
98-25-15: 98-25-15 MCDONNELL DOUGLAS: Amendment 39-10941. Docket 96-NM-227-AD.\n\n\tApplicability: Model MD-11 series airplanes; as listed in McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998; 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 failure of the attachment bolts on the forward and aft flanges of the No. 4 banjo fitting and the pylon carry-through cap due to fatigue cracking, and consequent reduced controllability of the airplane during flight and ground operation, accomplish the following:\n\n\t(a)\tWithin 1,500 landings after the effective date of this AD, perform an external visual inspection for attachment failures of the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap, in accordance with McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or Revision 03, dated May 15, 1998.\n\n\t\t(1)\tIf no failed attachment is found, repeat the external visual inspection thereafter at intervals not to exceed 1,500 landings until the terminating action specified in paragraph (b) of this AD is accomplished.\n\n\t\t(2)\tIf any failed attachment is found, prior to further flight, accomplish the actions specified in paragraph (b) of this AD.\n\n\t(b)\tExcept as provided by paragraph (c) of this AD: Within 5 years after the effective date of this AD, perform an eddy inspection to detect cracking of the forward and aft flanges and bolt holes of the No. 4 banjo fitting, in accordance with McDonnell Douglas MD-11 Service Bulletin 55-13, Revision 1, dated December 17, 1993; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998.\n\n\t\t(1)\tIf no cracking is found, within 5 years after the effective date of this AD, replace the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap with new or serviceable attachments in accordance with Revision 03 of the service bulletin. Such replacement constitutes terminating action for the repetitive inspections required by paragraph (a)(1) of this AD.\n\n\t\t(2)\tIf any cracking is found, prior to further flight, repair the fitting, and replace the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap with new or serviceable attachments in accordance with Revision 03 of the service bulletin. Such replacement constitutes terminating for the repetitive inspections required by paragraph (a)(1) of this AD.\n\n\t(c)\tFor airplanes on which McDonnell Douglas MD-11 Service Bulletin 55-13, dated December 22, 1992, has been accomplished, and on which no failed attachment was found during the inspection required by paragraph (a) of this AD: The eddy current bolt hole inspection specified in paragraph (b) of this AD is not required provided that all 12 attachments have been replaced in accordance with the original issue of the service bulletin.\n\n\t(d)\tIf the service bulletin specifies that the manufacturer may be contacted for disposition of enlargement of holes beyond the specifications of the service bulletin, or for an evaluation for deferment of repairs: Those conditions shall be addressed inaccordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\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, Los Angeles ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\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\n\t(g)\tExcept as provided by paragraph (d) of this AD, the actions shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin 55-13, Revision 1, dated December 17, 1993; McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998; as applicable. 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 The Boeing Company, Douglas Products Division, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Technical Publications Business Administration, Dept. C1-L51 (2-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on January 19, 1999.
98-11-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B and SAAB 2000 series airplanes, that requires modification of the check valves of the airfoil de-icing system, or replacement of the check valves with improved valves. 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 failure of the check valves, which could result in loss of airfoil de-icing capability during single engine operation, and consequent reduced controllability of the airplane.
88-25-01: 88-25-01 BENDIX/KING: Amendment 39-6073. Applies to Model KDM 7000B Distance Measuring Equipment (DME), Part Number 066-1019-21/-23/-26/-33/-43/-57, (Serial Numbers 21855 through and including 22526) certificated to the applicable requirements of Technical Standard Order C66a, installed in, but not limited to, Boeing 727 series, 737 series, 747 series, British Aerospace Model 146, Fokker Models F-27 and F-28, and McDonnell Douglas MD-80 series airplanes. \n\n\tCompliance: Required as indicated in the body of the AD, unless already accomplished. \n\n\tTo prevent uncommanded channeling of the associated VOR/Localizer/Glideslope navigation receiver and resultant erroneous navigation data with no warning information, accomplish the following: \n\n\t(a)\tFor affected KDM 7000B distance measuring equipment units, prior to installation in an aircraft, or if already installed in an aircraft, within the next 50 hours time-in-service following the effective date of this AD, modify the KDM 7000B DME in accordance with the instructions contained in Bendix/King Alert Service Bulletin KDM 7000B-34-14, dated November 4, 1988. This modification must be accomplished by a properly rated certified repair station. \n\n\t(b)\tAirplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD may be accomplished. \n\n\t(c)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. \n\n\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to Allied-Signal Aerospace Sector, Bendix/King Air Transport Avionics Division, P.O. Box 9327, Ft. Lauderdale, Florida 33310; or may examine the document referred to herein at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment, 39-6073, becomes effective on December 20, 1988.
98-11-21: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-102, -103, and -301 series airplanes, that requires a one-time inspection for wear and breakage of wire segments of the individual lighting units of the ceiling and sidewall lights, and replacement of any damaged wiring. This amendment also requires installation of teflon spiral wrap on the wiring of the ceiling and sidewall lights. This amendment is prompted by reports of chafing found on the electrical wiring of the cabin ceiling lighting system. The actions specified by this AD are intended to prevent the possibility of a fire on an airplane due to such chafing and consequent short circuiting, overheating, and smoking of the wires on the aircraft structure.
2012-21-04: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A310 series airplanes; and 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 reports of cracked fuel pump canister hoods located in fuel tanks. This AD requires replacing any cracked hood halves of fuel pump canisters. We are issuing this AD to prevent any detached canister hood fragments/debris from being ingested into the fuel feed system, and becoming a potential source of ignition with consequent fire or explosion.
98-11-22: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60 series airplanes, that requires a one-time inspection to detect discrepancies of certain diode mounting assemblies on specified electrical panels; follow-on actions; and repair or replacement with serviceable components, 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 overheating and possible failure of certain electrical diodes, which could result in loss of electrical service to one or more airplane electrical circuits.
91-03-19 R1: 91-03-19 R1 BOEING: Amendment 39-8237. Docket No. 91-NM-231-AD. Revises AD 91-03-19, Amendment 39-6885. \n\n\tApplicability: Model 727-200 and 727-200F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent rapid depressurization of the cabin due to fuselage cracks under the center engine inlet pedestal housing, accomplish the following: \n\n\t(a)\tPerform a detailed external visual inspection for fuselage skin cracks from body station (BS) 1090 to BS 1110, in accordance with Boeing Alert Service Bulletin 727-53A0204, Revision 3, dated August 15, 1991, or previous FAA-approved revisions, within the time specified in subparagraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable. \n\n\t\t(1)\tFor airplanes identified as Group 1 in the service bulletin, inspect within 500 flight cycles or 2 months after March 11, 1991 (the effective date of AD 91-03-19, Amendment 39-6885), whichever occurs first. \n\n\t\t(2)\tFor airplanes identified as Group 2 in the service bulletin, inspect within 1,250 flight cycles or 6 months after March 11, 1991, whichever occurs first. \n\n\t\t(3)\tFor airplanes identified as Group 3 in the service bulletin, inspect within 2,500 flight cycles or 18 months after March 11, 1991, whichever occurs first. \n\n\t(b)\tRepeat the inspection required by paragraph (a) of this AD at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t(c)\tIf fuselage skin cracks are found, prior to further flight, accomplish either of the following: \n\n\t\t(1)\tRepair in accordance with the Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990, or previous FAA-approved revisions. After repair, continue the repetitive inspections in accordance with paragraph (b) of this AD. Or \n\n\t\t(2)\tRepair in accordance with Part III, paragraph B. or D., of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0204, Revision 3, dated August 15, 1991. This constitutes terminating action for the repetitive inspections required by paragraph (b) of this AD. \n\n\t(d)\tIn cases where cracking is not found, modification in accordance with one of the following service documents constitutes terminating action for the repetitive inspections required by paragraph (b) of this AD: \n\n\t\t(1)\tBoeing Drawing 65C35757; or \n\n\t\t(2)\tParagraph C. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990, or Revision 3, dated August 15, 1991. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n \n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. \n\n\t(g)\tThe inspection, repair, and modification shall be done in accordance with Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990; or Revision 3, dated August 15, 1991; as appropriate. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on June 12, 1992.
98-11-18: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires replacing the upper rubber shock mounts with mounts made of stainless steel. This AD will also require inspecting the rear plate of the propeller mount for cracks and proper mounting, and replacing or modifying as necessary. 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 failure of the propeller suspension system caused by cracks in the propeller mounts, which could result in loss of the propeller with consequent reduced glider controllability.
98-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires performing a one-time inspection of the dropout boxes of the passenger oxygen system to detect discrepancies and determine whether the system operates properly; correcting any discrepancy found; and reworking or installing new components, if necessary. This amendment is prompted by a report indicating that the oxygen system failed to operate correctly after activation at a low cabin pressure due to the incorrect installation of the oxygen masks or oxygen generators during manufacturing. The actions specified by this AD are intended to ensure that a sufficient supply of oxygen is provided to airplane passengers in the event of rapid decompression of the airplane.
2022-06-19: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AW109SP helicopters. This AD was prompted by reports of corrosion inside the hoist support assembly (boom assembly) (affected part) that affects both the huck bolt heads (blind bolt fasteners) and the support surface. This AD requires repetitive inspections of the external and internal surfaces of each affected part for cracking and corrosion and, depending on the findings, accomplishment of corrective actions, 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.
2012-21-01: We are adopting a new airworthiness directive (AD) to supersede an existing airworthiness directive for MD Helicopters, Inc. (MDHI), Model MD900 helicopters. The existing AD requires a visual inspection, and if necessary, an eddy current inspection of the main rotor lower hub assembly (lower hub) for a crack. If a crack exists, the AD requires replacing the lower hub with an airworthy lower hub before further flight. Because that AD was immediately effective, we declined to require certain long-term actions prior to public comment. This superseding AD will require the same inspections as the existing AD but will also require long-term recurring inspections and replacing the lower hub with an airworthy lower hub. We are issuing this AD to detect a crack in the lower hub and prevent failure of the lower hub and subsequent loss of control of the helicopter.