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82-01-09: 82-01-09 BOEING: Amendment 39-4299. Applies to Model 737 series airplanes, certificated in all categories, listed in Boeing Alert Service Bulletin No. 737-53A1042 Revision 3, or later FAA approved revision. \n\n\tTo detect, prevent, arrest, and/or repair damage due to corrosion in the lower body skins, accomplish the following: \n\n\tA.\tWithin 30 days time-in-service after the effective date of this AD, unless accomplished within the last 60 days time-in-service, and thereafter at intervals not to exceed 90 days since the last inspection, inspect the exterior body skin from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left including areas covered by fairings for skin cracks or dished/deformed or popped rivet heads. If any of these defects are noted, prior to further flight, accomplish 1 or 2 below: \n\n\t\t1.\tInternally inspect area of distress. Clean up corrosion, repair or replace damaged structure in accordance with Section III, Part II, III, or IV of Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\t\t2.\tPerform the interim repair of Boeing Service Bulletin 737-53A1042R3NSC1, however, the repair must be replaced in accordance with 1 above within one year after installation. \n\n\tThis inspection is to continue until the inspection of paragraph B. is accomplished.\n \n\tB.\tWithin 12 months time-in-service after the effective date of this AD, unless accomplished within the last 12 months time-in-service, and at intervals not to exceed 24 months time-in-service, visually inspect the structure internally and externally for corrosion and cracks from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left. Clean up corrosion, repair or replace damaged structure inaccordance with Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\tC.\tReplacement of all affected skin panels in accordance with Section III Part IV of Boeing Service Bulletin 737-53A1042 or a later FAA approved revision constitutes terminating action for this AD. \n\n\tD.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD.\n \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\n\tAll persons affected by this directive who have not already received the above specified alert service bulletin from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98108. \n\n\tThis Amendment becomes effective January 18, 1982.
87-07-05: 87-07-05 FAIRCHILD REPUBLIC COMPANY: Amendment 39-5596. Applies to Model F- 27 series airplanes, Manufacturer's Serial Numbers 1 through 39, and 41 through 48; equipped with wing-to-fuselage fairings, Part Numbers (P/N) 27-100102-1 or -2, and 27-100103-1, -2, -31, or -32; certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent the inflight loss of the wing-to-fuselage fairing, accomplish the following: A. Conduct a daily visual inspection of wing-to-fuselage fairing, both right and left, for cracks or looseness around screws and grommets. If cracks or looseness is found, before further flight install washer P/N AN970-3, and use washer head screw P/N AN525-10R9 in place of P/N AN509-10R9. Daily inspections are to continue until the modification of the fairings, described in paragraph B., below, is accomplished. NOTE: Caution should be used not to overtighten screws, as cracks may develop. B. Modificationof the wing-to-fuselage fairings in accordance with Fairchild Service Bulletin F27-53-9, Revision 1, dated May 13, 1959, or later FAA-approved revisions, constitutes terminating action for the daily inspection requirement of paragraph A., above. C. Alternate means of compliance or adjustment of compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. D. 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 airworthiness directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fairchild Republic Company, Showalter Road, Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment supersedes AD 58-25-03. This amendment becomes effective April 20, 1987.
83-10-04: 83-10-04 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4653. Applies to HFB-320 airplanes serial numbers 1021-1023, 1026, 1027, 1030-1040, 1045, and 1049-1057. To prevent failure of the horizontal stabilizer attachment fittings accomplish the following, unless already accomplished: 1. Visually inspect the horizontal stabilizer attachment fittings and adjacent structure for corrosion and cracks in accordance with paragraph I of the "Accomplishment Instructions" of Messerschmitt-Bolkow-Blohm GMBH Service Bulletin 55-7 dated September 7, 1979, within 300 hours time in service or one year, whichever occurs first, for airplanes with a maximum of 1500 hours on the horizontal stabilizer on the effective date of this AD, and within 50 hours time in service or two months, whichever occurs first, for airplanes with more than 1500 hours on the horizontal stabilizer. 2. Rework the horizontal stabilizer in accordance with paragraph 7.1 or 7.2, as appropriate, of the service bulletin within the time intervals specified in the service bulletin. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 6, 1983.
2016-17-17: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-200, and CN-235-300 airplanes. This AD was prompted by reports of main landing gear (MLG) access doors detaching from the airplane as a result of excessive vibration and metal fatigue in the attach fittings. This AD requires modification of the MLG access door by replacing seals in the MLG fairing and, for certain airplanes, adding an additional bolt. We are issuing this AD to prevent a fracture in the MLG access door associated with excessive vibration and metal fatigue in the attach fittings. This condition could lead to MLG access door detachment and consequent impact of flight controls, resulting in reduced control of an airplane.
88-04-07: 88-04-07 BEECH: Amendment 39-5892. Applies to the following Models and serial numbered airplanes, certificated in any category, equipped with Inconel bolts and nuts in the wing lower forward spar attachments, and which have not installed Integral Fitting Spar Kit No. 90-4077-1S or 99-4023-1S or 100-4007-1S. MODELS SERIAL NUMBERS 65, A65, A65-8200 L-1, L-2, L-6, LF-7, LF-8 and LC-1 through LC-335 70 LB-1 through LB-35 65-80, 65-A80, LD-1 through LD-511 65-A80-8800, and 65-B80 65-88 LP-1 through LP-47 65-90, 65-A90, B90, and C90 LJ-1 through LJ-1087 (except LJ-1085) E90 LW-1 through LW-347 99, 99A, A99A, and B99 U-1 through U-164 (except U-50) 100 and A100 B-1 through B-247 B100 BE-2 through BE-137 NOTE: Queen Air Model 65, 70, 80, and 88 airplanes were not factory approved for field installation of Inconel wing attachment hardware, however, some of these airplanes may have had Inconel hardware installed by field approval. Compliance: Required prior to further flight after receipt of this AD unless already accomplished. To prevent possible failure of the wing lower forward spar attachment, accomplish the following: (a) Visually inspect each Inconel nut in the lower forward wing spar attachments in accordance with the instructions in Beech Service Bulletin No. 2248, dated February 1988. If no cracks are found, return the airplane to service. (b) If a crack in any nut is found, prior to further flight replace the nut with a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (c) This AD does not apply if each affected nut has been replaced by a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (d) Return cracked nuts to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where thisAD can be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5892, becomes effective on April 18, 1988 to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 24, 1988, and is identified as AD 88-04-07.
2000-23-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 401/AK and 410/AQ airplanes, that requires replacement of certain landing gear brake accumulators with improved accumulators. The actions specified by this AD are intended to prevent loss of hydraulic pressure and possible structural damage to the airplane due to failure of the accumulator. This action is intended to address the identified unsafe condition.
2016-16-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of chafing damage due to insufficient clearance on the main landing gear (MLG) stabilizer brace, the nacelle A-frame structure, and the adjacent electrical wiring harnesses. An insufficient fillet radius may also exist on certain airplanes. This AD requires, depending on airplane configuration, an inspection of the nacelle A-frame structure for insufficient fillet radius; an inspection for cracking of affected structure, and rework or repair if necessary, and rework of the nacelle A-frame structure; repetitive inspections of the nacelle A-frame structure and the MLG stabilizer brace for insufficient clearance and damage, and repair if necessary, and rework of the nacelle A-frame structure, which would terminate the repetitive inspections; installation of new stop brackets and a shim on each MLG stabilizer brace assembly; andrework of the electrical wiring harnesses in the nacelle area. We are issuing this AD to [[Page 55354]] detect and correct chafing damage and subsequent premature cracking and fracture of the nacelle A-frame structure, which could result in failure of the MLG stabilizer brace and loss of the MLG down-lock indication, which could adversely affect the safe landing of the airplane.
84-22-03: 84-22-03 McDONNELL DOUGLAS: Amendment 39-4952. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes which have been modified in accordance with McDonnell Douglas Service Bulletin 57-118 and/or production equivalent, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracked wing flap outboard hinge lower stud(s) due to hydrogen embrittlement, and prevent failure of the wing hinge bracket, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,400 landings or within 400 landings, whichever occurs later, from effective date of this AD, ultrasonically inspect the flap hinge fitting lower studs for cracking in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tB.\tIf no cracking is found, no further action is required. \n\n\tC.\tIf cracking is found, replace all four studs in accordance withthe Accomplishment Instructions of Paragraph 2 of McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tD.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to 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 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\tThis amendment becomes effective November 20, 1984.
82-05-03: 82-05-03 BELL: Amendment 39-4330. Applies to Bell Model 206L helicopters, all serial numbers, and 206L-1 helicopters, serial numbers 45154 through 45398, 45400 through 45491, 45493 through 45543, 45545 through 45614, 45616 through 45634, 45636 through 45638, 45643 through 45647, 45649 through 45652, and 45655 through 45657, certificated in all categories (Airworthiness Docket No. 81-ASW-67). Compliance is required as indicated, unless previously accomplished. To prevent possible failure of the horizontal stabilizer, accomplish the following, in accordance with Bell Helicopter Textron Alert Service Bulletin (ASB) 206L-81-23, Revision A, dated October 23, 1981, or FAA approved equivalent. a. Remove horizontal stabilizer assemblies, P/N 206-704-143-105, -113, and -131, from service within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. b. Inspect horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and P/N 206-961-439-003, in accordance with paragraph B1 of Accomplishment Instructions of ASB 206L-81-23, Revision A, or FAA approved equivalent, within 25 hours' time in service after March 31, 1982. c. Remove horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and P/N 206-961-439-003, that do not meet the inspection criteria for modification within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. d. Modify horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and 206-961-439-003, that meet the inspection criteria for modification, at one of the approved service centers listed in ASB 206L-81-23, Revision A, or remove from service within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. e. A serviceable horizontal stabilizer assembly (reference page 5 of ASB 206L-81- 23) is one which is marked with modified P/N 206-704-040-003, -011, -075, -107, or -113, or current production P/N 206-023-119-151 or -703. f. Compliance with this airworthiness directive and AD 78-24-06 is not required if serviceable horizontal stabilizer assemblies, modified P/N 206-704-040-003, -011, -075, -107, or -113, or current production P/N 206-023-119-151, or -703, are installed. g. Compliance with this airworthiness directive eliminates the requirement for modification of the stabilizer supports and the daily inspection requirement for cracks required by AD 78-24-06, Amendment 39-3358, as amended by Amendment 39-4032. h. The helicopter may be flown in accordance with FAR 21.197 to a base where compliance with this AD can be performed. This amendment becomes effective March 30, 1982.
2016-15-05: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. This AD was prompted by a review that identified a nonconformity between the torque value applied to the screw-nuts of aileron servo actuators, and the torque value specified by the type design. This AD requires replacing certain aileron servo actuators with serviceable servo actuators. We are issuing this AD to prevent desynchronization between two servo actuator barrels, which could lead to reduced control of the airplane during roll maneuvers at low altitude.
84-25-05: 84-25-05 TELEDYNE CONTINENTAL MOTORS: Amendment 39-5002. Applies to Teledyne Continental Motor Model TSIO-520BE engines S/N's 528001 through 528125 and 528138 equipped with turbocharger oil scavenge reservoir P/N's 646691 and 646692. Compliance is required as indicated unless already accomplished. To prevent the loss of engine oil, within the next 5 hours time in service, and thereafter at intervals not to exceed 10 hours time in service, until P/N 646954 and P/N 646955 are installed: (a) Visually inspect the turbocharger oil scavenge reservoir P/N's 646691 and 646692 for any indication of cracks, deformation, or oil leaks at, or near, all weld beads. If any crack, deformation, or oil leak is found, replace defective part with a serviceable reservoir. (b) Serviceable P/N's 646691 and/or 646692 may be used while continuing to inspect the turbocharger oil scavenge reservoir every 10 hours time in service, until P/N 646954 and P/N 646955 are installed. NOTE: Piper Aircraft Telex Service Bulletin No.790 refers to this subject. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7435. This amendment becomes effective March 4, 1985, to all persons except those persons to whom it was made immediately effective by 1984.
2016-14-10: We are superseding airworthiness directive (AD) 2013-02-02 for certain CFM International, S.A. CFM56-3, CFM56-3B, and CFM56-3C turbofan engines. AD 2013-02-02 required removal from service of certain high-pressure turbine (HPT) disks manufactured by Global Material Solutions of Pratt & Whitney, at reduced maximum life limits. This AD corrects the serial numbers (S/Ns) listed in AD 2013-02-02. This AD was prompted by reports that certain HPT disk S/Ns in AD 2013- 02-02 and in certain Pratt & Whitney service information are incorrect. We are issuing this AD to prevent uncontained release of multiple turbine blades, damage to the engine, and damage to the airplane.
85-10-01: 85-10-01 BRITISH AEROSPACE: Amendment 39-5060. Applies to Model 3101 Jetstream (serial numbers 601 to 624 inclusive, and 627) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To assure that adequate clearance exists between the rear turbine bearing oil feed pipe and the bleed air pre-cooler accomplish the following: (a) Inspect the rear turbine bearing oil feed pipe for chafing and for adequate clearance between the rear turbine bearing oil feed pipe and the bleed air pre-cooler on LH and RH engines in accordance with sub-paragraphs (a), (b) and (c) of the Part A - Inspection requirement of paragraph 2 of British Aerospace (BAe) Alert Service Bulletin No. 71-A-JM7418. (1) If no damage is apparent and clearance is 0.25 inches (6.35 mm) or greater, no further action is required. (2) If clearance is less than 0.25 inches and no pipe damage is apparent repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 400 hours time-in-service or until either BAe Modification JM7418 or BAe Modification JM7388 is accomplished. (3) If pipe damage is apparent, prior to further flight, accomplish either BAe Modification JM7418 or BAe Modification JM7388. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on June 18, 1985.
81-13-10 R1: 81-13-10 R1 TELEDYNE CONTINENTAL MOTORS: Amendment 39-4140 as amended by Amendment 39-4256. Applies to the following Teledyne Continental Motors IO-360, TSIO-360, and LTSIO-360 series engines: IO-360-C, IO-360-D, IO-360-G, IO-360-H, and IO-360-J, all serial numbers; IO-360-K, all serial numbers, unless AD 80-07-03 already complied with; IO-360-AB, all serial numbers; IO-360-CB, all serial numbers through serial number 350075; IO-360-DB, all serial numbers through serial number 351368; IO-360-GB, all serial numbers through serial number 352894; IO-360-HB, all serial numbers through serial number 353350 (except 353075); IO-360-JB, all serial numbers; IO-360-KB, all serial numbers through serial number 56721 (except 356652, 356672, 356674, 356675, and 356706 through 356719) unless AD 80-07-03 has been complied with; TSIO-360-A, TSIO-360-B, TSIO-360-C, TSIO-360-D, TSIO-360-E, TSIO-360-F, TSIO-360-H and TSIO- 300DB, all serial numbers; TSIO-360-CB, all serial numbers through 300667 (except 300658, 300659, 300662, 3000663, and 3000666); TSIO-360-EB, all serial numbers through serial number 311689 (except 311528, 311538 through 311543, 311546 through 311555, 311656, and 311658 through 311660); TSIO-360-FB, all serial numbers through serial number 310610 (except 310469, 310507 through 310520, 310606, and 310607); TSIO-360-GB, all serial numbers through serial number 309582 (except 309436, 309437, 309439, 309440, 309446 through 309453, 309455, 309457 through 309461, 309565, 309566, 309570 through 309574); TSIO-360-HB, all serial numbers through serial number 308127; IO-360-JB, all serial numbers through serial number 313015; TSIO-360-KB, all serial numbers through serial number 315050; LTSIO-360-E, all serial numbers, LTSIO-360-EB, all serial numbers through serial number 312680 (except 312567 through 312569, 312571, 312574, 312577 through 312587, 312632, 312634 through 312639); LTSIO-360-KB, all serial numbers through serial number 314048 (except 314028); and the following rebuilt engines. IO-360A, all serial numbers through 20128R; IO-360C, all serial numbers through 60516R and 60519R; IO-360D, all serial numbers through 628823R (except 628818R and 628821R); IO-360G, all serial numbers through 224840R; IO-360H, all serial numbers through 226506R; IO-360J, all serial numbers through 238702R; IO-360CB, all serial numbers through 236502R; IO-360DB, all serial numbers through 239608R; IO-360GB, all serial numbers through 236604R; IO-360KB, all serial numbers through 235811R; TSIO-360A, all serial numbers through 197085R; TSIO-360C, all serial numbers through 23698R; TSIO-360E, all serial numbers through 225076R; TSIO-360F, all serial numbers through 232759R; TSIO-360H, all serial numbers through 233252R; TSIO-360AB, all serial numbers through 237609R; TSIO-360CB, all serial numbers through 236022R (except 236012R, 236015R, 236016R and 236019R); TSIO-360DB, all serial numbers through 238401R; TSIO-360EB, all serial numbers through 234613R (except 234611R and 234612R); TSIO-360FB, all serial numbers through 237331R; TSIO-360GB, all serial numbers through 237403R; TSIO-360HB, all serial numbers through 239956R; LTSIO-360E, all serial numbers through 225076R; LTSIO-360EB, all serial numbers through 233818R (except 233812R, 233813R, 233814R, and 233816R); Compliance is required within the next twenty-five (25) hours time in service after the effective date of this AD unless already accomplished. To prevent engine oil pump drive shaft failure and subsequent engine failure due to oil pressure loss, accomplish the following: (a) Remove tach drive cover or tach drive adapter, as applicable, from the crankcase cover assembly. (b) Measure the breakaway torque on the oil pump drive gear nut or the tach drive connector. NOTE: The oil pump drive gear, P/N 640926, used on the LTSIO-360 engines incorporates a left-hand thread. Thus, the breakaway torque must be measured on LTSIO-360 engines in a clockwise direction; the tightening torque must be applied in a counter-clockwise direction. (c) If the breakaway torque is between 200 inch-pounds and 350 inch-pounds, retorque the oil pump drive gear nut or the tach drive connector, whichever is applicable, to 280-300 inch-pounds. Reinstall the tach drive cover or the tach drive adapter and make the appropriate entry in the engine maintenance records, indicating compliance with this AD. (d) If the breakaway torque is less than 200 inch-pounds or greater than 350 inch-pounds, prior to further flight, accomplish either of the following: (1) Replace the TCM oil pump drive gear, P/N 632550, 634010, or 640926, whichever is applicable, with a like serviceable part of the same part number. Omit the Woodruff Key, P/N M535756-1 or P/N 633342-1. (Refer to TCM Manuals Numbers X-30030A and X30031A), or (2) Perform a magnetic particle inspectionof the oil pump drive gear, P/N 632550, 634010, or 640926, whichever is applicable, in accordance with Section VI of the TCM Overhaul Manual Number X- 30030A. Give particular attention to the Woodruff key slot and threaded area. If the oil pump gear is found cracked, damaged, or worn beyond limits, replace with a serviceable part of the same part number. Omit the Woodruff Key, P/N M535756-1 or P/N 633342-1. (Refer to TCM Manuals Numbers X-30030A and X30031A.) (e) Install the oil pump drive gear nut or the tach drive connector, as applicable, and torque to 280-300 inch-pounds. Reinstall the tach drive cover or the tach drive adapter and make the appropriate entry in the engine maintenance records. (f) For all oil pump drive gears found with less than 200 or more than 350 inch-pounds of torque during compliance with this AD, within 10 days mail a written report containing the Engine Model, Serial Number, time in service, and measured torque and results of drive gear inspectionto: Federal Aviation Administration, ASO- 214, Engineering and Manufacturing Branch, P.O. Box 20636, Atlanta, Georgia 30320. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) An equivalent method of complying with this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Amendment 39-4140 became effective June 30, 1981. This amendment 39-4256 becomes effective November 20, 1981.
81-03-01: 81-03-01 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4033. Applies to Model BO-105 series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the helicopter drive system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, for all installed Bendix drive shafts, P/N 19E146-1 (all modification indices), hereinafter referred to as drive shaft, inspect all nutplates for selflocking capability in accordance with Action No. 1 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of Messerschmitt-Bolkow-Blohm GmbH Alert Service Bulletin AB-19, dated March 7, 1980 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a) of this AD, all selflocking nutplates are found to have the proper selflocking capability - (1) Identify the drive shaft in accordance with Action No. 1, Item (6) of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA- approved equivalent; and (2) Return the drive shaft to service in accordance with Action No. 1, Item (6), and Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) of this AD, one or more selflocking nutplates are found to be defective, before further flight - (1) Remove the drive shaft from service and replace the defective shaft with a serviceable or new shaft which has new selflocking nutplates, P/N LN 29679AM9 installed, or have been marked with a blue dot, in accordance with Action No. 3 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; or (2) Comply with paragraph (d) of this AD. (d) If as a result of the inspection required in paragraph (a) of this AD on an installed drive shaft, one or more nutplates are found to have inadequate selflocking capability, the helicopter may be continued in service provided - (1) Drive shaft tab washers, P/N LN 9023-B8-1.4544.9, are installed in lieu of the standard washer in accordance with Action No. 4 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; and (2) Paragraph (c)(2) of this AD must be accomplished before the accumulation of an additional 300 hours time in service. (e) For all drive shafts held as spares, before release to service, inspect the selflocking nutplate for proper selflocking capability in accordance with Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service Bulletin, or an FAA- approved equivalent. (f) Helicopters may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspections and repairs required by this AD may be performed. (g) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (h) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) NOTE: Messerschmitt-Bolkow-Blohm Gmbh telegraphic message to all operators, dated March 7, 1980, refers to the same subject. This amendment becomes effective January 29, 1981, as to all persons except those persons to whom it was immediately effective by telegraphic AD T80EU23, issued May 8, 1980, which contained this amendment.
2016-13-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by a determination that certain splice plate locations of the aft pressure bulkhead web are hidden and cannot be inspected using existing manufacturer service information. This AD requires repetitive open-hole high frequency eddy current (HFEC) inspections for cracking of the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could result in rapid airplane decompression and loss of structural integrity.
2010-20-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Extension of airbrakes above 360 KIAS [knots indicated air speed]/0.79 Mi [Mach indicated] results in aerodynamic driven vibration of the airbrake which, if not limited per Revision 14 to the AFM [airplane flight manual], can lead to high cycle fatigue failure of the airbrake in-board hinge. The unsafe condition is high cycle fatigue of the airbrake in-board hinge, which can result in loss of the airbrake, which in turn can lead to reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
81-06-04: 81-06-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-4064. Applies to Model SE313, SA315, SA316, SA318, and SA319 series helicopters, certificated in all categories, that do not have Aerospatiale Modification No. AM 2195 incorporated. Compliance required as indicated. To detect and prevent possible fatigue cracks and failures of the forward transmission deck support and the flight control bellcrank support accomplish the following, unless already accomplished: (a) For helicopters which on the effective date of this AD, have 375 or more hours' time in service since new or since last overhaul, inspect in accordance with paragraph (c) of this AD, within the next 25 hours' time in service. (b) For those helicopters which on the effective date of this AD, have less than 375 hours' time in service since new or overhaul, inspect in accordance with paragraph (c) of this AD before the accumulation of 400 hours' time in service. (c) Visually inspect forcracks and deformation on the lower side of transmission deck stringer, and using the dye penetrant method, inspect for cracks in the inner bending radius of the stringer in accordance with the applicable Aerospatiale Service Bulletin Number 05.17 or Number 05.69 each dated December 15, 1980, or an FAA approved equivalent. (d) If no cracks are found as the result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD: (1) Before further flight install two additional clamps P/N 55212.280BGZ, unless already accomplished, in accordance with Aerospatiale SA315 Service Bulletin Number 53.02 revised June 12, 1978, for Model SA315 and Service Bulletin 53.32, revised June 12, 1978, for all other models, or FAA approved equivalent, and return the aircraft to service. (2) Repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or comply with paragraph (f) of this AD. (e)If deformation or cracks are found as a result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD, before further flight: (1) Replace the Z stringer with a serviceable stringer of the same part number and install clamps specified in subparagraph (d)(1) of this AD unless already installed, or (2) Replace the transmission deck, install clamps specified in subparagraph (d)(1) of this AD unless already installed, and repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or (3) Comply with paragraph (f) of this AD. (f) The repetitive inspections required in paragraphs (d) and (e) of this AD may be discontinued when the helicopter is modified in accordance with AM 2195 or Supplemental Type Certificate (STC) No. SH4266SW. NOTE: MODIFICATION AM 2195 is the subject of Aerospatiale Service Bulletin Numbers 53.05 for the Model SA315, Number 53.35 for the models SE313 and SA318, Number 53.36 for the models SA316 and SA319, all dated December 30, 1980. STC SH4266SW provides for use of alternate parts. (g) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished, provided satisfactory operation of the flight control system has been established prior to the flight. (h) The Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, may approve equivalent methods of repair or modifications when the request is submitted through an FAA maintenance inspector and contains adequate supporting data. This amendment becomes effective March 20, 1981.
83-05-07: 83-05-07 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-4583. Applies to Models P68 and P68B (Serial Nos. 1 through 182, excluding Serial Nos. 74, 89, 133, 142, 155, 163, and 171) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent possible failure of the engine oil cooler left-hand elbow fittings and oil cooler hoses, within the next 50 hours time-in-service on airplanes having 500 or more hours time-in-service on the effective date of this AD or prior to 550 hours time-in-service on airplanes having less than 500 hours time-in-service on the effective date of this AD, accomplish the following: (a) Replace the engine oil cooler left-hand elbow fitting in accordance with steps one through nine of the INSTRUCTIONS FOR REPLACEMENT section of Partenavia Costruzioni Aeronautiche S.p.A. SB No. 45, R.A.I. approved July 9, 1979. (b) Visually inspect the oil cooler hoses for chafing or damage, andprior to further flight, replace any unairworthy hoses. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, Federal Aviation Administration, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on March 17, 1983.
2016-11-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce Model RB211-Trent 800 engines. This AD was prompted by reports of thrust reverser (T/R) events related to thermal damage of the T/R inner wall. Depending on the airplane configuration, this AD requires a records review and applicable repetitive inspections, replacements, and installations of the T/R inner wall; and related investigative and corrective actions if necessary. This AD also requires installation of serviceable T/R halves, which would terminate the repetitive actions. This AD also requires revising the inspection or maintenance program by incorporating new airworthiness limitations. We are issuing this AD to detect and correct a degraded T/R inner wall panel. A degraded T/R inner wall panel could lead to failure of the T/R and adjacent components and their consequent separation from the airplane, which could result in arejected takeoff (RTO) and cause asymmetric thrust and consequent loss of control of the airplane during reverse thrust operation. If a T/R inner wall overheats, separated components could cause structural damage to the airplane, damage to other airplanes, or possible injury to people on the ground.
83-06-07: 83-06-07 WYTWORNIA SPRZETU KOMUNIKACYJNEGO, PZL-MIELEC: Amendment 39-4594. Applies to Model PZL M18 (all Serial Numbers through 1Z007-25) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of primary flight control about the yaw axis, accomplish the following: a) Before the first flight of each day, visually check the rudder skin for cracks along the trailing edge. This check may be performed by the pilot. 1) If no cracks are found the airplane may be placed in service. 2) If cracks are found prior to further flight conduct the inspections of paragraph b). b) Within 25 hours time-in-service after the effective date of this Airworthiness Directive (AD) and at 50 hours time-in-service intervals thereafter, using a 5-power magnifying glass inspect the rudder on both sides in the upper hinge area and along the trailing edge. 1) If no cracks are detected, return the aircraft to service. 2) If cracks are detected, remove the rudder and accomplish repairs as prescribed in paragraph III of Bulletin R/028/81. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Aircraft may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. e) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
62-14-03: 62-14-03 HUGHES: Amdt. 455 Part 507 Federal Register June 21, 1962. Applies to Model 269A helicopter Serial Numbers 0011 to 0059 Inclusive. Compliance required as indicated. (a) To prevent failure of the tail rotor blade, within the next 10 hours' time in service after the effective date of this AD, and each day thereafter, conduct a visual inspection of the tip of the Hughes P/N 269A6124 tail rotor blade for separation of the rib and the blade skin. This will appear as a crack in the bond line between the blade tip rib and the blade skin. (b) If no separation is detected, the tail rotor blades may continue to be used in service for the remainder of their service life subject to the inspection specified in paragraph (a). (c) If separation is detected, remove the tail rotor assembly and replace prior to further flight with an assembly incorporating tail rotor blades P/N 269A6124 Change E or later. After installation of P/N 269A6124 Change E or later, the normal inspection procedures may be followed. (Hughes Tool Company, Aircraft Division, Hughes-O-Gram to operators dated May 2, 1962, covers the same subject.) This directive effective June 26, 1962.
2016-11-05: We are superseding Airworthiness Directive (AD) 99-16-01 for certain Airbus 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). AD 99-16-01 required repetitive inspections of certain bolt holes where parts of the main landing gear (MLG) are attached to the wing rear spar, and repair if necessary. Since we issued AD 99-16-01, we have determined that the risk of cracking in the wing rear spar is higher than initially determined. This new AD adds airplanes to the applicability, reduces the compliance times and repetitive intervals for the inspections, and changes the inspection procedures. This AD was prompted by a determination that the risk of cracking in the wing rear spar is higher than initially determined. We are issuing this AD to detect and correct cracking of the rear spar of the wing, which could result in reduced structural integrity of the airplane.
2010-16-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A potential fleet wide problem has been identified regarding the interchanging of wing links on all BAe 146 & AVRO 146-RJ aircraft during scheduled maintenance. Some operators erroneously believed that these parts were interchangeable. The effects of changing winglinks has resulted in either a shorter or longer wing link being fitted, which introduces local stresses in the wing top and bottom surfaces local to rib 2, wing links and wing link fitting attachment and the fuselage local to Frames 26 and 29. This condition, if not corrected, could result in a reduction of structural integrity of the fuselage/wing attachment with possible catastrophic consequences. * * * * * The unsafe condition could result in loss of a wing or controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-26-03: 80-26-03 DEHAVILLAND: Amendment 39-3993. Applies to all DeHavilland DHC-4 and DHC-4A aircraft equipped with Pratt & Whitney Aircraft Twin Wasp D-5 and R-2000-7M2 engines incorporating left-hand magneto drive arrangement. Compliance required within the next 1400 hours in service after the effective date of this AD unless already accomplished. To preclude failure of the left hand magneto drive mechanism, incorporate the right-hand magneto drive and associated parts as described in Pratt & Whitney Aircraft Service Bulletin No. 1756 dated September 13, 1963, or approved equivalent instructions and parts. The Twin Wasp D-5 and R-2000-7M2 engines so modified must be redesignated as noted in Section C of the Pratt & Whitney Aircraft Service Bulletin No. 1756, or an approved equivalent instruction. All equipment instructions and parts must be approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (Pratt & Whitney Aircraft Service Bulletin No. 1756 pertains to this subject.) This amendment is effective December 19, 1980.