Results
2010-21-02: 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: The landing gear alternate extension system in the cockpit is accessible through an access panel located on the cockpit floor. There have been reports of failure of the access panel latch assembly as a consequence of repeated closure of the access panel involving the use of excessive force. Failure of the latch assembly can result in the access panel being jammed in the closed position, and require mechanical prying to open. An undetected or uncorrected latch failure condition in the access panel can prevent immediate access to the landing gear alternate extension system by the flight crew during an emergency. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-19-08: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 777 series airplanes. The existing AD requires repetitive detailed visual inspections to detect cracking of the coveskin on the outboard leading edge slats; a slat adjustment check; and corrective actions, if necessary. This amendment reduces the repetitive inspection interval, but also provides for an optional modification that would significantly increase the repetitive inspection interval. This amendment also revises the applicability of the existing AD to remove certain airplanes. This amendment is prompted by findings of increased vibration of the coveskins due to air leaking and resonating within the cavity between the fixed leading edge and the coveskin; the vibration can result in fatigue cracking and high fatigue loads. The actions specified in this AD are intended to detect and correct cracking and/or missing pieces of the coveskin on the outboard leading edge slats on the wings, which could result in skin separation or structural damage to the leading edge slats and consequent reduced controllability of the airplane.
2015-24-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, CL-600-2D15 (Regional Jet Series 705) airplanes, CL-600-2D24 (Regional Jet Series 900) airplanes, and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD requires repetitive detailed inspections of the cage assembly, window louver panel assemblies (WLPAs), and blowout panels (BOPs), and corrective action if necessary. This AD was prompted by reports of several \n\n((Page 74674)) \n\ncases of damaged or detached decompression WLPAs and BOPs. We are issuing this AD to detect and correct damaged and detached WLPAs and BOPs. A detached WLPA or BOP could delay smoke detection in the cargo compartment, and in the event of a cargo compartment fire, this could lead to an uncontrolled cargo compartment fire.
2000-19-01: This amendment adopts a new airworthiness directive (AD), applicable to Bombardier Model CL-600-1A11 (CL-600) and CL-600-2A12 (CL-601) series airplanes, that requires modification of the main landing gear (MLG) brake units and inboard MLG wheels; and a revision to the Airplane Flight Manual (AFM) to include the increased cooling times for the modified brakes. This amendment allows, for certain cases, removal of the inboard and/or outboard wheel discs by installation of a placard to limit airplane operation on the ground and a revision to the AFM to include information for operating the airplane with the wheel discs removed. Additionally, this amendment provides for an acceptable method of compliance that involves installation of a new revision to the AFM. 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 water freezing on the brake while the airplane is in flight due to water, slush, or snow from the runway entering into the brake assemblies during takeoff, and consequently, a tire burst during landing of the airplane.
2000-19-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires modifying the bottom skin panel 3 (located aft of the rear spar). This action is necessary to prevent corrosion and consequent reduced structural integrity of the wings due to lack of cold expansion of an existing drain hole, which could lead to cracks initiating from that drain hole; and the incorrect location of the drain hole, which can allow moisture to be trapped. This action is intended to address the identified unsafe condition.
79-19-08: 79-19-08 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3561. Applies to all L-1011-385-1, L-1011-385-1-14, and L-1011-385-1-15 airplanes certificated in all categories, configured with a C-1A cargo door. Compliance required as indicated. To assure the retention of "fail-safe" operational capability of the pressure relief door, accomplish the following: (a) Within the next 300 hours time in service, unless already accomplished, install the antifriction gasket on the flange of the pressure relief door in accordance with the FAA approved Lockheed-California Company Service Bulletin 093-52-133 dated May 30, 1979. (b) 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 modification required by this AD. (c) Alternate modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. Thisamendment becomes effective September 24, 1979.
2010-20-21: This amendment adopts a new airworthiness directive (AD) for Agusta Model A109E helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that after a report of an electrical failure, an investigation revealed inadequate functioning of the 35 amperes (Amps) battery bus (BATT BUS) circuit breaker that was not within design requirements. The actions specified in this AD are intended to replace the 35 Amps circuit breaker with a 50 Amps circuit breaker and replace the wires with oversized ones to prevent an electrical failure, loss of electrical power, and subsequent loss of control of the helicopter.
90-11-07: 90-11-07 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment No. 39-6602. Docket No. 90-NM-04-AD. Applicability: Aerospatiale Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent structural failure of the wing box secondary ribs, accomplish the following: A. Prior to the accumulation of 20,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, perform an X-ray inspection of all feet located at the top of secondary ribs 10 through 24, 27 through 29, 42, and 43, in accordance with the Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988. B. If no cracks or defects are found, repeat the inspection required by paragraph A., above, at intervals not to exceed 3,000 landings. C. If cracks or defects are found as a result of the inspection required by paragraph A., above, perform a visual inspection of the opened up areas, perform an X-ray inspection of ribs 7 through 43 which have not been previously inspected, repair, and reinforce damaged ribs, prior to further flight, in accordance with Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988. Following repair of a rib, repeat the X-ray inspection of the adjacent secondary ribs between ribs 7 through 43, inclusive, at the following intervals: 1. If ribs 11, 15, and 20 in the same wing have been repaired and reinforced, repeat the X-ray inspection at intervals not to exceed 6,000 landings. 2. If ribs 11, 15, and 20 in the same wing have not been repaired and reinforced, repeat the X-ray inspection at intervals not to exceed 3,000 landings. D. Repairing all the feet of all ribs in accordance with paragraph 6 of Aerospatiale Service Bulletin 57-68, Revision 1, dated May 20, 1988, constitutes terminating action for the repetitive inspections required by paragraphs B. and C., above. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6602, AD 90-11-07) becomes effective on June 19, 1990.
93-07-02: 93-07-02 AIRBUS INDUSTRIE: Amendment 39-8534. Docket 92-NM-101-AD. Applicability: Model A310 series airplanes on which Modification 6725 has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent wing tip brake valve failure, which could lead to reduced controllability of the airplane, accomplish the following: (a) Within 350 flight hours after the effective date of this AD, conduct an integrity test to detect corrosion of the wing tip brake solenoids, in accordance with Airbus Industrie Service Bulletin A310-27-2042, Revision 1, dated December 11, 1986. Thereafter, repeat the integrity test at intervals not to exceed 350 flight hours. (b) If corrosion in any wing tip brake solenoid is detected as a result of any integrity test required by paragraph (a) of this AD, prior to further flight, replace the corroded solenoid with a modified one having part number 500A00003-03. Aftersuch replacement, continue to perform integrity tests on all 8 solenoids at intervals not to exceed 350 flight hours until all 8 solenoids have been replaced with modified solenoids. (c) Installation of Modification 6725 in accordance with Airbus Industrie Service Bulletin A310-27-2046, Revision 1, dated November 24, 1989, which involves the installation of modified solenoids on all 8 solenoid valves in the wing tip brake, constitutes terminating action for the integrity testing required by paragraphs (a) and (b) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The integrity test and modification shall be done in accordance with the following Airbus Industrie service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page A310-27-2042 Revision No. 1 December 11, 1986 1-2, 5-6 3-4 1 Original December 11, 1986 June 20, 1986 A310-27-2046 Revision No. 1 November 24, 1989 1 -2 3-4 1 Original November 24, 1989 February 2, 1987 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 Airbus Industrie, Airbus Support Division, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 10, 1993.
47-47-10: 47-47-10 REPUBLIC: (Was Mandatory Note 13 of AD-769-2.) Applies to Model RC-3 Aircraft. Compliance required prior to February 1, 1948. To prevent possible float strut failures during rough water landings, install wing reinforcing angles 17W21028, float strut brace assemblies 17W22013, spacers 17W22011 and lugs 17W22010. (Republic Service Bulletin No. 19 dated September 9, 1947, covers this same subject.)
60-17-03 R1: 60-17-03 R1 SIKORSKY: Amendment 191 as amended by Amendment 495, Amendment 747, Amendment 199, Amendment 39-1552, Amendment 39-2212, and Amendment 39-2743 is further amended by Amendment 39-6097. Applicability: All S-58 series helicopters. (Docket No. 88-ASW-49) Compliance: Required as indicated unless already accomplished. As a result of a fatigue failure of the main rotor blade spar the following must be accomplished: (a) All main rotor blade assemblies (less cuff) P/N's S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, -7, -8, -13 and -14, with 1,330 or more hours' time in service shall be removed from service before further flight. (b) An X-ray inspection covering the complete cross sectional area of the spar from the root section to the tip of the blade must be conducted for cracks, internal flaws on inclusions in the material of the spar on all main rotor blade assemblies P/N'S S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, -7, -8, -13, -14, within the following time specified: (1) All main rotor blades with 800 or more hours' time in service, prior to the next flight. (2) All main rotor blades with less than 800 hours' time in service, within the next 100 hours' time in service except no rotor blade shall exceed 800 hours' time in service before X-ray inspection is conducted. (c) Pending completion of the X-ray inspection in paragraph (b)(2), a daily visual inspection must be conducted on the spar of all blades with 500 or more hours' time in service as follows: (1) Using a magnifying glass of not less than 8-power, inspect the external surface of the spar from the root section to the tip of the blade for cracks. (2) Inspection of the upper surface of the spar must be conducted with the blade in normal static position. (3) Inspection of the lower surface of the spar must be conducted by disconnecting the pitch controls and rotating the blade 180 degrees in pitch so that the surface beinginspected is in tension due to the blades own dead weight. (d) If any cracks, internal flaws or inclusions are found in the spar material the blade must be replaced prior to further flight. (e) The service life limit specified in (a) may be extended to 3,200 hours' total time in service for S1615-20201-7, -8, and -14 main rotor blade assemblies (less cuff) and S1615-20100, -2, -4, -5, -6, S1615-20201-1, -2, and -13 main rotor blade assemblies modified to S1615-20201-7, -8, or -14 assemblies, provided the blade assemblies are inspected at the times and in the manner set forth in Sikorsky Service Bulletin No. 58B15-4K, dated July 16, 1976 or later FAA approved revisions and, if low pressure is indicated, the cause is determined and corrected before further flight in accordance with that service bulletin. NOTE: The check for black or red color indication on the pressure indicator for the main rotor blades, as specified in Part IV (Items 1 and 2) of the accomplishment instructions of Sikorsky Service Bulletin No. 58B15-4, may be accomplished by a properly trained pilot. Results of the requirements of checks must be recorded in accordance with the requirements of FAR Section 43.9. (f) Upon request an alternate means of compliance which provides an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, Rotorcraft Standards Staff, Aircraft Certification Service, ASW-110, FAA, Fort Worth, Texas 76193-0110. (g) In accordance with Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance may be accomplished. This amendment amends Amendment 191 (25 FR 8026), AD 60-17-03, as amended by Amendment 495 (27 FR 10117), Amendment 747 (29 FR 7668), Amendment 199 (31 FR 3064), and Amendment 39-1552 (37 FR 23711), Amendment 39-2212 (40 FR 22249), and Amendment 39-2743 (41 FR 44998) which was effective October 26, 1976. This amendment (39-6097, AD 60-17-03 R1) becomes effective February 2, 1989.
2015-23-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100,-200,-200C,-300,-400, and -500 series airplanes. This AD was prompted by reports of cracks in fuselage frames, and a report of a missing strap that was not installed on a fuselage frame during production. This AD requires an inspection to determine if the strap adjacent to a certain stringer is installed, and repair if it is missing; repetitive inspections of the frame for cracking or a severed frame web; and related investigative and corrective actions if necessary. This AD also provides optional actions to terminate certain repetitive inspections. We are issuing this AD to detect and correct missing fuselage frame straps and frame cracking that can result in severed frames which, with multiple adjacent severed frames, or the combination of a severed frame and fuselage skin chemical mill cracks, can result in uncontrolled decompression of the airplane.
2010-20-14: We are adopting a new airworthiness directive (AD) for certain Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10-30F, MD-11, and MD-11F airplanes. This AD requires installing an in-line fuse in certain float level switches and sleeving the wires between the fuel tank and the in- line fuse. For certain airplanes, this AD also requires installing an in-line fuse in certain fuel pump pressure switches. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent fuel tank explosions and consequent loss of the airplane.
2000-19-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires a one-time inspection of the coupling hinge and locking fastener of the Gamah couplings of the fuel system tubing located in the wing dry bay to detect discrepancies, and follow-on corrective actions. This action is necessary to prevent failure of the rivets of the Gamah couplings and consequent separation of a Gamah coupling, which could result in fuel leakage and consequent fire in or around the wing. This action is intended to address the identified unsafe condition.
80-19-09 R1: 80-19-09 R1 GATES LEARJET: Amendment 39-3913 as amended by Amendment 39-3998. Applies to the following Model 23, 24, 25, 28, 29, 35 and 36 series airplanes certificated in all categories: Model Serial Numbers *23 (equipped with jet pumps) 23-003 thru 23-099 24 24-100 thru 24-357 25 25-003 thru 25-319 28 28-001 thru 28-005 29 29-001 and 29-002 35 35-001 thru 35-348 36 36-001 thru 36-045 *NOTE: Model 23 airplanes were not equipped with jet pumps when manufactured. Model 23 airplanes which have been retrofitted with jet pumps in the field will be so identified on the title page of the Airplane Flight Manual. COMPLIANCE: Required as indicated unless already accomplished. To reduce the possibility of fuel contamination and/or the presence of ignition sources in the tailcone service area, accomplish the following: A) Within the next 25 hours time-in-service after May 8, 1980: 1. Run each engine to takeoff thrust momentarily, shut downand immediately open the access cover under the tailcone service area and make the following visual inspections: a. Inspect the fuel and hydraulic system components for deterioration or damage, leakage and stains indicating leakage, paying particular attention to the exterior of the P/N AV16E1182 motive flow shutoff valves. b. Inspect the batteries and electrical equipment for deterioration or damage and conditions which may cause arcing. c. Inspect all vents and drains for obstruction or blockage. d. Before further flight, correct any of the above-noted unsatisfactory conditions. Do not disassemble or reassemble motive flow shutoff valves in the field. Replace leaking valves with a new or factory rebuilt part. 2. Remove the Temporary Airplane Flight Manual Supplement, included in AD 80-09-06 as Figure 1, in the existing Airplane Flight Manual and in place thereof, install Temporary Airplane Flight Manual Supplement, included in this AD as Figure 1A, and comply with its instructions. B) On or before February 13, 1981, install Gates Learjet motive flow valve shrouds and drain lines per Modification Kit No. AMK 80-7. After accomplishing this modification, remove the Temporary Airplane Flight Manual Supplement required by Paragraph A)2. C) Airplanes may be flown in accordance with FAR 21.197 to a location where the provisions of this AD can be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 942-4285. This AD supersedes AD 80-09-06, Amendment 39-3764. Amendment 39-3913 became effective September 15, 1980. This amendment 39-3998 becomes effective December 11, 1980. FIGURE 1A TEMPORARY AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR GATES LEARJET MODELS 23, 24, 25 , 28, 29, 35 AND 36 SERIES AIRPLANES (AD 80-19-09 requires this supplement to remain in the below designated Airplane Flight Manual until replaced by an equivalent Gates Learjet Company Flight Manual Supplement.) Model ________ N ________ S/N ________ In addition to the presently specified post-flight procedures, immediately after the engines are shut down, open the access cover under the tailcone service area and accomplish the following, using a flashlight or supplemental light as necessary for adequate illumination. 1. Check the motive flow valves for leaks or stains indicating leaks. 2. Check all vents and drains to assure that they are clean and free from obstruction. 3. Any leaking motive flow valve must be replaced with a new or factory rebuilt part prior to further flight. 4. Secure access cover.
2000-19-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900C, 1900C (C-12J), and 1900D airplanes. This AD requires you to install a spiral wrap around the wing fuel quantity wiring harness and apply an adhesive sealant to the Wiggins couplings on the internal fuel tank wiring carry-through conduit. This AD is the result of reports of chafed or shorted wing fuel quantity harness wires on the affected airplanes. These occurrences were found during regular maintenance inspections. The actions specified by this AD are intended to prevent chafing between the wing fuel quantity wiring harness and the internal wing harness supports at each wing rib location, which could cause the fuel quantity indication to become unreliable. This could leave the flight crew without an indication of the amount of fuel the airplane has during flight. The actions are also intended to prevent fuel from leaking through the wiring carry-through conduit and into the wing tip or wheel well area, which could lead to a fire or explosion.
2015-23-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-200 Freighter, and A330-300 series airplanes; and Model A340-200 and A340-300 series airplanes. This AD was prompted by reports of cracked support strut body ends at a certain frame location of the trimmable horizontal stabilizer (THS). This AD requires repetitive inspections for cracking of the strut ends of the THS support located at a certain frame in the tail cone, and replacement if necessary; and reinstallation or installation of reinforcing clamps on certain strut ends. We are issuing this AD to detect and correct cracked support strut body ends of the THS, which could lead to the loss of all four THS support struts, making the remaining structure unable to carry limit loads, resulting in the loss of the horizontal tail plane.
2010-20-19: 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: Two cases of a crack on a "dry'' ADG [air driven generator] (Hamilton Sundstrand part number in the 761339 series), in the aft area of the strut and generator housing assembly, have been reported on CL-600-2B19 aircraft. The same part is also installed on CL-600- 2C10, -2D15 and -2D24 aircraft. Investigation determined that the crack was in an area of the strut where the wall thickness of the casting was below specification, due to a manufacturing anomaly in a specific batch of ADGs. Structural failure and departure of the ADG during deployment could possibly result in damage to the aircraft structure. If deployment was activated by a dual engine shutdown, ADG structural failure would also result in loss of hydraulics for the flight controls. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-18-12: This amendment adopts a new airworthiness directive (AD) that applies to all Polskie Zaklady Lotnicze Spolka zo.o. (PZL-Mielac) Models PZL M18, PZL M18A, and PZL M18B airplanes. This AD requires you to repetitively inspect the centerwing-to-outboard wing attach joints for cracks in the lugs, corrosion in the main holes, and ovalization of the main holes; repair corrosion and apply anti-corrosion protection; replace the wing attach joints, as necessary; and eliminate any ovalization of the wing main joint holes. This AD is the result two instances of in-flight wing separation on Model PZL M18A airplanes where severe corrosion and pitting led to high stress concentrations on the wing attachment joints. The actions specified by this AD are intended to detect and correct cracks in the lugs, corrosion in the main holes, and ovalization of the main holes, in the centerwing-to-outboard wing attach joints. Such damage could result in failure of the joints with consequent in-flight wing separation.
2000-18-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Israel Aircraft Industries, Ltd., Model 1125 Westwind Astra series airplanes. This action requires revising the Airplane Flight Manual to provide the flight crew with operational guidance under certain failure conditions and a limitation not to engage the long-range navigation system during takeoff, approach, or landing. This action is necessary to prevent the loss of primary attitude and directional gyros, which relate position information to the flight crew. This action is intended to address the identified unsafe condition.
2015-23-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD was prompted by a report of improperly installed outboard stowage bin modules in the passenger compartment found during maintenance. Further investigation revealed that certain attachment bracket bushings were missing or had moved out of the holes. This AD requires installing a spacer on the end of each quick-release pin that attaches the outboard stowage bin module to the lateral support tie rods of the main deck passenger compartment. We are issuing this AD to prevent detachment of the quick-release pin, which could result in separation of the lateral support tie rod and subsequent detachment of the module and consequent injuries to passengers or flightcrew.
2000-18-08: This amendment adopts a new airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model MD-900 helicopters that requires modifying the non-rotating swashplate assembly and re-identifying it and the swashplate assembly with new part numbers. This AD also requires creating a component history card or equivalent record to track the life of the newly identified non-rotating swashplate assembly and establishing a life limit of 1800 hours time-in-service (TIS). Additionally, this AD requires inspecting and modifying, if necessary, the longitudinal drive link assembly. This AD is prompted by reports of damage to the longitudinal drive link assembly caused by the sharp inner edge of the bushing in the non-rotating swashplate assembly. The actions specified by this AD are intended to prevent damage to the longitudinal drive link, loss of control of the main rotor system, and subsequent loss of control of the helicopter.
92-23-05: 92-23-05 AIRBUS INDUSTRIE: Amendment 39-8405. Docket No. 91-NM-244-AD. Supersedes AD 90-14-05, Amendment 39-6648. Applicability: Model A300 series airplanes equipped with General Electric engines; up to and including airplane serial number 153 and serial number 157; on which Airbus Industrie Modification 8430 has not been installed; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure proper operation of the fire extinguishing system, accomplish the following: (a) Within 400 hours time-in-service after July 23, 1990 (the effective date of Amendment 39-6648, AD 90-14-05), perform an inspection of the engine fire extinguishing pipe in the pylon area at rib 12, in accordance with Airbus Industrie All Operators Telex (AOT) 26/90/01, dated February 9, 1990, and Correction, dated February 9, 1990. If chafing is found, prior to further flight, repair in accordance with the AOT. (b) If no evidence of chafing is found as a result of the inspection required by paragraph (a) of this AD, perform repetitive visual inspections of the engine fire extinguishing pipe in the pylon area at rib 12 at intervals not to exceed 8,000 hours time-in-service, in accordance with Airbus Industrie Service Bulletin A300-26-055, Revision 1, dated September 4, 1991, or Revision 2, dated December 18, 1991. If wear is found that exceeds 0.6 mm (0.023 inch), prior to further flight, repair or replace the worn pipe in accordance with the service bulletin. (c) Within 18 months after the effective date of this AD, modify the engine fire extinguishing pipe, and test the fire extinguishing bottles, in accordance with Airbus Industrie Service Bulletin A300-26-055, Revision 1, dated September 4, 1991, or Revision 2, dated December 18, 1991. (d) Modification of the engine fire extinguishing pipe, in accordance with Airbus Industrie Service Bulletin A300-26-055, Revision 1, dated September 4, 1991, or Revision 2, dated December 18, 1991, constitutes terminating action for the repetitive visual inspections required by paragraph (b) of this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The inspections, repair, replacement, modification, and test shall be done in accordance with the following Airbus Industrie service bulletins, as applicable, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page All Operators Telex (AOT) 26/90/01, February 9, 1990 1-2 (Original) February 9, 1990 Correction to All Operators Telex (AOT) 26/90/01, February 9, 1990 1 (Original) February 9, 1990 A300-26-055, Revision 1, September 4, 1991 1-22 1 September 4, 1991 A300-26-055, Revision 2, December 18, 1991 1, 5-6, 8-28 2-4, 7 2 1 December 18, 1991 September 4, 1991 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on December 14, 1992.
91-13-02: 91-13-02 AIRBUS INDUSTRIE: Amendment 39-7033. Docket No. 90-NM-227-AD. Applicability: Model A310-200 series airplanes, serial numbers 162 through 378, inclusive; on which Modification 4942 has not been incorporated (reference Airbus Industrie Service Bulletin A310-53-2013, Revision 1, dated April 17, 1986); certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Prior to the accumulation of 12,000 landings, or within 6 months after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 landings, perform a visual inspection of the cabin floor structure between Frame 40 and Frame 46, in accordance with Airbus Industrie Service Bulletin A310-53-2056, dated April 18, 1990. B. If cracks are found, prior to further flight, replace the affected part or modify the corresponding area in accordance with Airbus Industrie Service Bulletin A310-53-2013, Revision 1, dated April 17, 1986. The modified area no longer needs to be inspected in accordance with paragraph A. of this AD. Unmodified areas must be inspected at intervals not to exceed 3,000 landings. C. Modification of the cabin floor structure between Frame 40 and Frame 46, in accordance with Airbus Industrie Service Bulletin A310-53-2013, Revision 1, dated April 17, 1986, constitutes terminating action for the repetitive visual inspections required by paragraphs A. and B. of this AD. D. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7033, AD 91-13-02) becomes effective on July 15, 1991.
2015-16-07 R1: We are adopting a new airworthiness directive (AD) for REIMS AVIATION S.A. Model F406 airplanes. This AD revises AD 2015-16-07, which required inspection of the left-hand and right-hand rudder control pedal torque tubes, and, depending on findings, replacement with a serviceable part. This AD retains the actions of AD 2015-16-07 and adds additional acceptable serviceable replacement parts. The AD was prompted by reports of detachment of the pilot's rudder control pedal in flight. We are issuing this AD to require actions to address the unsafe condition on these products.