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2012-09-05: We are adopting a new airworthiness directive (AD) for certain 2-Fokker Services B.V.2-Model F.28 Mark 0100 airplanes. This AD was prompted by reports of failure of the main fitting on Messier-Dowty main landing gear (MLG) units due to fatigue cracking in the area of the filler and bleeder holes, and failure of the sliding member due to fatigue cracking at the area of the chrome run-out/lower radius of the sliding tube portion of the sliding member. This AD requires modification and re-identification of the MLG units, or replacement of the MLG unit with a modified one. We are issuing this AD to detect and correct fatigue cracking of the main fitting or sliding member on the MLG, which could lead to failure of the MLG and possibly loss of control of the airplane during landing rollout.
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88-03-05: 88-03-05 HAMBURGER FLUGZEUGBAU: Amendment 39-5834. Applies to Model HFB- 320-HANSA series airplanes, Serial Numbers 1021, 1023, 1026, 1030, 1033, 1035, 1040, 1045, and 1050-1057, certificated in any category. Compliance required as indicated, unless previously accomplished:
To prevent asymmetric configuration which may cause degradation of lateral control, accomplish the following:
A. Within 30 days after the effective date of this AD, inspect and replace, as necessary, the bolts, drive shafts, and rotary selectors for the wing flaps, slats, and speed brakes, in accordance with Messerschmitt-Bolkow-Blohm GmbH Service Bulletin 27-74, dated July 1, 1986.
B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region.
C. 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.
All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Messerschmitt- Bolkow- Blohm GmbH, Postfach 95 01 09, D-2103 Hamburg 95, Federal Republic of Germany. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.
This amendment becomes effective February 28, 1988.
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2012-09-04: We are superseding an existing airworthiness directive (AD) that applies to The Boeing Company Model 767-200, -300, and -300F series airplanes. That AD currently requires inspections to detect cracking or corrosion of the fail-safe straps between the side fitting of the rear spar bulkhead at body station 955 and the skin; and follow- on and corrective actions. This new AD expands the applicability; and adds an inspection for cracking in the fail-safe strap, and repair or replacement if necessary. This AD was prompted by additional reports of cracks in 51 fail-safe straps on 41 airplanes; we have also received a report of a crack found in the ''T'' fitting that connects the fail- safe strap to the outboard edge of the pressure deck. We are issuing this AD to detect and correct fatigue cracking or corrosion of the fail-safe straps and the ''T'' fittings, which could result in cracking of adjacent structure and consequent reduced structural integrity of the fuselage.
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98-03-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that currently requires a one-time inspection to determine if certain ailerons are installed on the airplane. That amendment also requires removing any defective aileron, and replacing it with a new or serviceable aileron. This amendment continues to require those actions and limits the applicability of the rule. This amendment is prompted by additional information that specifies the identification of certain part numbers. The actions specified in this AD are intended to detect and correct defective ailerons, which could result in in-flight separation of an aileron from the airplane and consequent reduced controllability of the airplane.
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74-03-03: 74-03-03 ISRAEL AIRCRAFT INDUSTRIES, LTD.: Amendment 39-1779 as amended by Amendment 39-2847. Applies to Jet Commander Model 1121 and West Wind Model 1123 (S/Ns 3 and subsequent) airplanes, except those incorporating main landing gear upper bodies P/N's 5253505-501 and -502.
Compliance is required as indicated.
To prevent possible failure of the main landing gear, accomplish the following:
(a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished since December 9, 1973, and thereafter at intervals prescribed in paragraphs (b), (c), or (d) whichever is applicable, inspect the upper bodies of the main landing gears (P/N's ES 12845-1 and -4) for cracks, rough surfaces and tool marks in accordance with Part 1 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent.
(b) If no crack is found during an inspection required by paragraph (a), repeat the inspection required by paragraph (a) at intervals of 200 hours' time in service.
(c) If a crack is found during an inspection required by paragraph (a) that is 0.060 in. deep or less, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, repair in accordance with Part 2 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent, and repeat the inspection required by paragraph (a) at intervals of 30 landings or 50 hours' time in service, whichever occurs sooner.
(d) If a crack is found during an inspection required by paragraph (a) that is more than 0.060 in. deep, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, replace the cracked upper body (P/N's ES 12845-1 or -4) with a serviceable part of the same part number,or an FAA- approved equivalent, and repeat the inspection required by paragraph (a) at intervals specified in paragraphs (b), or (c), whichever is applicable.
(e) If rough surfaces or tool marks are found during an inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, rework in accordance with Part 1 of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, or an FAA-approved equivalent, and thereafter continue to inspect in accordance with paragraph (a) at intervals specified in paragraphs (b), or (c), whichever is applicable.
(f) The inspection, repair, replacement and rework requirements contained in paragraphs (a) through (e) of this AD may be discontinued when the main landing gear upper bodies P/N's ES 12845-1 and -4 are replaced with main landing gear upper bodies P/N's 5253505-501 and -502.
NOTENO. 1: Copies of Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2, dated December 9, 1973, may be obtained from Commodore Aviation, Bethany, Oklahoma 73008.
NOTE NO. 2: The applicable compliance times for the inspection, repair, rework, and replacement required by this AD are contained in this AD and are not those stated in the Israeli Aircraft Industries, Ltd. Temporary Service Bulletin No. CJ-10/WW2 dated December 9, 1973.
Amendment 39-1779 became effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated December 14, 1973, which contained this amendment.
This amendment 39-2847 becomes effective March 17, 1977.
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2012-09-01: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 560XL airplanes. This AD was prompted by reports of wheel inserts becoming loose and damaging brake assemblies on Model 560XL airplanes. This AD requires an inspection of the torque lug and surrounding components (wheel base, side rim, lock ring) for damage (such as corrosion, cracks, dents, bent areas, damaged or missing paint or primer, or wear on the metal), and of the bearing cup for corrosion, turned cup, or clearance that exceeds limits, and repair as applicable; measuring the torque lugs for width and replacing screws and inserts with new, improved screws and inserts; and re-identifying the wheel assemblies. We are issuing this AD to prevent brake failure, which could result in an airplane not being able to stop on the runway.
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2012-09-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B2-1C, B2K-3C, B2-203, B4-2C, B4-103, and B4-203 airplanes. This AD was prompted by analysis that in a specific failure case of the upper primary attachment of the trimmable horizontal stabilizer actuator (THSA), the THSA upper secondary attachment engaged because it could only withstand the loads for a limited period of time. This AD requires installing three secondary retention plates for the gimbal bearings on the THSA upper primary attachment. We are issuing this AD to prevent failure of the secondary load path, which could result in loss of control of the airplane.
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98-02-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Textron Lycoming 320 and 360 series reciprocating engines, that requires visual inspections of the inside diameter (ID) of the crankshaft for corrosion pits, and if corrosion pits are found during this inspection, prior to further flight, performing a magnetic particle inspection (MPI) or fluorescent penetrant inspection (FPI) of the ID for cracks. In addition, this AD requires reporting findings of inspections to the FAA. Finally, terminating action to the inspections of this AD is the application of a preventive treatment coating on non-corroded crankshafts to prevent corrosion. This amendment is prompted by reports of cracks in crankshafts originating from corrosion pits in the ID. The actions specified by this AD are intended to prevent crankshaft failure, which can result in engine failure, propeller separation, forced landing, and possible damage to the aircraft.
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2012-08-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767 airplanes. This AD was prompted by reports of cracking in the upper wing skin at the fastener holes common to the pitch load fittings of the inboard and outboard front spar, which could result in the loss of the strut-to-wing upper link load path and possible separation of a strut and engine from the airplane during flight. This AD requires repetitive inspections to detect fatigue cracking in the wing skin, and corrective actions if necessary. We are issuing this AD to correct the unsafe condition on these products.
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69-15-03: 69-15-03 CESSNA: Amendment 39-798. Applies to all Cessna Model 170, 172, and 175 series airplanes modified in accordance with Supplemental Type Certificates SA3-13, SA3-126, SA3-571, SA3-672, SA3-674, SA135CE, SA420CE, SA421CE, or SA424CE, incorporating a Piper Muffler Assembly, P/N 10308-00, with the installation of a Lycoming engine.
Compliance required as indicated.
To detect cracks in the muffler assembly, accomplish the following:
(a) Inspect muffler assemblies with less than 950 hours' time in service on the effective date of this AD, in accordance with paragraph (c) below within the next 50 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection until accumulating 950 hours' time in service, then comply with paragraph (b) below.
(b) Inspect muffler assemblies with more than 950 hours' time in service on the effective date of this AD, in accordance with paragraph (c) below within the next 50 hours' time in service and thereafter at intervals not to exceed 50 hours' time in service from the last inspection.
(c) Inspect the engine exhaust muffler and shroud assembly (including the internal baffle tube and tail pipe), carburetor heat shroud and air duct, support braces, clamps and brackets, exhaust stacks and manifolds. Remove muffler assembly, disconnect air ducts, stacks, and shrouds as necessary, and visually inspect exterior and interior surfaces with a probe light and mirror for signs of cracks, corrosion, burn-throughs, heat damage, collapsed stack, or weld separations. Special attention should be given to the exhaust stack under the carburetor heat shroud. Except for the initial inspection, the muffler assembly need not be removed from the airplane if the shroud is opened for inspection of external portions of the muffler and the internal portions are inspected through the muffler tail pipe outlet and one end of the muffler at the stack connection.
CAUTION:Do not alter these mufflers to remove the internal baffle tube without prior FAA approval.
(Piper Service Letter No. 324B describes the critical areas.)
(d) Replace or repair parts having any of the defects listed in paragraph (c) before further flight, and thereafter comply with the inspection requirements of paragraph (a) or (b), whichever is applicable. Make welding repairs and pressure test in accordance with Advisory Circular AC 43.13-1 or an FAA approved equivalent. Care should be exercised when reinstalling the exhaust system components to prevent distortion or preloading of parts.
This amendment becomes effective August 20, 1969.
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