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96-07-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111 series airplanes. This action requires modification of the splicing cap at nose forward Frame 8 by cold expansion of the fastener holes and installation of new oversize fasteners. This amendment is prompted by results of a full-scale fatigue test which revealed that fatigue cracking can initiate from these fastener holes. The actions specified in this AD are intended to prevent such fatigue cracking which, if not detected and corrected in a timely manner, could compromise the structural integrity of the fuselage and lead to rapid depressurization of the airplane.
89-08-10 R1: 89-08-10 McDONNELL DOUGLAS: Amendment 39-6185 as amended by Amendment 39-6236. \n\n\tApplicability: Model DC-9 and C-9 (Military) series airplanes, including Model DC-9-80 series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure of the empennage section, accomplish the following: \n\n\tA.\tFor airplanes equipped with dorsal fin two-piece attach angles, part numbers 5912188-27, -28, -29, and -30, accomplish the following: \n\n\t\t1.\tWithin 100 landings after May 17, 1982 (the effective date of Telegraphic AD T82-10-51-R1, later issued as Amendment 39-4481), visually inspect, from inside the airplane, the upper fuselage skin between longerons 4L through 4R for cracks in the area adjacent to the following fuselage stations appropriate to the model being inspected: \n\t\t\n\nSeries -10 and -20:\t\nFuselage Stations (FS) 901.400; \nSeries -30 and C9:\t \nFS 1080.400;\nSeries -40:\t\nFS 1156.400; \nSeries -50:\t\nFS 1251.400; and \nSeries -80:\t\nFS 1422.400. \n\t\n\t\t2.\tIf no cracks are found, accomplish the interim modification in accordance with McDonnell Douglas Service Sketch 3414, Revision D, dated May 11, 1982 (hereinafter referred to as 3414D), prior to the accumulation of 50 landings after June 7, 1982, for DC-9 and C-9 series aircraft, fuselage numbers 1 through 950; and prior to the accumulation of 400 landings from May 17, 1982, for all other affected airplanes. Verification that no cracks exist must be repeated immediately prior to accomplishment of the interim modification. The visual inspection required by paragraph A.1., above, must be repeated at intervals not to exceed 2,000 landings after the accomplishment of the interim modification. Prior to accumulating 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\t\t3.\tIf cracks are found, before further flight, accomplish the interim modification described in McDonnell Douglas Service Sketches 3413, Revision J, dated March 25, 1983 (hereinafter referred to as 3413J) and 3414D, and repeat the visual inspection required by paragraph A.1., above, thereafter at intervals not to exceed 2,000 landings. Prior to accumulating 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\tB.\tFor airplanes with dorsal fin one-piece attach angle, part number 5912188-5 or -6 accomplish the following: \n\n\t\t1.\tWithin 500 landings from May 17, 1982, for airplanes with less than 22,500 landings; and within 100 landings from May 17, 1982, for airplanes with 22,500 or more landings; conduct the visual inspections, from inside the airplane, in accordance with paragraph A.1., above. In addition, conduct a visual inspection of the dorsal fin attach angle, from the outside of the airplane, for cracks. \n\n\t\t2.\tIf no angle cracks are found, conduct an eddy current inspection of the angle in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-154, Revision 4, dated August 24, 1982; or conduct a dye penetrant inspection of the angle, within 1,000 additional landings, and thereafter at intervals not to exceed 3,000 landings, until the modification specified in paragraph D.1., below, is accomplished. \n\n\t\t3.\tIf skin cracks are found, before further flight, accomplish the modification described in McDonnell Douglas Service Sketch 3413J, and conduct eddy current inspections of the angle in accordance with paragraph B.2., above, thereafter at intervals not to exceed 3,000 landings, until the modification specified in paragraph D.1., below, is accomplished. \n\n\t\t4.\tIf dorsal fin attach angle cracks are found, accomplish the repair described in DC-9 Structural Repair Manual, Chapter 53-05, Figure 19, prior to the accumulation of 50 landings from June 7, 1982, for Model DC-9 and C-9 series airplanes, fuselage numbers 1 through 896; and prior to the accumulation of 400 landingsfrom May 17, 1982, for all other affected airplanes. Verification that no skin cracks exist must be repeated immediately prior to accomplishment of the repair. \n\n\t\t5.\tA dye penetrant or eddy current inspection of the angle in accordance with paragraph B.2., above, must be repeated at intervals not to exceed 3,000 landings after the accomplishment of the repair until the modification specified in paragraph D.1., below is accomplished. As an alternative to this procedure, accomplish the interim modification described in McDonnell Douglas Service Sketch 3414D, in accordance with the compliance schedule specified in paragraph B.4., above. The visual inspection required by paragraph B.1., above, must be repeated at intervals not to exceed 2,000 landings after the accomplishment of the interim modification. Prior to the accumulation of 4,000 landings from May 17, 1982, accomplish the modification specified in paragraph D.1., below. \n\n\tC.\tFor airplanes equipped with dorsal fin attach angle part number 5939711-1, -2, -501, -502, accomplish the following: \n\n\t\t1.\tPrior to the accumulation of 7,500 landings since installation of the above attach angle, or within 100 landings after August 19, 1988 (the effective date of telegraphic AD 88-17-51), whichever occurs later, unless previously accomplished within the last 2,000 landings, conduct a visual inspection of both angles, RH and LH, for cracks. \n\n\t\t 2.\tIf no angle cracks are found, conduct a visual inspection of the angle in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A53-223, dated November 30, 1988, (hereinafter referred to as ASB53-223), at intervals not to exceed 2,000 landings, until such time as the angles are replaced in accordance with paragraph D.1., below. \n\n\t\t3.\tIf dorsal fin attach angle cracks are found, before further flight, replace or modify cracked dorsal fin attach angle(s) in accordance with ASB53-223. \n\n\t\t4.\tIf skin cracks are found, before further flight, accomplish the modification in accordance with McDonnell Douglas Service Sketch 3413J. \n\n\tD.\tModification. \n\n\t\t1.\tReplacement or modification of the dorsal fin attach angle in accordance with ASB53-223, may be accomplished in lieu of the repetitive inspections required by paragraphs A., B., or C., above. \n\n\t\t2.\tUpon the accumulation of 30,000 landings after accomplishing the replacement or modification described in paragraph D.1., above, resume repetitive inspections in accordance with paragraph C., above, at intervals not to exceed 2,000 landings. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-00 (54-60). These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. \n\n\tThis AD supersedes two previously issued AD's: \n\n\t1.\tTelegraphic AD T82-10-51 issued May 5, 1982, as revised by Revision 1 dated May 17, 1982, Revision 2 dated June 7, 1982, and Revision 3 (Amendment 39-4481) which became effective on November 8, 1982. \n\n\t2.\tAirworthiness Directive 88-17-51 (Amendment 39-6016) which became effective on September 28, 1988, except tothose persons to whom it became immediately effective upon receipt of telegraphic AD T88-17-51 which was issued on August 19, 1988. \n\n\tAirworthiness Directive 89-08-10 (Amendment 39-6185) became effective on May 9, 1989. \n\n\tThis amendment (39-6236, a correction to AD 89-08-10) becomes effective on June 14, 1989.
51-14-01: 51-14-01 BEECH: Applies to All Models 35 and A35 Aircraft Equipped With Unmodified Adel 20653 Electric Fuel Pump Installation. Compliance was required as soon as possible, but in any event, not later than April 1, 1949. To prevent the possibility of air leakage into the airplane's fuel system through a leaking shaft seal of the unmodified 20653 pump, this pump and associated installation components are to be removed from the airplane. Aircraft equipped with a modified fuel booster pump installation, which consists of a modified Adel 20653 electric-driven fuel pump (identified by either a 1/8 inch red band around the pump body, or the suffix "H" in the pump serial number, in series with a modified Thompson TF-1100 engine-driven fuel pump (identified by a "2" or "M2" stamped after the TF-1100 on the nameplate)) installed in accordance with Beech Installation Instructions, revised March 31, 1949, are not affected by this Airworthiness Directive. (Beech Letter D-49-540 dated January 7, 1949, and Installation Instructions for the Model 35 Electric-Driven Auxiliary Fuel Pump, revised March 31, 1949, covers this same subject.) This supersedes AD 49-28-02.
2004-23-16: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems propeller assemblies, part numbers (P/Ns) B5JFR36C1101/114GCA-0, C5JFR36C1102/L114GCA-0, B5JFR36C1103/114HCA-0, and C5JFR36C1104/L114HCA-0, installed on BAE Systems (Operations) Limited Jetstream Model 4100 series airplanes. This AD requires a one- time eddy-current inspection of the propeller hub for cracks, and if necessary, replacing the propeller assembly. This AD results from three reports of cracked hubs. We are issuing this AD to detect cracked hubs, which could cause failure of the propeller hub and loss of control of the airplane.
2008-16-06: 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: Resulting from the assessment of fuel tank wiring installations required by SFAR 88 (Special Federal Aviation Regulation 88) and equivalent JAA/EASA (Joint Aviation Authorities/European Aviation Safety Agency) policy, BAE Systems identified two features in the Jetstream 4100 where the need for design changes was apparent. * * * Insufficient or defective bonding in the fuel tank area, if not corrected, could lead to ignition of fuel vapours and subsequent fuel tank explosion. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2023-02-06: The FAA is superseding Airworthiness Directives (ADs) 2005-15- 11, 2016-07-09, and 2018-19-24, which applied to all BAE Systems (Operations) Limited Model 4101 airplanes. AD 2005-15-11 required repetitive detailed and specialized inspections to detect fatigue damage in the fuselage, replacement of certain bolt assemblies, and corrective actions if necessary. AD 2016-07-09 required a revision of the maintenance or inspection program, as applicable. AD 2018-19-24 required a one-time detailed inspection of a certain fuselage frame and repair, if necessary, and a revision of the maintenance or inspection program, as applicable, to incorporate new or revised maintenance instructions and airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in ADs 2016-07- 09 and 2018-19-24 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
80-04-02: 80-04-02 PRATT & WHITNEY AIRCRAFT OF CANADA, LTD.: Amendment 39-3693. Applies to Pratt & Whitney Aircraft of Canada, Ltd. (P&WACL) PT6A-6A, -6B, -6/C20 and -20 turboprop engines. Compliance required within the next 10 hours in service after the effective date of this AD unless already accomplished and every time the propeller reversing interconnect linkage is disconnected. To insure adequate engagement of push-pull control terminal P/N 3010175 into the clevis P/N 3010622 or 3012419, inspect for a maximum of three threads outside the locknut. If more than three threads are visible, re- rig the linkage in accordance with P&WACL Maintenance Manual, P/N 3015422 Part 3, Paragraph 91 and the appropriate aircraft maintenance manual or equivalent inspection or procedure. For clevises incorporating witness holes, a safety wire inserted through one hole should not be able to exit through the opposite hole. Where the safety wire passes through both holes, re-rig in accordance withP&WACL Maintenance Manual, P/N 3015422 Part 3, Paragraph 91 and the appropriate aircraft maintenance manual or equivalent inspection or procedure. Aircraft may be flown to a base for performance of maintenance required by this AD per FAR 21.197 or FAR 21.199. All equivalent inspections and procedures must be approved by the Chief, Engineering & Manufacturing Branch of the Eastern Region of the FAA. (DeHavilland Service Bulletin Nos. A6/387 and ATB/50 pertain to this subject.) This amendment is effective February 8, 1980.
2000-04-07: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace BAe Model ATP airplanes, that requires a one-time detailed visual inspection to detect incorrect installation or discrepancies (damage, bending, overheating, discoloration) of the circuit breaker and the cable terminations of the circuit breaker of the engine de-ice panel. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the engine intake de-icing system, which could result in loss of engine intake de-icing capability, accretion of ice in the intake duct, ice ingestion, and consequent engine flameout.
2004-23-17: The FAA is adopting a new airworthiness directive (AD) to supersede Airworthiness Directive 91-03-15, which applies to certain Mooney Airplane Company, Inc., (Mooney) Model M20M airplanes. AD 91-03- 15 currently requires you to replace the tailpipe coupling with improved tailpipe coupling. Since we issued AD 91-03-15, a fire erupted in the lower left cockpit area on one of the airplanes affected by AD 91-03-15. The V-clamp that attaches the exhaust tailpipe to the turbocharger fell off, which allowed the exhaust tailpipe to detach from the turbocharger. Hot exhaust gases from the turbocharger outlet blasted the lower left firewall. This AD requires you to replace the existing radiant heat shield with the new improved design heat shield, deflector kit; replace the existing exhaust tailpipe-to-turbocharger V- band clamp with the new design V-band clamp; and modify the hydraulic brake fluid poly line. We are issuing this AD to prevent the V-clamp from detaching from the turbocharger and to prevent exposure of the firewall to hot exhaust gases, which could result in an in-flight fire. An in-flight fire could lead to loss of control of the airplane and passenger injury.
2000-04-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Hoffmann Propeller Co. HO27( ) and HO4/27 series propellers. This action requires installing improved propeller mounting bolts to a higher torque value, operating the airplane for one flight, checking the torque, and retorquing, as required, to the correct torque value. This amendment is prompted by reports of insufficient torque of propeller mounting bolts due to operating conditions, loads, and environmental conditions such as humidity and temperature. The actions specified in this AD are intended to prevent propeller mounting bolt failure, which could result in propeller separation and loss of control of the airplane.