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2010-21-10: 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: * * * [F]uel leaks and failed fasteners [have been reported] in the region of the rear spar root joint attachment fitting at wing rib 2. * * * * * * * * The unsafe condition is stress corrosion failures in the region of the rear spar root joint attachment fitting at wing rib 2, which could lead to reduced structural integrity of the wing, and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-24-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series airplanes. This action requires installation of protection shields in the wheel bay of the main landing gear (MLG). This action is necessary to prevent water, ice or slush accumulation on the aileron quadrants and/or control cable pulleys in the wheel bay of the MLG during ground roll. Such water, ice or slush accumulation could subsequently freeze during the climb to cruise altitude and cause stiffness in the aileron controls, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-04-18: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, -200B, -200C, -200F, -300, -400, - 400D, and -400F series airplanes. This AD was prompted by reports of significant fuselage skin damage at certain parts of the dorsal fairing, due to wear from the dorsal fairing. This AD requires repetitive detailed inspections for wear and cracks of the fuselage skin under the dorsal fairing, and related investigative and corrective actions if necessary. This AD also requires repetitive post-repair external surface high frequency eddy current inspections of the blended areas of the skin and detailed inspections of the unrepaired areas, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fuselage skin damage of the dorsal fairing area, which could result in skin cracking and consequent depressurization of the airplane.
2000-24-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, and A321 series airplanes, that requires a revision to the Airplane Flight Manual; inspection to detect damage of the wiring and adjacent structure along the length of the fairing of the fuel boost pump; corrective actions, if necessary; and modification of the fuel pump wire and fairing. The actions specified by this AD are intended to prevent electrical arcing of the fuel boost pump wire, which could result in wing structural damage, fire, and/or fuel vapor explosion. This action is intended to address the identified unsafe condition.
2000-24-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires modification of the insulation blankets in the area surrounding the main external power ground studs. This action is necessary to prevent smoke and fire in the forward cargo compartment due to burn damage to the insulation blankets in the area surrounding the main external power ground studs. This action is intended to address the identified unsafe condition.
2000-24-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires relocating the B7-28 bus located in the upper main circuit breaker in the rear cockpit observer's station from the lower to the upper terminals of the circuit breakers in Row P. This action is necessary to prevent insufficient clearance and contact between the B7-28 bus and an adjacent panel, which could result in arcing damage, smoke, and/or fire in the upper main circuit breaker panel. This action is intended to address the identified unsafe condition.
2022-23-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, and AS332L2 helicopters. This AD was prompted by reports of a crack in the front upper hoist attachment fitting. This AD requires inspecting each affected hoist attachment fitting (fitting) and depending on the results, removing any cracked fitting from service and reporting information. This AD also prohibits installing an affected fitting unless the required actions are accomplished, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2000-24-16: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection of the one phase remote control circuit breaker (RCCB) in the main avionics compartment and center accessory compartment to determine its part number and serial number, and replacement of the RCCB with a certain RCCB, if necessary. This action is necessary to ensure that defective braze joints of certain latch assemblies of the RCCB are not installed on the airplane. Defective braze joints could fail and prevent the RCCB from tripping during an overload condition, which could result in a fire and smoke in certain wire bundles that are routed to and from the main avionics compartment or center accessory compartment. This action is intended to address the identified unsafe condition.
58-20-01: 58-20-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft P/N 20-360-1058-2 (Tail Wheel Retract Yoke). Compliance required at next regular inspection, but not later than December 1, 1958. Several P/N 20-360-1058-2 tail wheel retract yokes have been found cracked or broken. Many of these parts have had a radius at the base of the yoke of less than the required 0.120 inch. As a result of these failures, the subject parts must be inspected for the proper radius and magnetic particle, or equivalent inspection for cracks at the base of the yoke. Parts which have a radius at the base of the yoke of less than 0.110 inch or in which cracks are found, are considered unairworthy and must be replaced.
83-03-04: 83-03-04 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4562. Applies to all Model 206L and 206L-1 helicopters certificated in all categories that are equipped with emergency flotation equipment kits P/N 206-706-067-1, -5, -101, and 206-706-210-101, and - 103. Compliance is required within 150 hours' time in service after the effective date of this AD unless already accomplished in accordance with Service Bulletin 206L-81-21 or modified in accordance with Technical Bulletin 206L-82-84. To determine whether the shear heads in the float inflation valve assembly have been damaged by incorrect installation, accomplish the following: a. Disconnect the battery. NOTE: DO NOT DISCONNECT ELECTRICAL CONNECTOR TO THE SQUIB VALVE ON THE INFLATION VALVE AT THE CYLINDER ASSEMBLY. b. Remove the nitrogen gas from inflation cylinder, carefully bleeding off the gas through the Schrader inlet valve. CAUTION DO NOT ATTEMPT TO REMOVE THE SHEAR HEAD PISTON PINPRIOR TO REMOVAL OF THE NITROGEN GAS FROM THE CYLINDER. c. Carefully remove the shear head release piston pin. Visually inspect the pin, as removed, to determine if the position of the flat machined side of the piston pin faces the inlet end of the shear head machined groove (Ref. Figure 1, Bell Helicopter Textron Service Bulletin 206L-81-21, dated May 7, 1981). d. If the shear head release piston pin has been installed by rotating the pin 90 to 180 degrees, placing the round side of the pin against the inlet side of the shear head inlet groove, the pin has been incorrectly installed. e. If the shear head release piston pin is found installed incorrectly, remove the shear head from the valve body and discard. Install a new shear head and "0" rings. On installation, thread shear head into the valve body and torque to 20 foot-pounds, prior to installing the shear head release pin. Reinstall piston pin as described in paragraph f. f. If the shear head release piston pin is found correctly installed, place "0" ring in groove of piston pin and install piston pin part way into body with flat side on end of piston pin facing inlet port. Rotate piston pin 90 degrees and lightly push piston pin down into valve body until it bottoms out. While pushing on piston pin, rotate piston pin 90 degrees in the opposite direction. Piston pin should drop deeper into body. Flat side of piston pin must engage groove in shear head, with flat side facing inlet port. g. Refill cylinder with nitrogen. Check for leaks. Connect battery, and refer to appropriate service instruction. NOTE X-ray Inspection (Alternate Method) Where X-ray equipment is available, inspection of the valve assembly may be accomplished by use of X-ray pictures. Reference Figure 2, Bell Helicopter Textron Service Bulletin 206L-81-21 dated May 7, 1981, or FAA approved equivalent for examples of correct and incorrect piston pin installation in the valve assembly.This eliminates the need to bleed off the nitrogen and to disassembly the valve assembly. CAUTION DISCONNECT AND REMOVE THE SQUIB FROM THE VALVE ASSEMBLY PRIOR TO USE OF X-RAY. h. Equivalent means of compliance with the AD may be approved by the Manager, Aircraft Certification Division, Southwest Region, Fort Worth, Texas. This amendment becomes effective February 17, 1983.