Results
92-16-51: 92-16-51 EMBRAER: Amendment 39-8355. Docket No. 92-NM-152-AD. Applicability: All Model EMB-120 series airplanes, certificated in any category. To prevent an inoperative backup flight idle stop system and potential engine failure, accomplish the following: (a) Within 5 days after the effective date of this AD, and thereafter prior to the first flight of each day, accomplish paragraph (a)(1) or (a)(2) of this AD, as applicable: (1) For airplanes on which an inspection window has been installed on the left lateral console panel that permits visibility of the flight idle stop solenoid circuit breakers: Using an appropriate light source, perform a visual check to verify that both "FLT IDLE STOP SOL" circuit breakers CB0582 and CB0583 for engine 1 and engine 2 are closed. NOTE 1: This check may be performed by a flight crew member. NOTE 2: Instructions for installation of an inspection window can be found in EMBRAER Information Bulletin 120-076-0003, dated November 19, 1991; or EMBRAER Service Bulletin 120-076- 0014, dated July 29, 1992. (2) For airplanes on which an inspection window has not been installed on the left lateral console panel: Perform a visual inspection to verify that both "FLT IDLE STOP SOL" circuit breakers CB0582 and CB0583 for engine 1 and engine 2 are closed. (b) As a result of the check or inspection performed in accordance with paragraph (a) of this AD: If circuit breakers CB0582 and CB0583 are not closed, prior to further flight, reset them and perform the functional test specified in paragraph (c) of this AD. (c) Within 5 days after the effective date of this AD and thereafter at intervals not to exceed 75 hours time-in-service, or immediately following any maintenance action where the power levers are moved with the airplane on jacks, conduct a functional test of the backup flight idle stop system for engine 1 and engine 2 by performing the following steps: (1) Move both power levers to the "MAX" position. (2) Turn the aircraft power select switch on. (3) Open both "AIR/GROUND SYSTEM" circuit breakers CB0283 and CB0286 to simulate in-flight conditions with weight-off-wheels. Wait for at least 15 seconds, then move both power levers back toward the propeller reverse position with the flight idle gate triggers raised. Verify that the power lever for each engine cannot be moved below the flight idle position, even though the flight idle gate trigger on each power lever is raised. (4) If the power lever can be moved below the flight idle position, prior to further flight, restore the backup flight idle stop system to the configuration specified in EMBRAER Service Bulletin 120-076-0009, Change No. 4, dated November 1, 1990, and perform a functional test. NOTE: If the power lever can be moved below flight idle, this indicates that the backup flight idle stop system is inoperative. (5) Move both power levers to the "MAX" position. (6)Close both "AIR/GROUND SYSTEM" circuit breakers CB0283 and CB0286. Wait for at least 15 seconds, then move both power levers back toward the propeller reverse position with the flight idle gate triggers raised. Verify that the power lever for each engine can be moved below the flight idle position. (7) If either or both power levers cannot be moved below the flight idle position, prior to further flight, inspect the backup flight idle stop system and the flight idle gate system, and accomplish either paragraph (c)(7)(i) or (c)(7)(ii) of this AD, as applicable: (i) If the backup flight idle stop system is failing to disengage with weight- on-wheels, prior to further flight, restore the system to the configuration specified in EMBRAER Service Bulletin 120-076-0009, Change No. 4, dated November 1, 1990. (ii) If the flight idle gate system is failing to open even though the trigger is raised, prior to further flight, repair in accordance with the EMBRAER Model EMB-120maintenance manual. (8) Turn the power select switch off. The functional test is completed. (d) Within 10 days after accomplishing the initial visual inspection/check and initial functional test required by paragraphs (a) and (c) of this AD, report the results of those tests, positive or negative, to the Manager, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349; fax (404) 991-3606. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (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, Atlanta ACO, FAA, Small 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, Atlanta ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. (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 restoration procedure shall be done in accordance with EMBRAER Service Bulletin 120-076-0009, Change No. 4, dated November 1, 1990. 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 EMBRAER Aircraft Corporation, 276 SW. 34th Street, Fort Lauderdale, Florida 33315. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on September 23, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T92-16-51, issued July 29, 1992, which contained the requirements of this amendment.
90-20-01: 90-20-01 FUJI HEAVY INDUSTRIES LTD: Amendment 39-6724. Docket No. 90-CE-22-AD. Applicability: Model FA-200 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD after the effective date of this AD, unless already accomplished. To preclude the loss of control of the airplane, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) and every 100 hours TIS thereafter: (1) Inspect the gust lock pin holes in accordance with FUJI Service Bulletin (S/B) No. 200-008, Revision B, dated May 30, 1989, for burrs and cracks in and around the gust lock pin holes using a 10x magnifying glass. Before further flight: (i) Remove burrs in accordance with the instructions of S/B No. 200-008, Revision B; and (ii) If cracks are found, replace the control column with a serviceable airworthy unit. (2) Inspect the rudder control system in accordance with S/B No. 200-002, Revision C, dated June 5, 1989. Before further flight: (i) Adjust and/or modify rudder stop clearance if required in accordance with the instructions in S/B No. 200-002, Revision C. (ii) Adjust the brake master cylinder rod length in accordance with the instructions in S/B No. 200-002, Revision C. (iii) If the brake link over centers when a force of less than 44 lbs. (20 kg) is applied, replace the defective parts in accordance with the instructions in S/B No. 200-002, Revision C, and retest. (b) Upon incorporating an improved control column in accordance with FUJI Technical Bulletin (T/B) No. 200-020, dated May 30, 1989, the repetitive inspections of the control column specified in paragraph (a)(1) of this AD may be discontinued. (c) Upon incorporation of T/B No. 200-022, dated June 5, 1989; (1) The inspection interval for verifying the cylinder rod length specified in paragraph (a)(2)(ii) of this AD may be increased to 1,000 hours TIS; and, (2)The repetitive brake link over-centering test specified in paragraph (a)(2)(iii) of this AD may be discontinued. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Los Angeles Aircraft Certification Office, 3229 E. Spring St., Long Beach, California 90806-2425; Telephone (213) 988-5200. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to FUJI Heavy Industries, Ltd., Subaru Building, Shinjuku, Tokyo, Japan; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6724, AD 90-20-01) becomes effective on October 22, 1990.
87-25-51: 87-25-51 AEROSPATIALE: Amendment 39-5828. Applies to all Model ATR-42 airplanes, certificated in any category. Compliance is required within the next 10 hours time-in-service, unless previously accomplished. To prevent loss of aileron control due to autopilot servo freezing, accomplish the following: A. Modify the autopilot roll actuator, part number 7002260-922, in accordance with paragraphs 2a, 2b, 2c, 2d, 2f, and 2g of Honeywell, Inc., Sperry Commercial Flight Systems Group, Service Bulletin 21-1987-063, dated October 20, 1987. In performing this modification, ensure that foreign debris does not enter the internal portions of the actuator. B. Inspect all ATR-42 autopilot roll actuators, part number 7002260-922, to ensure that the rubber plug (part number 7013335) has not been installed in the drain hole. C. An alternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety and which has the concurrence of an FAAPrincipal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 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 Toulose Cedex 03, France, These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment was effective earlier to all recipients of telegraphic AD T87-25-51, dated December 4, 1987. This amendment 39-5828 becomes effective February 4, 1988.
2012-13-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by several reports of electrical arcs at terminal ''A'' of the electrically heated flight deck window 1. This AD requires repetitive inspections for damage of the electrical connections at terminal ''A'' of the left and right flight deck window 1, and corrective actions if necessary. This AD also allows for replacing a flight deck window 1 with a new improved flight deck window 1 equipped with different electrical connections, which would terminate the repetitive inspections for that window. We are issuing this AD to prevent smoke and fire in the cockpit, which could lead to loss of visibility, and injuries to or incapacitation of the flight crew.
98-05-17: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model SA-365N, SA-365N1, AS-365N2, and SA-366G1 helicopters. This action requires inspecting for rotational play or looseness of the outboard fin attachment studs (studs) and washers (if washers are present); inspecting each stud for incremental rotational movement or pure rotation; and if there is rotational play or looseness of any individual stud, performing a dye-penetrant inspection for cracks on each stud utilized in the installation. This amendment is prompted by a report of an outboard fin separating from the helicopter during flight, and several reports of loose outboard fins in service. This condition, if not corrected, could result in an outboard fin separating and contacting the rotor blades during flight, and subsequent loss of control of the helicopter.
59-17-04: 59-17-04 COLONIAL: Applies to All Models C-1 and C-2 Aircraft. Compliance required within the next 10 hours but not later than October 15, 1959, and at each 100 hours thereafter. Due to failures in service, remove, inspect, and replace, if damaged, the two AN 4 bolts attaching the wing rear spar to the hull on each side at hull Station 138. The bolts are located adjacent to the inboard flap hinge and are accessible through the wheel wells. Remove only one bolt per side at a time and replace before removing the other bolt. The torque applied to these bolts shall not exceed 70 inch-pounds.
86-25-01: 86-25-01 COLLINS AVIONICS DIVISION/ROCKWELL INTERNATIONAL: Amendment 39-5502. Applies to Model 51RV-4 VOR-ILS Navigation Receivers, Part Number 622-3255-XXX, Serial Number 5960 thru and including 7277, certificated to the applicable requirements of Technical Standard Orders C34c, C36c and C40a. Compliance: Required as indicated in the body of this AD unless already accomplished. To prevent deviation output signal oscillation that may cause undetected erroneous VOR and ILS localizer deviation display, flight director commands, and/or autopilot tracking, accomplish the following: (a) For Model 51RV-4 navigation receivers not installed in an aircraft, prior to further use, modify the unit in accordance with the instructions contained in Collins Alert Service Bulletin A22 dated November 25, 1986. (b) For Model 51RV-4 navigation receivers installed in an aircraft, accomplish the following: (1) For installations approved for Category II, III, and/or autoland operations; within three calendar days after the effective date of this AD, fabricate and install on the instrument panel adjacent to the receiver control head and visible to the pilots the following placard using letters of a minimum 0.10 inch in height: "CATEGORY II/III/AUTOLAND: (as appropriate) "OPERATIONS PROHIBITED." and operate the aircraft accordingly. The placard required by this paragraph may be installed by the holder of a pilot certificate issued by the FAA and valid for the aircraft in which the equipment is installed. (2) Within three calendar days after the effective date of this AD, fabricate and install on the instrument panel adjacent to the receiver control head and visible to the pilots the following placard using letters of a minimum 0.10 inch in height: "AP/FD NOT TO BE COUPLED TO VOR/LOC." and operate the aircraft accordingly. The placard required by this paragraph may be installed by the holder of a pilot certificate issued by the FAA and valid for the aircraft in which the equipment is installed. (3) Within three calendar days after the effective date of this AD, unless already verified within the preceding two calendar days prior to the effective date of this AD; verify localizer centering using a calibrated reference signal or operational ILS localizer signal. This test may be accomplished by alignment of the aircraft on the centerline of a runway served by an ILS signal and observing the HSI (CDI) centering is within two needlewidths of center. Verify VOR centering by using a calibrated reference signal or approved VOR test location (VOT) and observing the HSI (CDI) centering is within plus/minus 2 1/2 degrees. These tests must be accomplished with the receiver installed in the aircraft in its normal configuration. If either test produces unsatisfactory results, the navigation receiver must be removed from service. These tests may be accomplished by the holder of a pilot certificate issued by the FAA and valid for the aircraft in which the equipment is installed. (4) Within 30 calendar days after the effective date of this AD, modify the effected receiver in accordance with the instructions contained in Collins Alert Service Bulletin A22 dated November 25, 1986, or replace with a serviceable unit. (5) Upon modification of the navigation receiver in accordance with the instructions contained in Collins Alert Service Bulletin A22 dated November 25, 1986, the requirements of paragraphs (b)(1), (b)(2), and (b)(3) of this AD no longer apply. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 under visual meteorological conditions to a location where this AD can be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Collins Avionics Division, 400 Collins Road NE, Cedar Rapids, Iowa 52498; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 6, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated December 5, 1986, and is identified as AD 86-25-01.
84-12-04: 84-12-04 MITSUBISHI: Amendment 39-4883. Applies to Models MU-2B, -10, -15, 20, 25, -26, -26A, -30, -35, 36, 36A, 40, and -60 Serial Numbers 1 up to and including 1564 with or without the SA suffix airplanes certificated in any category. NOTE: The serial numbers of airplanes manufactured in the United States by Mitsubishi Aircraft International, Inc. (MAI) are suffixed by "SA." The serial numbers of airplanes manufactured in Japan by Mitsubishi Heavy Industries, Ltd. (MHI) have no suffix. Compliance: Required as indicated, unless already accomplished. To prevent malfunction of the engine air inlet anti-ice system, accomplish the following: (a) Within the next 25 hours time-in-service after the effective date of this AD, install on the main instrument panel, in full view of the pilot, a temporary placard, having letters at least 0.10 inch high, which reads as follows: "FLIGHT INTO KNOWN ICING IS PROHIBITED." (b) Within the next 100 hours time-in-service after the effective date of this AD, retorque and lockwire safety the bleed air tubing coupling nuts: (1) On the MHI airplanes, in accordance with the instructions contained in Mitsubishi MU-2 Service Bulletin No. 196A, dated April 12, 1984, and (2) On the MAI airplanes in accordance with the instructions contained in Mitsubishi Aircraft International, Inc., MU-2 Service Bulletin No. 047/30-001 dated February 20, 1984. (c) When paragraph (b) of this AD has been accomplished, the placard specified in paragraph (a) is no longer required and shall be removed from the airplane. (d) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD may be used on the MHI airplanes, if approved by the Manager, Western Aircraft Certification Office, ANM-170W, Federal Aviation Administration, P.O. Box 92007, Worldway Postal Center, Los Angeles, California90009, and on the MAI airplanes, if approved by the Manager, Airplane Certification Branch, ASW-150, Federal Aviation Administration, Southwest Region, P.O. Box 1689, Fort Worth, Texas 76101. This amendment becomes effective on June 28, 1984.
2012-13-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-200B, 747- 200C, 747-200F, 747-400F, 747SR, and 747SP series airplanes, without a stretched upper deck or stretched upper deck modification. That AD currently requires repetitive inspections for cracks of each affected tension tie and of the surrounding structure, and related investigative and corrective actions if necessary. This new AD requires, for certain airplanes, modifying the tension tie structure or tension tie and frame structure at certain stations; and a post-modification inspection of the modified area and post-modification repetitive inspections of the unmodified area, and repair if necessary. Doing the modification would terminate the repetitive inspection requirements in the existing AD. This AD reduces the compliance time and adds inspections for certain airplanes. This AD was prompted by reports that certain airplanes have tension ties thatare susceptible to widespread fatigue damage. This AD also results from reports of cracks on the forward and aft tension tie channels at station (STA) 740 and STA 760, and a determination that initial inspection intervals need to be reduced. We are issuing this AD to prevent tension ties from becoming severed or disconnected from the frames, which could lead to rapid in-flight decompression.
98-05-14: This amendment adopts a new airworthiness directive (AD) that applies to Cessna Aircraft Company Models T210N, P210N, and P210R airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.