Results
2001-26-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2 series airplanes and Model A300 B4-2C, B4-103, and B4-203 series airplanes, that requires identifying the types and areas of repairs on the airplane between frame 10 and frame 80, and performing follow-on actions for certain repairs. These actions are necessary to detect and correct fatigue cracking of certain repairs of the fuselage between frame 10 and frame 80, which could result in reduced structural integrity of the airplane. These actions are intended to address the identified unsafe condition.
2001-26-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger-to a cargo-carrying ("freighter") configuration. This amendment requires, among other actions, modification of the main deck cargo door structure and fuselage structure; modification of a main deck cargo door hinge; modification of the main deck cargo floor; and installation of a main deck cargo 9g crash barrier. These actions are necessary to prevent opening of the cargo door while the airplane is in flight or collapse of the main deck cargo floor, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage. These actions are intended to address the identified unsafe condition.
74-03-04: 74-03-04 GENERAL DYNAMICS: Amdt. 39-1781. Applies to Model 240 series and T- 29B airplanes including those modified for Turbo-propeller power per STC SA1054WE certificated in all categories. Compliance required as indicated. To detect cracks in the Pilot and Copilot direct vision window frame castings, P/N's 240- 3110314-6 and -7 (hereinafter referred to as the casting) which could result in failure in flight and consequent rapid decompression, accomplish the following: (a) Inspect each casting with 4500 or more hours' time in service on the effective date of this AD for cracks in accordance with (c), below, within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 750 hours' time in service, and thereafter at intervals not to exceed 1000 hours' time in service from the last inspection. (b) Inspect each casting with less than 4500 hours' time in service on the effective date of this AD for cracks inaccordance with (c), below, prior to the accumulation of 4750 hours' time in service and thereafter at intervals not to exceed 1000 hours' time in service from the last inspection. (c) Inspect the castings in accordance with Paragraph 2B of General Dynamics Service Bulletin 600 (240D), S.B. No. 53-2A, dated December 21, 1973, or later FAA-approved revisions, or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) If a crack is found, comply with (1) or (2), below, as appropriate: (1) If the crack completely severs the frame at any point, replace the casting with a new part, P/N 240-3110314-6 or -7, prior to further flight, except that the airplane may be flown with a zero differential cabin pressure in accordance with FAR 21.197 to a base where the replacement can be accomplished. (2) If the crack does not completely sever the frame at any point, replace the casting with a new part, P/N 240-3110314-6 or -7, within 250 hours' time in service after crack discovery, except that, until such time as the casting is replaced, the following shall apply: (i) The airplane must be operated at a zero differential cabin pressure. (ii) Prior to take off after crack discovery, an operating limitation in the form of a placard must be installed in clear view of the pilot stating: "Operation Limitation. Pressurized Flight Prohibited." (e) Operators who have not kept records of hours' time in service of individual castings shall substitute hours' time in service of the airplane in lieu thereof. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the compliance times herein if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective on February 4, 1947.
2001-26-06: This amendment adopts a new airworthiness directive (AD) that is applicable to CFE Company model CFE738-1-1B turbofan engines. This action requires the removal of certain fan rotor disks from service. This amendment is prompted by a report from a forging manufacturer, of a metallurgical inclusion (contaminant) found in a forging made from a certain ingot of titanium. Fan rotor disks for model CFE738-1-1B engines have been manufactured from this same ingot and are suspect for metallurgical inclusions. The actions specified in this AD are intended to remove from service affected fan rotor disks, which if not removed, could result in uncontained engine failure and damage to the airplane.
74-24-03: 74-24-03 BEECH: Amendment 39-2016. Applies to the following models and serial numbered airplanes if equipped with either Grimes P/N 30-0467-1 or Grimes P/N 30-0467-3 strobe light assemblies: F33A, Serials CE-436 through CE-537 V35B, Serials D-9468 through D-9692 A36, Serials E-424 through E-603, E-605 through E-607 95-B55 and 95-B55A, Serials TC-1526 through TC-1804 and TC-1806 through TC-1811 E55 and E55A, Serials TE-904 through TE-1000, TE-1002 and TE-1003 58 and 58A, Serials TH-303 through TH-482, and TH-484 through TH-527 A60 and B60, Serials P-223 through P-307, P-309 and P-310 70, Serial LB-35 B80, Serials LD-441 through LD-490 C90, Serials LJ-502 through LJ-643 E90, Serials LW-1 through LW-117 B99, Serials U-152 through U-159 100 and A100, Serials B-52 through B-204 200, Serials BB-1 through BB-14, BB-16 through BB-21, and BB-29 Compliance: Required as indicated, unless already accomplished. A. To preclude possible ignition of flammablefluids or vapors by arcing between the strobe lights and the aircraft structure, within the next 25 hours' time in service after the effective date of this AD, deactivate the strobe light system in accordance with Beech Service Instruction No. 0655-362, Rev. I, or later approved revisions and add a temporary placard near the strobe light switch stating "STROBE LIGHT SYSTEM DEACTIVATED". This requirement is only applicable until the strobe light system is modified per Paragraph B of this AD. B. To assure proper electrical bonding of the Grimes Strobe light P/N 30-0467-1 or P/N 30-0467-3, to the aircraft structure so as to eliminate a possible ignition source in an area where fuel/fuel vapor can exist, on or before July 1, 1975, modify the strobe light system in accordance with Beech Service Instructions No. 0655-362, Rev. I, or later approved revisions. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA,Central Region. If an airplane has been modified by the aircraft manufacturer in accordance with Paragraph B above and the aircraft manufacturer has made an entry in the aircraft permanent maintenance record that the modification was "in accordance with AD 74-20-11, as amended", or words to that effect, such modification meets the requirements of Paragraph B of this AD. This AD supersedes Amendment 39-1980, AD 74-20-11. This amendment becomes effective November 22, 1974.
2017-15-07: We are superseding airworthiness directive (AD) 2017-04-51 for all Safran Helicopter Engines, S.A., Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. AD 2017-04-51 required inspecting, wrapping, and replacing the affected drain valve assembly (DV) installed on these Arriel 1 engines. This AD requires inspecting and wrapping affected DVs and replacing those DVs found to be defective. This AD eliminates the terminating action that existed under AD 2017-04-51 and reduces the population of affected parts. This AD was prompted by reports of additional fuel leaks originating from the DV on certain Arriel engines. We are issuing this AD to correct the unsafe condition on these products.
50-32-01: 50-32-01 CONTINENTAL: Applies to All Airplanes Equipped With Continental Model E185-3 Engines Serially Numbered 4514-D and Below, E185-1 Engines Serially Numbered 4566-D and Below and E165-2 Engines Serially Numbered 10025 and Below. This Includes Navion, Beech Model 35 and Temco (Luscombe) Model 11A Airplanes. Compliance required each 10 hours of operation as indicated. AD 49-02-04 describes an inspection procedure to preclude the possibility of sudden oil pump failure (and almost immediate complete engine failure resulting therefrom) due to shearing of the square corners of the oil pump drive gear shaft. There have been a few recent oil pump failures which could have been avoided by continuation of periodic wear checks of the oil pump drive until the related parts are proven satisfactory by teardown inspection and/or replacement. Therefore, the following should be accomplished on all engines in the serial number ranges indicated above which have not already complied withContinental Service Bulletin No. M48-15: Remove tachometer drive cable and insert tapered flat end of Continental Drive Fit Indicator flat end of Continental Drive Fit Indicator (P/N 530757) in slot of tachometer drive shaft, tapping slightly to be sure it is tight in place. By holding the graduated indicator with one finger, and moving the bar with another, a reading (in degrees) of total backlash is obtained. Total backlash should not exceed 15 degrees. If total backlash does not exceed 15 degrees, the wear check should be repeated at 10-hour intervals until the engine is overhauled and oil pump parts are dimensionally inspected and/or replaced, to determine whether or not excessive wear is accumulating. An accumulation of an additional 5 degrees indicated wear in 20 hours, over the original reading, whether a total of 15 degrees is reached or not, is sufficient to warrant replacement of parts as hereafter noted. A reading of more than 15 degrees on the indicator indicates excessive wear, a potential failure, and requires immediate replacement of worn parts prior to further operation of the airplane. Parts affected include the oil pump drive gear, oil pump housing, accessory case, and cam gear. The cam gear need not be replaced if concentricity check shows total runout of square holes to be less than 0.004 inch. At the time of major overhaul (or first disassembly), oil pump drive parts as per Continental Service Bulletin No. M48-15, should be checked and replaced if necessary. These parts are the oil pump drive gear and cam gear. The wear check can be made at any Continental Authorized Service Station, and involves only a few minutes for accomplishment. (Continental Service Bulletins Nos. M48-14, with supplements Nos. 1 and 2, and M48-15, cover this same subject.) This supersedes AD 49-02-04.
87-16-11: 87-16-11 BEECH AIRCRAFT CORPORATION: Amendment 39-5709. Applies to Model 58 (S/N's TH-1389, TH-1396, TH-1397, TH-1403, TH-1407 through TH-1410, TH-1412, TH-1414, TH-1416, TH-1420 through TH-1423, TH-1425, TH-1427, TH-1430, TH-1434, TH-1438, TH-1440, TH-1442, TH-1443, TH-1445, TH-1447, TH-1451, TH-1452, TH-1456, TH-1457, TH-1459, TH-1462, TH-1463, TH-1466, TH-1468, TH-1472 through TH-1474, TH-1477, TH-1478, TH-1481, TH-1483, TH-1485, TH-1490, TH-1492, TH-1495 through TH-1497, TH-1499, TH-1500, TH-1502 and TH-1506) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless previously accomplished. To preclude the loss of stall warning capability in icing conditions, accomplish the following: (a) Within the next 25 hours time-in-service (unless the inspection and relay installation requirements of paragraph (c) have been accomplished): (1) Fabricate and install on the instrument panel in clear view of thepilot the following placard using letters of a minimum of 0.10 inch in height: "FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED". (2) Place a copy of this AD in the Limitation Section of Pilot's Operating Handbook (POH) and FAA Approved Airplane Flight Manual (AFM). (3) Cover the airplane operating placard statement, "This airplane approved for flight in icing conditions" with opaque tape. (4) Operate the airplane in accordance with this limitation. (b) The requirements of paragraph (a) of this AD may be accomplished by the owner/operator on any airplanes which are not used under Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (c) Within the next 100 hours time-in-service after the effective date of this AD, inspect and, if necessary, modify the stall warning heater circuit in accordance with the instructions in Beechcraft Mandatory Service Bulletin No. 2180,dated June 1987. (d) The requirements and limitations of paragraph (a) of this AD do not apply to airplanes that have been inspected and modified as required per paragraph (c) of this AD. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) 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; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5709, becomes effective on September 1, 1987.
2017-15-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of uncommanded altitude display changes in the mode control panel (MCP) altitude window. This AD requires replacing the existing MCP with a new MCP having a different part number. We are issuing this AD to address the unsafe condition on these products.
2001-25-10: This amendment adopts a new airworthiness directive (AD) that supersedes Airworthiness Directive (AD) 99-19-32, which applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. AD 99-19-32 currently requires you to inspect the flap actuator internal gear system for correct end-play and backlash measurements and accomplish any corrective adjustments, as necessary. Pilatus has identified modifications for the flap system and designed and manufactured a new flap control and warning unit (FCWU) that permits the flap power drive-unit circuit breaker to close during flight. This AD requires you to modify the flap control wiring and install a flap power drive-unit field control panel. The actions specified by this AD are intended to allow the flap power drive-unit circuit breaker to close during flight and prevent current surges in the flap control system. If the pilot cannot close the circuit breaker during flight, the flight control and warning unit (FCWU) would not sense a worn actuator. Current surges in the flap control system could decrease the electrical life of the flap power drive-unit motor contactor. Both conditions have the potential for flap system failure with consequent reduced or loss of control of the airplane.