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2000-16-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that currently requires repetitive inspections to detect cracking of the canted pressure bulkhead at fuselage station (FS) 1212, and repetitive inspections to detect cracking of the web at the fastener rows of the vertical stiffener-to-web; and repair or replacement of the web with a new web, if necessary. This amendment requires that the initial inspections be accomplished at a reduced threshold. This amendment is prompted by a report of fatigue cracking of the canted pressure bulkhead at FS 1212. The actions specified by this AD are intended to detect and correct fatigue cracking of the canted pressure bulkhead at FS 1212, which could result in blowout of a panel between adjacent stiffeners and consequent cabin depressurization.
88-15-08: 88-15-08 DE HAVILLAND: Amendment 39-5978. Applies to Model DHC-3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished in accordance with AD 85-11-01, Amendment 39-5071. To prevent disengagement of the folding utility seat forward leg from the floor mounting rail, which could result in hazards to seat occupants from an inadequately restrained seat during a crash, accomplish the following: (a) Within 50 hours time-in-service (TIS) after the effective date of this AD, and at subsequent intervals of 50 hours TIS, attempt to move the lower end of each leg sideways into the open part of the keyhole slot using as much force as can be exerted by hand. If the leg can be released from the keyhole slot, remove the seat from service until DeHavilland Modification No. 3/932 is incorporated. (This modification is contained in DeHavilland Service Bulletin No. 3/42, Revision A, dated September 18, 1987).(b) Repeat the check in Paragraph (a) of this AD each time the seats are moved from the stowed to deployed position. (c) The check required by Paragraph (b) of this AD may be accomplished by a flightcrew member, certificated under FAR 61 or FAR 63 rules, briefed on the procedure. NOTE: When the checks required by Paragraph (b) of this AD are accomplished by a flightcrew member pursuant to the restrictions specified in Paragraph (c) of this AD, maintenance records must be made as required by FAR 43.9 and those records must be maintained as required by FAR 91.173, 121.380, or 135.439 as applicable. (d) When Modification No. 3/932 is installed in accordance with the "ACCOMPLISHMENT INSTRUCTIONS" of DeHavilland S/B No. 3/42, Revision A, on each seat, subsequent checks required by this AD are no longer required. (e) An equivalent means of compliance may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the DeHavilland Aircraft Company of Canada, a Division of Boeing of Canada, Ltd, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5; Telephone (416) 633- 7310, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 85-11-01, Amendment 39-5071. This amendment, 39-5978, becomes effective on August 27, 1988.
90-03-09: 90-03-09 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6465. Docket No. 89- ASW-69. Applicability: All BHTI Model 205A and 205A-1 helicopters with retrofit kit, P/N 212- 704-129-101, installed (reference Bell Service Instructions 212-68, May 29, 1981); all Model 212 helicopters, S/N's 30501 through 30999, 31101 through 31273, 31275, 32101 through 32142, and 32201 through 32262 with T/R hub and blade assembly, P/N 212-011-701-001, installed; and all Model 412 helicopters, S/N's 33001 through 33118, 33120, and 33121; certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the tail rotor and subsequent loss of control of the helicopter, accomplish the following: (a) For the Model 412: (1) Within the next 20 hours' time in service after the effective date of this AD, and every 20 hours' time in service thereafter, until the requirements of paragraph (a)(2) have been accomplished, visually inspect the T/R trunnion bearing housing assembly, P/N 212- 011-716-1, for cracks in the end web. If cracks are present, remove and replace with a serviceable part before further flight. (2) Within the next 150 hours' time in service or within 60 days after the effective date of this AD, whichever occurs first, remove the T/R hub and blade assembly, P/N 212-011-701-1, and measure the end web thickness of the trunnion bearing housing, P/N 212- 011-716-1. Replace any housing with an end web thickness of 0.059 inches or less with a serviceable part. NOTE: Accomplishment of Bell Helicopter Alert Service Bulletin (ASB) 412-86-25, Revision "A", dated July 23, 1986, fulfills the requirements of paragraph (a). (b) For the Model 205A, 205A-1, and 212: (1) Within the next 25 hours' time in service after the effective date of this AD, and every 25 hours' time in service thereafter, until the requirements of paragraph (b)(2) have been accomplished, visually inspect the T/R trunnion bearing housing assembly, P/N 212- 011-716-1, for cracks in the end web. If cracks are present, remove and replace with a serviceable part before further flight. (2) Within the next 150 hours' time in service or within 60 days after the effective date of this AD, whichever occurs first, remove the T/R hub and blade assembly, P/N 212-011-701-1, and measure the end web thickness of the trunnion bearing housing, P/N 212- 011-716-1. Replace any housing with an end web thickness of 0.059 inches or less with a serviceable part. NOTE: For Models 205A, 205A-1, and 212, accomplishment of Bell Helicopter Alert Service Bulletins (ASB) 205-86-24 Revision "A" dated July 23, 1986, and ASB 212-86-39 Revision A, dated July 23, 1986, fulfills the requirements of paragraph (b). (c) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA, FortWorth, Texas. (d) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where removal and replacement of the affected trunnion bearing housing required by this AD may be accomplished. This amendment (39-6465, AD 90-03-09) becomes effective on February 13, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD's 86-16-11, issued August 14, 1986, and 86-17-09 and 86-17-10, issued August 21, 1986, which contained this amendment.
2015-21-03: We are removing Airworthiness Directive (AD) 2010-08-08, which applied to certain Airbus Model A330-243, -341, -342, and -343 airplanes. AD 2010-08-08 required deactivating the water scavenge automatic operation and revising the Limitations section of the airplane flight manual (AFM). We are also removing AD 2011-06-04, which applied to certain Airbus Model A330-243F airplanes. AD 2011-06-04 required revising the Limitations section of the AFM. We issued ADs 2010-08-08 and 2011-06-04 to prevent fuel flow restriction, caused by ice, resulting in a possible engine surge or stall condition, and the engine being unable to provide the commanded thrust. Since we issued AD 2010-08-08 and AD 2011-06-04, we received new data indicating that the water scavenge system (WSS) operation does not induce any risk of fuel feed system (including the engine) blockage by ice on the pipework or pump inlets. We have also determined that the risk of fuel flow restriction by ice at the fuel oil heatexchanger (FOHE) interface on airplanes equipped with Rolls-Royce Trent 700 engines is now addressed by a redesigned FOHE, which incorporates enhanced anti-icing and de- icing performance.
2015-20-13: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-28-161, PA-28-181, and PA-28R-201 airplanes. This AD requires inspecting the right wing rib at wing station 140.09 for cracks and taking necessary corrective action. This AD was prompted by a report of cracks found in the wing rib bead radius that were formed during production. We are issuing this AD to correct the unsafe condition on these products.
2000-13-03 R1: This document corrects information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. That AD also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects an error that resulted in the omission of a note, which informs operators of an alternative approved means of compliance for certain requirements. This correction is necessary to ensure operators are informed of this approved means of compliance.
2022-23-01: The FAA is superseding Airworthiness Directive (AD) 2020-04- 20, which applied to certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. AD 2020-04-20 required repetitive inspections of certain parts for discrepancies that meet specified criteria, and replacement as necessary; repetitive inspections of certain parts for damage and wear, and rework of parts; and electrical bonding checks of certain couplings. AD 2020-04-20 also required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. For certain airplanes, AD 2020-04-20 allowed a modification that terminates the repetitive inspections. This AD continues to require the actions in AD 2020-04-20, revises the applicability by adding airplanes, and requires, for certain airplanes, the previously optional rework and retrofit of certain parts of the fuel system. Doing the rework and retrofit terminates the retained initial and repetitive inspections in this AD. This AD was prompted by reports of wear on fuel couplings, bonding springs, and sleeves as well as fuel tube end ferrules and fuel component end ferrules, and by a determination that a more robust lightning ignition protection design is necessary. The FAA is issuing this AD to address the unsafe condition on these products.
46-01-01: 46-01-01 CESSNA: (Was Service Note 1 of AD-722-5.) Applies to all T-50 Aircraft. Improper flap chain operation, characterized by jumpy chain action, may lead to the chain jumping the idler and jamming. Improper operation is probably due to incorrect chain tension or excessively worn sprockets or both. The chain tension can be checked at the flap screw inspection opening by pressing the chains together at a point approximately 4 inches inboard of the flap screw sprocket. The distance between the chains should not be less than 1/4 nor more than 3/4 inch. The chain tension may be adjusted by means of the adjustable arm or the idler. The sprockets are considered excessively worn and should be replaced when the teeth are 1/2 the thickness of the sprocket web. In addition, the chain guard on the idler should be checked to make certain that it has not been bent or worn through. Inspect all chain links for cracks and replace any links that are found cracked. It is recommendedthat the chain be replaced every 1,000 hours. (Cessna Service Bulletin No. 100 dated July 13, 1945, covers this same subject.)
76-08-04: 76-08-04 BELLANCA: Amendment 39-2583 as amended by Amendment 39-2713. Applies to Bellanca Models: 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-30, 17-30A, 17-31, 17-31A, 17-31TC and 17-31ATC certificated in all categories. Compliance required as indicated. To detect deterioration in wood wing, accomplish Part I and Part II of Bellanca Aircraft Corporation Service Letter No. 87A dated April 12, 1976, as follows: (a) For airplanes which have been produced prior to the preceding eleven months comply with Part I within the next 10 hours time in service, or within the next 30 days, whichever occurs first after the effective date of this Airworthiness Directive, unless already accomplished. (b) Comply with Part II not later than 13 months after the effective date of this AD. (c) After the initial inspection specified in (a), comply with Part I at each annual inspection required by Federal Aviation Regulations Part 91. If wood deterioration is detected, repair mustbe accomplished in accordance with FAA Approved Standard Practice AC 43-13-1A or FAA approved equivalent and/or manufacturer's recommendations prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. The manufacturer's Service Letter No. 87A identified and described in this directive is incorporated herein pursuant to 5 U.S.C. 552 (a)(1). All persons affected by this directive who have not already received the documents from the manufacturer may obtain copies upon request from Bellanca Aircraft Corporation, Box 624, Municipal Airport, Alexandria, Minnesota 56308. These documents may also be examined at the office of Regional Counsel, Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquartersin Washington D.C. and at the Great Lakes Region Engineering and Manufacturing Branch, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 39-2583 became effective April 22, 1976. This amendment 39-2713 becomes effective September 9, 1976.
2000-16-05: This amendment supersedes an existing airworthiness directive (AD) that applies to Schweizer Aircraft Corporation (Schweizer) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D helicopters. That AD requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment reduces the applicability by specifying certain serial number tail rotor pitch control (pitch control) assemblies and shipping dates but adds the Schweizer Model TH-55A helicopter to the applicability. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified by this AD are intended to prevent failure of the shaft, loss of the tail rotor, and subsequent loss of control of the helicopter.