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80-08-02: 80-08-02 BOEING: Amendment 39-3738. Applies to all Model 747 series airplanes certificated in all categories equipped with General Electric CF6 or Pratt and Whitney JT9D-3, - 7, engines. Compliance required within 300 landings after the effective date of this AD unless already accomplished. Inspect diagonal braces as follows: \n\n\tA.\tMeasure the outboard engine strut diagonal brace forward clevis root area wall thickness. If root wall thickness is 0.350 inch or greater, no further action is required. If the wall thickness is less than 0.350 inch, penetrant inspect the area for cracks, in accordance with Boeing Service Bulletin 747-54-2070. If cracks are found, prior to further flight replace brace or rework in accordance with paragraph B of this AD. \n\n\tB.\tParts cracked within the limits of paragraph III of Boeing Service Bulletin 747-54- 2070 may be reworked as noted therein. Parts with cracks exceeding these limits must be replaced or reworked in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n\n\tC.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the compliance times if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tThis AD may be amended in the future to require a repeat inspection interval or terminating action.\n \n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective April 17, 1980.
78-20-07: 78-20-07 BELL: Amendment 39-3303. Applies to Bell Models 204B and 205A-1 helicopters equipped with fittings, P/N 204-012-102-5, and model 212 helicopters equipped with fittings, P/N 212-010-103-5, certificated in all categories. Compliance required as indicated. To prevent possible failure of a fitting as a result of a crack in the thrust shoulder radius, accomplish the following: (a) Remove main rotor inboard strap fittings with 1,100 or more hours total time in service on the effective date of this airworthiness directive (AD) within 100 hours time in service. (b) Remove main rotor inboard strap fittings with less than 1,100 hours total time in service on the effective date of this AD, prior to attaining 1200 hours' total time in service. (c) The retirement time of the fittings P/N 204-012-102-5 and 212-010-103-5 is reduced from 3,000 to 1,200 hours time in service. This amendment is effective October 25, 1978.
2021-09-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by manufacturing design changes to certain metallic support panel assemblies installed in the flight deck, which resulted in insufficient electrical bonding of the panels and consequent insufficient electrical grounding of installed equipment. This AD requires modification of the electrical bonding of these assemblies to provide sufficient electrical grounding for equipment installed in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.
2010-24-04: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Model S-92A helicopters that currently requires cleaning and inspecting each main gearbox (MGB) assembly mounting foot pad and rib for a crack and corrosion. If you do not find a crack, the AD requires applying a corrosion preventive compound. If you find a crack, the AD requires replacing the MGB before further flight. If you find corrosion, bubbled paint, or paint discoloration, the AD requires you to repair the MGB before further flight. This amendment retains the current requirements and expands the applicability to include another part-numbered MGB assembly and MGB housing. This amendment is prompted by the need to expand the applicability to include another MGB assembly and MGB housing that is prone to the same cracks and corrosion as the MGB listed in the current AD. The actions specified by this AD are intended to prevent the loss of the MGB and subsequent loss of control of the helicopter.
2004-03-34: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes, that requires replacing existing screw, nut, and washers that attach the latch cable assembly to the latch block assembly of the door mounted escape slides, with new, improved screw, nut, and washers. This action is necessary to prevent the latch cable assembly from disconnecting from the latch block assembly of the door mounted escape slide, which could result in an escape slide not deploying in an emergency situation. This action is intended to address the identified unsafe condition.
2004-03-35: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Beech 400A and 400T series airplanes, that requires an inspection to determine the part number of the A194 roll trim printed circuit board (PCB), and replacement of certain PCBs with improved parts. This action is necessary to prevent intermittent sticking of the relays on the PCB in either the open or closed position, which could result in an out-of-trim condition that could require using considerable control wheel force to keep the wings level, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
92-08-02: 92-08-02 BOEING: Amendment 39-8213. Docket No. 90-NM-181-AD. Supersedes AD 88-16-01, Amendment 39-5983.\n\n\tApplicability: Model 747 airplanes listed in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent failure of the body station (BS) 1241 bulkhead forging, which could lead to loss of cabin pressure or the inability of the airplane to withstand fail-safe loads, accomplish the following:\n\n\t(a)\tFor airplanes Group 1 through Group 8 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on which a replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap in accordance with the service bulletin at the later of the times indicated in subparagraph (a)(1)(i) or (a)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total airplane landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (a)(1) of this AD thereafter at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole, in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap, repeat the inspection required by paragraph (a)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, repair as follows:\n\n\t\t\t\t(A)\tIf the crack found in the forward hole of the forging does not exceed the forward hole rework limits specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, and the forward hole coldwork has not been previously accomplished, repair prior to further flight, in accordance with the service bulletin, and continue to reinspect in accordance with paragraph (a)(3) of this AD at intervals not to exceed 3,000 landings.\n\n\t\t\t\t(B)\tIf the crack found in the forging exceeds the forward hole rework limits, or if the hole coldwork has been previously accomplished, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(b)\tFor airplanes Group 9 through Group 18 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on whicha replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap at the later of the times indicated in subparagraph (b)(1)(i) or (b)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (b)(1) of this AD at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole in accordance withBoeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap when inspecting the forward hole, repeat the inspections required by paragraph (b)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(c)\tFor airplanes Group 1 through Group 18 on which a replacement bulkhead splice strap has been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the procedures specified in subparagraph (c)(1) and (c)(2) of this AD.\n\n\tNOTE: Boeing Service Bulletin 747-53-2283, Revision 3, references Boeing Service Bulletin 747-53-2219 for an alternative method of accomplishing the replacement of bulkhead splice straps; either method is acceptable for the purposes of this AD. Therefore, airplanes on which splice strap replacement previously has been accomplished in accordance with Boeing Service Bulletin 747-53-2219, Revision 2, or later FAA-approved revisions, are eligible to defer the initial eddy current inspection required by this paragraph to the 10,000-landings threshold, as specified in paragraph (c)(1).\n\n\t\t(1)\tPerform an eddy current inspection to detect cracks in accordance with the service bulletin at the later of the times indicated in subparagraph (c)(1)(i) or (c)(1)(ii), unless previously accomplished within the last 9,000 landings:\n\n\t\t\t(i)\tWithin 1,000 landings after the effective date of this AD, or \n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 landings after the replacement of the bulkhead splice strap.\n\n\t\t(2)\tRepair all cracks prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.(d)\tFor airplanes Group 1 through Group 18, accomplish the following: Compliance with this paragraph terminates the requirement for the inspections contained in paragraphs (a) and (b) of this AD.\n\n\t\t(1)\tPerform an eddy current inspection or ultrasonic inspections (as applicable and as specified in the service bulletin) of the forward and aft holes to detect cracking in the splice strap and bulkhead forging, in accordance with the "Aging Fleet Flight-Safety Inspection Program" specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, at the latest of the times indicated in subparagraph (d)(1)(i), (d)(1)(ii), or (d)(1)(iii), unless previously accomplished within the last 2,000 landings:\n\n\t\t\t(i)\tPrior to the accumulation of 20,000 landings on any unmodified, or modified bulkhead splice strap; or\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after replacement of the bulkhead splice strap; or\n\n\t\t\t(iii)\tWithin the next 1,000 landings after theeffective date of this AD.\n\n\t\t(2)\tIf no crack is found in the bulkhead splice strap or bulkhead forging, repeat the inspection required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(3)\tIf a crack is found in a bulkhead splice strap not yet modified in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, replace the bulkhead splice strap in accordance with the service bulletin within the next 4 years after April 17, 1990 (the effective date of AD 90-06-06); or prior to the accumulation of 20,000 total airplane landings; or within 2 years after crack discovery; whichever occurs latest. If a crack is found in the bulkhead forging, prior to further flight, repair in accordance with the service bulletin. Repeat the inspections required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(4)\tIf a crack is found in a modified or replacement bulkhead splice strap or bulkhead forging, prior to further flight, replace the bulkhead splice strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tPrior to the accumulation of 10,000 landings thereafter, perform an eddy current inspection to detect cracks, in accordance with the service bulletin. Repair all cracks, prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after such replacement, reinspect in accordance with the provisions of this paragraph.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(f)\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\t(g)\tThe inspections and modification shall be done in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on May 19, 1992.
90-17-05: 90-17-05 BRANSON AIRCRAFT CORPORATION: Amendment 39-6690. Docket No. 90- NM-07-AD. Applicability: Beech Model 400, Serial Numbers RJ-1 through RJ-50, and RJ-52 through RJ-65, which have been modified in accordance with Branson STC SA2744NM; Mitsubishi Model MU-300-10 airplanes, Serial Numbers A1001S.A. through A1011S.A., which have been modified in accordance with Branson STC SA2744NM; and Mitsubishi Model MU-300 airplanes, Serial Numbers A001S.A. through A091S.A., which have been modified in accordance with Branson STC SA1596NM; certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished. To prevent the release of liquid and vaporous fuel into the cabin, and possible subsequent explosion and/or fire in the cabin, accomplish the following: A. Accomplish either paragraph A.1. (Procedure 1) or paragraph A.2. (Procedure 2), below: 1. Procedure 1 a. Incorporate the following into the Operating Limitations Section of the FAA-approved Airplane Flight Manual (AFM): FUSELAGE TANK REFUELING Refueling of the fuselage tank is prohibited. Fuselage tank is deactivated. NOTE: The above limitation supersedes any other AFM limitations which may be contradictory. b. Defuel and drain the fuselage fuel tanks in accordance with the procedures of Chapter 12 of the appropriate Maintenance Manual. If JP-4 or Jet B fuel was the last fuel serviced, refuel and defuel twice with Jet A, Jet A-1 or JP-5 fuel. Use only the Fuselage Tank Fill system to refuel; do not gravity refuel the fuselage tanks. c. Apply external power and energize the airplane's electrical distribution system. d. Place the left (L) and right (R) Fuel Transfer (FUEL TRANS) switches, located on the overhead switch panel, to the "OFF" position. Verify that the "L and R FUEL TRANS OPEN" lights on the overhead switch panel are extinguished. e. On the Forward (F) Circuit Breaker Panel, open and collar circuit breakers F135, "F TRANS PUMP"; F194, "RIGHT F FUEL TRANS"; and F195, "LEFT F FUEL TRANS"; using PACO plastic ring Part Number (PN) S-4933959-503, or equivalent. f. Place the Fuselage Tank Fill System switch, located on the center console, to the "FILL" position. Verify that the fill system valve in-transit light on the center console does not illuminate momentarily and that the "L BOOST" light on the overhead switch panel does not illuminate. Return the Fuselage Tank Fill System switch to the "OFF" position. g. Place the "L and R FUEL TRANS" switches, located on the overhead switch panel, to the "ON" position. Verify that the "L FUEL TRANS TRANSIT", "L FUEL TRANS OPEN", "R FUEL TRANS TRANSIT", and "R FUEL TRANS OPEN" lights do not illuminate. Return the "L and R FUEL TRANS" switches to the "OFF" position. h. Remove power from the airplane's electrical distribution system and remove external power. i. Fabricate aplacard with letters at least .10 inch in height which states: DO NOT FUEL FUSELAGE FUEL TANK. FUSELAGE FUEL TANK IS DEACTIVATED. Install this placard on the Fuselage Tank Fill System Switch panel, located on the center console, in full view of the pilot. j. Fabricate a placard with letters at least .10 inch in height which states: DO NOT USE TRANSFER. FUS TANK DEACTIVATED. Install this placard on the overhead switch panel, in close proximity to the Fuel Transfer control switch panel. k. Install Beech placard P/N 128-920210-1, or equivalent, centered on the fuselage fuel tank fuel filler access door. 2. Procedure 2 Upon completion of the requirements of Procedure 2, either gravity or transfer fueling of the fuselage fuel tank with all approved fuels is permitted. a. Modify the fuel quantity probe mounting clamps and the transfer line clamps installation in the Branson extended range fuel tank and in the Beech/Mitsubishiaft fuselage fuel tanks, in accordance with the instructions in Branson Service Bulletin Number 2744-1, dated November 3, 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Branson Service Bulletin 1596-1, dated November 9, 1989 (for Mitsubishi Model MU-300 airplanes). b. Install static charge dissipating charcoal-colored explosion suppression safety foam in the Branson extended range fuselage fuel tank in accordance with the instructions in Branson Service Bulletin Number 2744-2, dated November 3, 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Branson Service Bulletin 1596-2, dated November 9, 1989 (for Mitsubishi Model MU-300 airplanes). c. Remove the existing blue-colored explosion suppression safety foam from the Beech/Mitsubishi aft fuselage fuel tank and install static charge dissipating charcoal-colored explosion suppression safety foam in accordance with the instructions in Part IIof Beechcraft Mandatory Service Bulletin Number 2338, dated November 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Part II of Mitsubishi Heavy Industries Service Bulletin 28-001, dated November 21, 1989 (for Mitsubishi Model MU-300 airplanes). d. If Procedure 2 is accomplished after accomplishing Procedure 1 (described in paragraph A.1., above), perform the following: 1. Remove the AFM limitation imposed by Procedure 1, subparagraph A.1.a., above. 2. Remove the circuit breaker collars and reset circuit breakers F135, F194, and F195, which were opened and collared by Procedure 1, subparagraph A.1.e., above. 3. Remove the placard from the Fuselage Tank Fill System Switch panel, which was installed by Procedure 1, subparagraph A.1.i., above. 4. Remove the placard from the overhead switch panel, which was installed by Procedure 1, subparagraph A.1.j., above. 5. Remove Beech P/N 128-920210-1 placard, or its equivalent, from the fuselage fuel tank fuel filler access door, which was installed by Procedure 1, subparagraph A.1.k., above. B. An alternate means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted to the Manager, Wichita Aircraft Certification Office, ACE-140W, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Wichita Aircraft Certification Office. C. Special 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. All persons affected by this directive who have not already received the appropriate service information from the manufacturers may obtain copies upon request to Branson Aircraft Corporation, 3790 Wheeling Street, Denver, Colorado 80239 and Beech Aircraft Corporation (United States agents for Mitsubishi Heavy Industries, Incorporated), P. O. Box 85, Wichita, Kansas 67201-0085. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington, or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas. Airworthiness Directive 90-17-05 supersedes AD 89-26-11, Amendment 39-6426. This amendment (39-6690, AD 90-17-05) becomes effective on September 17, 1990.
56-15-03: 56-15-03 BELL: Applies to Model 47H1 Helicopters, Serial Numbers 1347 Through 1349 and 1351 Through 1371. Compliance required as soon as possible but not later than August 15, 1956. Failure of a control cable of the synchronized elevator control system can result in loss of control of the helicopter. Installation of the fail safe synchronized elevator centering spring, Bell Kit No. 47-2573-1, is mandatory and provides a self-centering device for the synchronized elevator so that control of the helicopter can be maintained in event of elevator control cable failure. (Bell Mandatory Service Bulletin No. 109 dated June 15, 1956, covers this same subject.)
89-22-15: 89-22-15 AIRSHIP INDUSTRIES: Amendment 39-6435. Final copy of priority letter AD. Applicability: Model Skyship 600 (all serial numbers) airships, certificated in the airship category. Compliance: Required as indicated, unless already accomplished. To prevent seam delamination which could result in deflation of the envelope, accomplish the following: (a) Prior to further flight, inspect the envelope for delamination of the envelope seams according to the instructions contained in Airship Industries Alert Service Bulletin No. SB REF 600-53-A317, dated September 15, 1989, and Revision 1, dated September 20, 1989. (b) If delaminations of the envelope seams are found, prior to further flight, repair the seams according to the instructions contained in the above service bulletin. (c) Within the next three calendar months after initial helium inflation of the airship, or within the next 10 days after receipt of this AD, whichever is later, paint the envelope in accordance with the appropriate manufacturer's instructions. (d) Airships 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 compliance times which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, c/o American Embassy, APO New York 09667-1011. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Airship Industries, No. 1 Hanger, Cardington Airfield, Shortstown, Bedfordshire MK 42 OTF; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective February 16, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 89-22-15, issued October 27, 1989, which contained this amendment.