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2019-21-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a quality control review, which determined that the wrong aluminum alloy was used to manufacture several structural parts. This AD requires a one-time eddy current conductivity measurement of certain structural parts of the outer flaps to determine if the incorrect alloy was used, and replacement if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
63-24-02: 63-24-02 MARTIN: Amdt. 645 Part 507 Federal Register November 21, 1963. Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. Due to cracks found in the rear wing spar flange and in the Eastern Airlines P/N 304- 5098-1 doubler, on several aircraft, accomplish the following within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, and at intervals thereafter not to exceed 500 hours' time in service from the last inspection. (a) Wings which have not been repaired in accordance with Eastern Airlines Drawing No. 404-5098 or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, shall be inspected as follows: (1) Inspect the wing rear spar lower cap flanges inboard side of nacelle at Stations 133 to 135. (Cracks develop at bolt holes in fretted area generated by nacelle doubler.) Inspect these areas on left and right wings with 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. Repair cracked members in accordance with Eastern Airlines Drawing No. 404-5098 or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region before further flight. (b) Wings which have been repaired in accordance with Eastern Airlines Drawing No. 404-5098 or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, shall be inspected as follows: (1) Inspect the wing rear spar lower cap flanges, inboard side of nacelle at Stations 133 to 135 on left and right wings, with 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. If 10-power glass and dye penetrant or FAA approved equivalent method is used, the Eastern Airlines P/N 304-5098-1 doubler or FAA approved equivalent located at wing Station 135 on the rear spar lower cap shall be removed. The repair of cracked member shall be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, before further flight. (2) Inspect the wing rear spar doubler, Eastern Airlines P/N 304-5098-1 or FAA approved equivalent at Stations 133 to 135 for cracks. Inspect this doubler on left and right wings with a 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. (i) Replace doubler having cracks greater than 1/2 inch in length before further flight with a part of the same part number or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (ii) Inspect doublers having cracks less than 1/2 inch in length every 25 hours' time in service. When inspection reveals that the crack exceed 1/2 inch in length the part shall be replaced before further flight with a part of the same part number or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c)Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This supersedes AD 59-20-03. This directive effective November 21, 1963.
71-21-08: 71-21-08 PIPER: Amdt. 39-1312. Applies to PA-28-140 airplanes Serial Numbers 28- 7125001 through 28-7125666, PA-28-180 airplanes Serial Numbers 28-7105001 through 28- 7105259, PA-28R-180 airplanes, Serial Numbers 28R-180 airplanes, Serial Numbers 28R-7130001 through 28R-7130038, PA-28R-200 airplanes Serial Numbers 28R-7135001 through 28R-7135254. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive unless already accomplished. To prevent possible binding of the fuel selector handle accomplish the following: (a) Replace fuel selector valve cover Part Number 99180-( ) in accordance with Piper Service Letter 588 dated September 3, 1971, or later approved revision. (b) Time intervals for the replacement of the selector valve cover may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100 hour scheduled inspections. This amendment becomes effective October 13, 1971.
82-04-07: 82-04-07 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4322. Applies to Lockheed Model L-1011-385 series airplanes certificated in all categories equipped with 1 or 2 Flight Management Computers having ARMA Part Number 2-00063-801-3 or higher ending dash number. Compliance required within 30 days from the effective date of this AD, unless already accomplished. To prevent loss of the ability to tune all VOR and DME radio navigation systems, accomplish the following: A. Remove Flight Management Computer(s) and replace with unit(s) modified in accordance with Part 2, Accomplishment Instructions, in Lockheed L-1011 Service Bulletin 093- 34-146, dated August 21, 1981, or Revision No. 1, dated September 17, 1981, or revision No. 2 dated December 14, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region, or B. Remove Flight Management Computer(s), and deactivate the FMS. C. Alternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. This amendment becomes effective March 4, 1982.
2019-22-04: The FAA is superseding Airworthiness Directive (AD) 96-25-04, which applied to certain Airbus SAS Model A320 series airplanes. AD 96- 25-04 required repetitive inspections of the wire looms in the wing and the horizontal stabilizer and in certain areas of the main landing gear (MLG) bays; repair or replacement, protection, and realignment, if necessary; installation of protective sleeves; and realignment of certain bundles. This AD partially retains the requirements of AD 96-25-04 and requires modification of the wing electrical installation; as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that there were issues with protective sleeves previously installed as specified in AD 96-25-04. The FAA is issuing this AD to address the unsafe condition on these products.
71-18-03: 71-18-03 PIPER AIRCRAFT CORPORATION: Amdt. 39-1278. Applies to Piper PA- 23 series airplanes, modified by installing nose wheel well doors in accordance with Supplemental Type Certificate SA598SW, certificated in all categories. Compliance required within the next fifty hours' time in service after the effective date of this airworthiness directive, unless already accomplished. To prevent interference between the left rear nose wheel door hinge and Piper P/N 17238-00 or -04 tube assembly, accomplish the following: Replace existing left rear nose wheel well door hinge and hinge bracket parts with redesigned parts in accordance with J. W. Miller Aviation, Inc., Engineering Order B1 to Drawing 201, dated June 4, 1969, or with equivalent parts and methods approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (NOTE: Copies of J. W. Miller Aviation, Inc., Engineering Order B1 to Drawing 201 may be obtained from the company at P.O. Box 16203, San Antonio, Texas 78216.) This amendment becomes effective September 2, 1971.
95-04-07 R1: This amendment clarifies information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes, that currently requires inspections to determine the condition of the lockwires on the forward engine mount bolts and correction of any discrepancies found. That amendment also provides for termination of the inspections for some airplanes by installing retainers on the bolts. The actions specified in that AD are intended to prevent broken lockwires, which could result in loosening of the engine mount bolts, and subsequent separation of the engine from the airplane. This amendment clarifies the procedures for accomplishing the optional terminating action on engines 1, 2, and 3. This amendment is prompted by communications received from affected operators indicating that those procedures were unclear.\n\n\tThe incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of March 17, 1995 (60 FR 11617, March 2, 1995).
T91-17-51: T91-17-51 BOEING: Docket No. 91-NM-178-AD. Telegraphic AD issued on August 15, 1991. \n\tApplicability: Model 767 series airplanes equipped with Pratt and Whitney PW4000, General Electric CF6-80C2, or Rolls Royce RB211-524 series engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent potential in-flight thrust reverser deployments, within 7 days after receipt of this AD, accomplish the following: \n\n\t(a)\tDeactivate both left and right thrust reversers in accordance with Section 78-31-1 of Boeing Document D630T002, "Boeing 767 dispatch deviation guide," Revision 9, dated May 1, 1991. \n\n\t(b)\tAdd the following to the limitations section of the FAA-approved Airplane Flight Manual (AFM): \n\n\t"REDUCE BY FIVE PERCENT THE AVAILABLE ACCELERATE-STOP DISTANCE RESULTING FROM THE AIRPLANE FLIGHT MANUAL TAKEOFF PERFORMANCE ANALYSIS WHEN THE RUNWAY IS WET OR CONTAMINATED." \n\n\tThis may be accomplished by placing a copyof this AD in the AFM.\n \n\t(c)\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(d)\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\tTelegraphic AD T91-17-51, issued on August 15, 1991, supersedes Amendment 39- 7073, AD 91-15-09, and is effective immediately upon receipt.
98-20-29: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Industrie Model A320 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to prohibit automatic landings in configuration 3 (CONF 3). This amendment limits the applicability of the existing AD, and adds a new revision to the AFM to indicate that automatic landings in CONF 3 are prohibited and to specify an increased minimum runway visual range for airplanes on which certain modifications have not been accomplished. This amendment also requires eventual replacement of the existing spoiler elevator computers with improved parts, and insertion of new pages into the AFM that correct landing distances required for automatic landings in CONF 3. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent pitch-up of the airplane due to activation of the spoilers during an automatic landing, which, if not corrected, could result in tail strikes and structural damage to the airplane.
71-14-06: 71-14-06 PIPER: Amdt. 39-1243. Applies to PA 28-140 airplanes Serial Numbers 28- 20001 through 28-23042, PA 28-150/-160/-180 airplanes Serial Numbers 28-1 through 28-4033, and PA 28-235 airplanes Serial Numbers 28-10001 through 28-10718, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive unless already accomplished. To prevent possible inadvertent grounding of magnetos, accomplish the following: (a) Visually inspect the two terminals of the magneto filters on the aft side of the firewall. If these terminals are not insulated, install electrical nipples Piper P/N 23969-02 in accordance with Piper Service Bulletin 313, dated July 1, 1970, or later approved revision, or FAA approved equivalent. This amendment becomes effective July 9, 1971.
2019-22-03: The FAA is superseding Airworthiness Directive (AD) 2015-20-04 for certain Pratt & Whitney Canada Corp. (P&WC) PT6B-37A turboshaft engines. AD 2015-20-04 required initial and repetitive inspections until replacement of the No. 10 bearing, and eventual replacement of the No. 9 bearing, both located in the engine reduction gearbox (RGB) assembly. This AD requires removal from service and replacement of the No. 9 and No. 10 position bearings. This AD was prompted by reports of incorrect engine torque for PT6B-37A turboshaft engines. The FAA is issuing this AD to address the unsafe condition on these products.
86-11-06: 86-11-06 BOEING: Amendment 39-5327. Applies to Model 707 and 720 series airplanes, certificated in any category, with 15,000 or more landings. To ensure continued structural integrity of the wing front spar upper chord, accomplish the following within 100 landings or 60 days after the effective date of this AD, whichever occurs first, unless previously accomplished within the last 900 landings or 305 days: \n\n\tA.\tPerform a close visual inspection of the wing front spar upper chord for cracks and corrosion in accordance with Boeing Service Bulletin 3240, Revision 1, dated November 13, 1981, or later FAA-approved revision. Repeat the inspection at intervals not to exceed 1,000 landings or one year, whichever occurs first. \n\n\tB.\tIf cracks or corrosion areas are found, repair prior to further flight in accordance with Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985, or later FAA-approved revision. \n\n\tC.\tCracks which have been repaired in accordance with the "stop drilling" procedure described in Part III, Figure 2, of Service Bulletin 3240, Revision 1, dated November 13, 1981, or later FAA-approved revision, must be visually inspected at intervals not exceeding 300 landings, until permanently repaired in accordance with Part III, Figure 2, of Service Bulletin 3240, Revision 3, dated October 18, 1985, or later FAA-approved revision. A permanent repair must be completed within 1,000 landings or one year, whichever occurs first after the effective date of this AD. \n\n\tD.\tCracks greater than 2.0 inches in length, which have been previously repaired in accordance with Boeing Service Bulletin 3240, Revision 2, dated May 3, 1985, or earlier, must be repaired in accordance with Revision 3, dated October 18, 1985, or later FAA-approved revision, within 1,000 landings or one year, whichever occurs first after the effective date of this AD. \n\n\tE.\tAfter each of the above inspections and repairs have been performed, apply BMS-3-23 corrosion inhibitor, or equivalent, to the affected areas. \n\n\tF.\tAlternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. 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. \n\n\tThis AD supersedes AD 85-08-07, Amendment 39-5044. \n\tThis amendment becomes effective July 14, 1986.
95-11-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires a visual inspection to detect cracks or discrepancies in the aft mount beam assembly of the engines; and replacement of the cracked or discrepant aft mount beam assembly with a new assembly, or a previously inspected and re-identified assembly. This amendment is prompted by reports of cracking in a certain aft mount beam assembly on Airbus Model A310 series airplanes. The actions specified in this AD are intended to prevent cracks in the aft mount beam assembly of the engines, which could result in loss of the capability of the aft mount beam assembly to support engine loads, and possible separation of the engine from the airplane.
80-04-04 R1: 80-04-04 R1 AVCO LYCOMING: Amendment 39-3691 as amended by Amendment 39-3881. Applies to all VO and TVO-435 series engines and to all VO, IVO, TVO and TIVO-540 series engines. To prevent possible failure of the crankshaft flange bolts perform the following, unless already accomplished: (a) Within the next 50 hours in service after effective date of this AD, engines that have accumulated 550 hours' or more time in service since new or overhaul must have the engine crankshaft flange to transmission drive coupling attaching bolt nuts checked for 15 ft.-lbs. torque measured in the tightening direction. If the torque on any attaching bolt nut is less than 15 ft.-lbs., the engine crankshaft flange and the helicopter transmission drive coupling flange must be inspected for cracks, fretting, galling, or for any metal transfer from one surface to its mating surface. Remove from service any crankshaft or drive coupling which shows such deficiencies. Prior to returning the engine to service accomplish the following: (1) Remove and discard all flange bolts. Measure all bolt holes in the crankshaft flange and repair if necessary in accordance with the requirements of AVCO Lycoming Service Instruction No. 1209B or equivalent procedure approved by Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (2) Install replacement bolts in accordance with Avco Lycoming Service Instruction No. 1209B paragraph 5 or equivalent procedure approved by Chief, Engineering & Manufacturing Branch, FAA Eastern Region. Those engines which showed no such deficiencies or whose attaching bolt nut torques measured 15 ft.-lbs. may be returned to service, but the torque of the crankshaft flange attaching bolt nuts must be measured every 600 hours in service thereafter or until compliance with paragraphs (a)(1) and (a)(2) of this AD is accomplished. Amendment 39-3691 was effective February 8, 1980. This amendment 39-3881 is effective August 18, 1980.
2021-09-15: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes, type certificated in any category; and Model C-130A, C-130B, C-130BL, C-130E, C-130H, C-130H-30, C-130J, C-130J-30, EC-130Q, HC-130H, KC-130H, NC-130B, NC-130, and WC- 130H airplanes, type certificated in the restricted or amateur category. This AD was prompted by a crack found on the web attachment flange of the center wing upper forward corner fitting. This AD requires an eddy current surface scan for cracks of the center wing upper and lower forward corner fittings and fasteners, a torque check of the left and right outer-wing-to-center-wing front-beam-web-joint- splice-angle fasteners, and repair, retorqueing, or replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
71-12-01: 71-12-01 PIPER AIRCRAFT: Amdt. 39-1220. Applies to all PA-23 and PA-23-160 type aircraft serial numbers 23-1 and up and PA-23-250 aircraft serial numbers 27-1 through 27- 140 inclusive. Compliance required as indicated unless already accomplished. To prevent failure of the engine controls support bracket in the cockpit pedestal, accomplish the following: 1. Within 15 hours' time in service for airplanes with 2000 hours' or more total time and 50 hours' time in service with less than 2000 hours' total time after the effective date of this AD, visually inspect P/N 17892-00 engine control cable support bracket for cracks, distortion and security of attachment. Any part found cracked or distorted must be replaced prior to further flight. 2. The inspection described in paragraph (1) above must be accomplished at intervals of 100 hours' time in service until an improved bracket, Piper P/N 16975-00 or an equivalent part approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, is installed. Upon installation of the improved part, the above repetitive inspections are no longer required. 3. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD. (Piper Aircraft Corp. Service Bulletin No. 335 pertains to this subject.) This amendment is effective June 8, 1971.
2000-23-11: This amendment adopts a new airworthiness directive (AD), applicable to Rolls-Royce (RR) plc. Spey 555-15, -15H, -15N, and -15P turbofan engines, that requires modification of the low pressure (LP) turbine stage 2 nozzle guide vane (NGV) support ring seal assembly. This amendment is prompted by two instances of disk drive arm damage. In both cases, heavy damage to the stage 1 LP turbine-to-stage 2 LP turbine disk drive arm occurred as a result of an out-of-balance condition following the failure of a stage 2 LP turbine blade. The actions specified by this AD are intended to prevent damage to the disk drive arm which could result in loss of stage 1 LP turbine-to- stage 2 LP turbine disk drive, a turbine overspeed condition, and possible uncontained disk failure and damage to the airplane.
2007-16-07: 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: * * * some structural areas have been identified for which existing recommended SB (service bulletin) needs to be rendered mandatory. As a consequence, and because it has been shown that the torque applied to the tension bolts connecting the beam (stringer 49) to the forward and aft beam extension at FR11 and FR17 may be insufficient, this AD renders mandatory the replacement of those tension bolts, in order to limit the risks of damage or corrosion of the specified areas. Damage or corrosion of the specified areas could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-21-17: 90-21-17 BOEING: Amendment 39-6768. Docket No. 90-NM-109-AD. \n\n\tApplicability: Model 747 series airplanes, line number 001 through 628, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a failure of the fuselage skin lap splice between body station (BS) 400 and BS 520 at stringer S-6L and S-6R, accomplish the following: \n\n\tA.\tConduct close visual and high frequency eddy current (HFEC) inspection of the fuselage skin lap splice between BS 400 and BS 520, at stringers S-6L and S-6R for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, at the following thresholds: \n\n\t\t1.\tWithin the next 100 landings after March 31, 1989 (the effective date of Amendment 39-6146, AD 89-05-03), for airplanes that have accumulated 16,000 or more landings as of March 31, 1989, unless previously accomplished within the last 4,900 landings. \n\n\t\t2.\tWithin the next 1,000 landings after March 31, 1989, or prior to the accumulation of 16,100 landings, whichever occurs first, for airplanes that have accumulated between 12,000 and 16,000 landings, as of March 31, 1989, unless previously accomplished within the last 4,000 landings. \n\n\t\t3.\tPrior to the accumulation of 13,000 landings for airplanes that have accumulated 12,000 or fewer landings as of March 31, 1989, unless previously accomplished within the last 5,000 landings. \n\n\tAdequate lighting must be used for this inspection. The eddy current inspections may be conducted without removal of the paint, provided the paint does not interfere with the inspections. Paint must be removed, using an approved chemical stripper, in any situation where the inspector determines that the paint is interfering with the proper functioning of the inspection instrument. \n\n\tB.\tOn airplanes which have been modified to the stretched-upper-deck configuration, as identified in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, the accumulated landing threshold for compliance with paragraph A. of this AD is measured from the time of the stretched-upper-deck modification. \n\n\tC.\tIf no cracking is detected, repeat the close visual and HFEC inspections required by paragraph A. of this AD, at intervals not to exceed 5,000 landings. \n\n\tD.\tIf cracks are detected, accomplish the repair or preventive modification of the affected lap splice in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, prior to further pressurized flight. If cracks are repaired in local areas without accomplishing preventive modification of the entire affected lap area, continue inspections of the unmodified and unrepaired areas of the affected lap splice in accordance with paragraph C. of this AD. \n\n\tE.\tFor airplanes incorporating the preventative modification, as described in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, accomplish the inspections required by paragraph A. of this AD, prior to the accumulation of 10,000 landings after the modification and thereafter at intervals not to exceed 5,000 landings. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further pressurized flight. \n\n\tF.\tFor purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 psi. \n\n\tG.\tAn alternate means 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, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent tothe cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tH.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-21-17 supersedes AD 89-05-03, Amendment 39-6146. \n\tThis amendment (39-6768, AD 90-21-17) becomes effective on November 16, 1990.
2019-20-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports of thrust reverser unit (TRU) beams found with evidence of thermally caused material degradation in the rearmost section of the TRU beam at certain latches. This AD requires an inspection for heat damage of each left-hand and right-hand TRU beam as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Depending on findings, this AD might also require inspections of the TRU beam latches, the TRU beam clevises, and the thrust reverser outer fixed structure rear area; corrective actions; and replacement of TRU beams. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-05: 71-09-05 PIPER: Amdt. 39-1195. Applies to PA-32-260, Serial Nos. 32-04, 32-1 through 32-14, 32-16 through 32-20, 32-22 through 32-1075, 32-1111 through 32-1194, 32-1251 through 32-1283, 32-1285 through 32-1287, 32-1289, 32-1291 through 32-1295, 32-1297, 32-7100001 through 32-7100005. PA-32-300, PA-32S-300, Serial Nos. 32-15, 32-21, 32-40000 through 32-40545, 32-40566 through 32-40777, 32-40851 through 32-40956, 32-40959 through 32-40974, 32-7140001 through 32-7140008, 32-7140011, 32-7140012. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) On aircraft equipped with seat belts but no shoulder harnesses, remove the front seat inboard seat belt attachment hardware (AN3-5A bolt, AN-960-10 washer, MS 20365-1032C nut, and 63900-43 bushing) and replace with AN3-5A bolt, AN-970-3 washer, 63900-144 bushing, and MS 20365-1032C nut. (Supplied in Piper Kit #760-515V.) The new hardware must be installed as follows: Install the bolt in fuselage seat belt attachment fitting with head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. (b) On aircraft equipped with seat belts and shoulder harnesses, remove front seat inboard seat belt from fuselage attachment and inspect bushing. (1) If bushing O.D. measures 5/16 inch, reinstall bolt in fuselage fitting with bolt head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. No further action is required. (2) If bushing O.D. measures 3/8 inch, replace attachment hardware with new hardware as outlined in paragraph (a). Piper Service Bulletin No. 329A dated March 25, 1971, pertains to the same subject. Piper Kit No. 760-515V contains the hardware and instructions necessary to accomplish thismodification. Equivalent replacement parts approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may be used. This amendment becomes effective April 30, 1971.
86-23-51: 86-23-51 BOEING VERTOL: Amendment 39-5659. Applies to Boeing Vertol Model 234 series helicopters certificated in any category, equipped with forward rotor transmission P/N's 234D1200-2, -3, -4, -5, and -6 and/or aft rotor transmission P/N's 234D2200-3, -4, and -5. Compliance is required as indicated, unless already accomplished. To prevent failure of the spiral bevel ring gear/sun gear bolted joint, accomplish the following before further flight. (a) For both forward and aft transmissions, remove all spiral bevel ring gears, P/N's 114D1244-5 and -6 and 114D2254-5 and -6; first stage sun gears, P/N's 234D1243-1 and -2 and 234D2250-1 and -2; and spacer shim, P/N's 114D2257-1 and -2, with more than zero hours time in service. Spiral bevel ring gears, P/N's 114D1244-6 and 114D2254-6; first stage sun gears, P/N's 234D1243-2 and 234D2250-2; and spacer shim, P/N 114D2257-2, are not eligible for further service. (b) Install the following parts, which must be new, except for the first stage sun gear, (item (b)(2) below), which must be serviceable: (1) Spiral bevel ring gear, P/N 114D1244-5 or 114D2254-5; (2) First stage sun gear, P/N 234D1243-1 or 234D2250-1; (3) Spacer shim, P/N 114D2257-1; and (4) Associated hardware as follows: (i) Bolt, P/N BACB30MT6T12; (ii) Washer, P/N BACW10BP6P; and (iii) Nut, P/N BACN10TW6. (c) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Rm. 202, Valley Stream, NY 11581. This amendment, 39-5659, becomes effective July 20, 1987, as to all persons except those persons to whom it was made immediately effective by individual telegrams issued November 14, 1986, which contained this amendment.
60-07-06: 60-07-06 MARTIN: Amdt. 118 Part 507 Federal Register March 25, 1960. Applies to All Model 404 Aircraft. Compliance required as indicated. Investigation of a recent Model 404 wheels up landing disclosed that the landing gear lock linkage and lock plunger malfunctioned. Inspection of the jury strut revealed that when the lock plunger was pulled back to normal travel limits in operating the "free fall" actuating mechanism to "full travel", the plunger would periodically jam in the retracted position and consequently flare out in the form of a knife edge. Also, cutting action was evident in the forward bushings (in the plunger cylinder) in an area coincident with the two flared edges. To prevent further lock plunger malfunctioning, the following must be accomplished: (a) Replace lock plunger P/N 404-4088121-3 with new lock plunger P/N 404- 4900121-5 on each main landing gear by July 31, 1960. (b) At each 320 hours' time in service commencing not later than May15, 1960, visually inspect main and nose gear lock plungers for a spalling or flaring condition. Check the lock plunger for free operation. The plunger should be free from dirt, dust, moisture, ice, etc. If spalling or flaring exists, the lock plunger must be chamfered (rounded out) at the corners of the plunger for the full length of the flat area. (Martin Service Bulletin No. 404-260 dated October 30, 1952, partially covers this subject.)
2019-21-09: The FAA is adopting a new airworthiness directive (AD) for certain Aviointeriors S.p.A. (Aviointeriors) Centaurus passenger seats with a specific life vest pouch assembly installed. This AD was prompted by reports of life vest pouches that were installed incorrectly on certain seats. This AD requires inspection of the life vest pouch assembly and, depending on the results of the inspection, replacement of the life vest pouch assembly. The FAA is issuing this AD to address the unsafe condition on these products.
95-22-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-215-1A10 and CL-215-6B11 series airplanes. This action requires inspections to detect cracking of main landing gear (MLG) axles that have been reworked by chromium plating, and replacement of cracked axles. This amendment is prompted by reports of fatigue cracking found on several MLG wheel axes that had been chromium-plated during rework. The actions specified in this AD are intended to prevent such cracking, which can result in failure of the axle, separation of the wheel from the aircraft, and consequent reduced controllability of the airplane during takeoff or landing.