Results
95-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146-100A and -200A airplanes, that requires modification of the glareshield and certain electrical equipment of the airplane. This amendment is prompted by a report indicating that, if the lift spoilers fail to deploy on landing, the flight crew may not receive any indication that this situation exists. The actions specified by this AD are intended to ensure that the flight crew is advised when the lift spoilers fail to deploy on landing; such failure could result in the airplane overrunning the end of the runway during landing.
94-10-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T94-10-51 that was sent previously to all known U.S. owners and operators of certain Airbus Model A300, A300-600, and A310 series airplanes by individual telegrams. This AD requires a detailed visual inspection to detect cracks, delamination, or discoloration of the bus bar of certain aft fixed side cockpit windows; and deactivation of the window heating system and repetitive detailed visual inspections, or replacement of the window with a modified window, if necessary. This amendment is prompted by a report of fracture of a fixed cockpit window that led to electrical arcing in the bus bar area of the window heating system on a Model A300 series airplane. The actions specified by this AD are intended to prevent decompression of the fuselage during flight due to failure of a window.
96-23-01: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada, Ltd. (BHTC) Model 206L-1 helicopters that have a Kratos turbine outlet temperature (TOT) indicator (Kratos indicator) installed, that requires replacing certain Kratos indicators. This amendment is prompted by manufacturer's tests and FAA analyses that show certain Kratos indicators may incorrectly provide low-temperature readings when the battery voltage is below 10 volts. The actions specified by this AD are intended to prevent false low-temperature indications, which could result in overheating of the engine turbine (turbine) and subsequent thermal fatigue damage to the turbine wheel.
2010-01-08: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, and -800 series airplanes. This AD requires an inspection of the free flange, vertical web, and radius between the free flange and vertical web of the lower stringers of the wing center section for drill starts, and applicable related investigative and corrective actions. This AD results from drill starts being found on the free flange of the lower stringers of the wing center section during a quality assurance inspection at the final assembly plant. We are issuing this AD to prevent cracks from propagating from drill starts in the free flange, vertical web, and radius between the free flange and vertical web of the lower stringers of the wing center section lower stringers, which could cause a loss of structural integrity of the wing center section and may result in a fuel leak.
96-05-06: This amendment adopts a new airworthiness directive (AD), applicable to all Canadair Model CL-215-1A10 series airplanes. This action requires a one-time inspection of the main distribution center for loose or missing attachment hardware, and correction of any discrepancy identified. This amendment is prompted by a report of total loss of electrical power on one airplane during flight, which was caused by shorting out of the voltage regulator in the main distribution center. The actions specified in this AD are intended to prevent total electrical failure during flight, which could adversely affect the continued safe flight of the airplane.
71-09-07 R1: 71-09-07 R1 CESSNA: Amendment 39-1202 as amended by Amendment 39-5445. Applies to turbocharged Models TU206 Series, TP206 Series, T207 Series (all serial numbers), and Models T210 thru T210N (Serial Numbers T210-0001 through T210-0454 and 21059200 through 21064897) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD. To prevent exhaust gases from entering the cabin, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished within the last 25 hours TIS, and thereafter at intervals not to exceed 50 hours TIS since the last inspection per this AD prior to its revision, inspect the exhaust manifold heat exchanger in accordance with the following: (1) Test the complete exhaust manifold in the cabin heat exchanger area for cracks in accordance with the following procedures, or the more detailed procedures, outlined in the Cessna Service Manuals for the specified airplanes. (i) Remove the heater shroud so that all surfaces of the exhaust manifold heat exchanger are exposed. (ii) Attach the pressure side of an industrial vacuum cleaner to the tailpipe opening, using a rubber plug to effect a seal as required. (iii) With vacuum cleaner operating, check the complete exhaust manifold in the heat exchanger area manually by feel or by using a soap solution and watching for bubbles. The exhaust manifold in the heat exchanger area must be free of air leaks. (2) If cracks, breaks, or any leakage along the exhaust manifold cabin heat exchanger are found during the pressure test required by paragraph (a)(1) of this AD, prior to further flight replace the defective part with an airworthy part. NOTE: Cessna Service Letter SE71-11, dated April 16, 1971, covers this same subject. (b) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Cessna Aircraft Company, Piston Aircraft Marketing Division, Post Office Box 1521, Wichita, Kansas 67201; or the FAA, Office of the Regional Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. Amendment 39-1202 became effective May 4, 1971. This amendment, 39-5445, becomes effective on November 26, 1986.
T83-03-51: T83-03-51 AVCO LYCOMING: Telegram issued February 4, 1983. Applies to Avco Lycoming ALF502 series model turbofan engines. Unless already accomplished for all engines having less than 100 hours total operating time, within the next 10 engine operating hours, remove all fourth stage turbine rotors assembly P/N 2-141-170-23 or -27 and replace with a rotor which has satisfactorily met the etch inspection requirements for the blades per Avco Lycoming Service Bulletin ALF502-72-0038. NOTE: Avco Lycoming will provide replacement fourth stage turbine rotors which have been etch inspected per Service Bulletin ALF502-72-0038. Airplanes may be ferried in accordance with the provisions of FAR 21.197 to a base where the AD can be accomplished. Upon request of an operator an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Branch, FAA, New England Region. This airworthiness directive becomes effectiveupon receipt.
47-02-03: 47-02-03 MCDONNELL DOUGLAS: Amendment 39-3720. (Was Mandatory Note 11 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than August 1, 1947. \n\n\tBecause of failures in service of the main 9" Douglas aluminum accumulator, it is necessary to replace it with at least one 7 1/2" steel accumulator, Bendix P/N 406920 or Vickers P/N AA14308B, or Vickers 10" accumulator Model AA-14310. \n\n\t(Douglas Service Bulletin DC-4 No. 9 and Addendum dated January 6, 1956 cover the same subject.) \n\n\tThis Amendment 39-3720 becomes effective March 27, 1980.
2009-26-04: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires repetitive lubrication of the left and right main landing gear (MLG) forward trunnion pins; and an inspection for discrepancies of the transition radius, lead-in chamfer, and cross- bolt bore of the MLG forward trunnion pins, and repair or replacement if necessary. Doing the applicable inspections and repairs/ replacements, or overhauling the trunnion pins ends the repetitive lubrication requirements of this AD. For airplanes on which a certain repair is done, this AD requires repetitive inspections for discrepancies of the transition radius. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent cracking of the forward trunnion pin, which could result in fracture of the pin and consequentcollapse of the MLG.
80-22-05: 80-22-05 TELEDYNE CONTINENTAL MOTORS: Amendment 39-3948. Applies to engine models as follows: TSIO-520-M, serial numbers 511000 through 520187, 230126R through 230129R, 230131R through 230142R, and 230144R through 230146R, installed in, but not limited to, certain Cessna Models TU206G and T207A airplanes certificated in all categories; TSIO-520-P, serial numbers 513000 through 513620, and 236401R, installed in, but not limited to, certain Cessna Model P210N airplanes certificated in all categories; TSIO-520-R, serial numbers 512000 through 517961, 230226R, 230228R, 230230R through 230233R, 230235R through 230246R, and 230248R, installed in, but not limited to, certain Cessna Models T210M and T210N airplanes certificated in all categories. Compliance is required within the next 25 hours time in service after effective date of this AD, unless already accomplished. To prevent the crankshaft front oil seal being dislodged from the engine crankcase, accomplish the following: (a) Remove engine top cowl panel and left and right nose cowl sections. (b) Inspect the crankshaft front oil seal which is located on the crankshaft where it passes through the front engine case. If the seal is displaced or there is evidence of oil leakage, replace the oil seal in accordance with the appropriate maintenance manual. (c) Install two (2) seal half plates, TCM Part No. 641361, on the forward face of the crankcase with four (4) TCM Part No. 628321-.38 bolts. Torque bolts to 21-25 in-lbs. (d) Reinstall left and right nose cowl sections and engine top cowl panel, ensuring that baffle seals are fitted and turned in the correct direction. (e) Run the engine until normal operating temperature is reached and inspect crankshaft front oil seal for leaks. (f) Make an appropriate maintenance record entry. NOTE: Teledyne Continental Service Bulletin No. M80-20, dated September 12, 1980, pertains to this subject. An equivalent method of compliance may be approvedby the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment is effective October 24, 1980.
81-12-51: 81-12-51 FLUG UND FAHRZEUGWERKE AG: Amendment 39-4239. Applies to AG Model Diamant HBV and 16.5 gliders, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent loss of the rudder lower close tolerance bolt, which could result in loss of the rudder, accomplish the following: (a) Before further flight, unless already accomplished within the last 25 flight hours, and thereafter at intervals not to exceed 25 flight hours until replacement per paragraph (b) is accomplished, inspect the rudder close tolerance bolt for tightness in accordance with Flug Und Fahrzeugwerke AG Service Bulletin Number 10, dated April 1981, or in accordance with applicable criteria of FAA Advisory Circular 43.13-1A. If the bolt is loose (free to rotate), before further flight, replace the bolt in accordance with the above noted Service Bulletin, or an FAA- approved equivalent. (b) Unless already accomplished, prior to January 1, 1982, replace the rudder close tolerance bolt in accordance with Flug Und Fahrzeugwerke AG Service Bulletin Number 10, dated April 1981, or an FAA-approved equivalent, as follows: (1) Remove rudder as follows: (i) Push rudder to the right deflection limit so that the bolt is visible through the opening on the left side of the rudder. (ii) Remove connecting bolt at the end of the push rod. (iii) Remove close tolerance bolt. (iv) Remove rudder from the bearing block by pulling the rudder backwards. As soon as the rudder is off the bearing block, pull the rudder downwards to remove it from the upper bearing. (2) Modification procedure: (i) On the lower bearing block, remove both rivets from the anchor nut. Then rivet bracket and sheet together again (without anchor nut). (ii) Mount rudder in reverse order to Item 1. (iii) Check deflections according to the flight manual, Item 5.2. (plus or minus 30 degrees, +3 degrees, -0 degrees).(iv) Check rudder and elevator controls for free movement. (3) Material: Materials Part Number 1 connecting bolt D1.206-0303 1 spacer R20002 AN 960-C10L 2 castle nuts M6 VSM 13780 2 cotter pins 1.6 x 16 VSM 12760 1 close tolerance bolt D1.201-1228.1 2 rivets MS 20470-AD2-10 (c) For the purpose of compliance with this AD, an equivalent procedure may be approved by the Chief of the FAA Engineering and Manufacturing Branch of any FAA region. 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Flug Und Fahrzeugwerke AG, CH-9422 Staad SG, Switzerland. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. This amendment becomes effective October 22, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-12-51, issued June 10, 1981, which contained this amendment.
2009-25-09: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI Emergency AD states that there has been a report of the failure of a flexible coupling on one of the main gearbox (MGB) inputs, which may be the result of loss of the tightening torque load, or insufficient tightening of the nuts on the bolts fixing the discs of the flexible coupling to its sliding and fixed hinges. This condition, if not corrected, could result in failure of the coupling discs, and if this condition develops on both the left-hand (LH) and right-hand (RH) MGB inputs, a complete loss of power to the transmission and subsequent loss of control of the helicopter.
80-13-09: 80-13-09 MCDONNELL DOUGLAS: Amendment 39-3811. Applies to McDonnell Douglas Model DC-10-10, -10F, -30, -30F and -40 Series Airplanes certificated in all categories utilizing Air Cruisers Part No. 24D30051 series passenger evacuation systems with the following serial numbers: \n\n\tLeft Hand Door: Air Cruisers Company P/N 24D30051 series, all serial numbers prior to S/N 1531, except 1508, 1510, 1511, 1515, 1519, 1521, 1523 and 1525. \n\n\tRight Hand Door: Air Cruisers Company P/N 24D30051 series, all serial numbers prior to S/N 1630, except 1605, 1611, 1613, 1615, 1619, 1621 and 1623. \n\n\tCompliance required within next eighteen (18) calendar months after the effective date of this AD, unless already accomplished. \n\n\tTo prevent improper deployment of the Air Cruisers Company emergency evacuation system due to delay in separation of the velcro tracking restraint device, accomplish the following: \n\n\ta.\tModify the affected evacuation system assemblies in accordance with Part 2, Accomplishment Instructions, of Air Cruisers Company Service Bulletin No. 25-75 dated January 24, 1980. \n\n\tb.\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 modifications required by this AD. \n\n\tc.\tAlternative modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective August 30, 1980.
47-10-29: 47-10-29 LOCKHEED: (Was Mandatory Note 32 of AD-763-3.) Applies to All Model 49 Serials Prior to 2080 on Which Metal Ailerons Are Installed. Compliance required prior to April 1, 1947. Between aileron Stations 69.5 and 99.7, install drain holes in the lower aileron surface outboard of each rib and forward of each stringer (17 holes total). (LAC Service Bulletin 49/SB-214 covers this same subject.)
80-18-03: 80-18-03 PIPER (Ted Smith): Amendment 39-3900. Applies to Aerostar Model 601 and 601P series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible engine failure due to excessive lean fuel/air mixture, accomplish the following: (a) Within 30 days from the effective date of this AD, index and mark the left hand and right hand engine fuel pressure gauges with a yellow arc between the 12 psi and 18 psi range, and incorporate provisions in the Airplane Flight Manual Operations Limitations Section as follows: 1. In the Power Plant Instruments paragraph and under the Yellow ARC Caution column of the fuel pressure data add "12 -18 psi" 2. In the Fuel System Limitations paragraph add the statement "Fuel boost pump must be "ON" when fuel pressure indication is less than 18 psi and engine is operating above idle power." (b) Special 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 modifications required by this AD. (c) Alternative modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective October 6, 1980.
80-19-10: 80-19-10 CESSNA: Amendment 39-3922. Applies to Model 335 (Serial Numbers 335-0001 thru 335-0054 and 335-0056) and Model 340A (Serial Numbers 340A0901 thru 340A0994 and 340A1002) airplanes certified in all categories. COMPLIANCE: Required as indicated unless the requirements of Paragraph B) have been previously accomplished. To prevent flight in adverse weather conditions with no means to supply electrical power to the deicer systems: A) Prior to further flight: 1. Install, and operate the airplane in accordance with, a temporary placard on the instrument panel just below the glareshield in the pilot's line of forward vision when seated in the left control seat which states, "Not Approved For Flight In Icing Conditions." 2. Install black electrician's tape or equivalent over the bottom portion of the airplane Operational Limits placard, which is located on the pilot's sun visor, to cover the wording "AND FLIGHTS INTO ICING CONDITIONS IF THE PROPER OPTIONAL EQUIPMENT IS INSTALLED AND OPERATIONAL." 3. Pull the propeller deice and optional heated windshield circuit breakers, if installed, and install a band around each breaker to prevent activating those circuits. B) Within 25 hours time-in-service after the effective date of the AD, perform the wiring inspection and accomplish the wiring change, if required, in accordance with Cessna Multi-engine Customer Care Service Information Letter ME80-31 dated July 18,1980. Make the prescribed entry in the airplane maintenance records. C) Remove the temporary placard, cover tape and circuit breaker bands specified in Paragraphs A)1., 2., and 3. when Paragraph B has been accomplished. D) Within seven days notify, in writing, the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209 of any incorrect wiring of the deicer buss found when complying with Paragraph B). One acceptable means of making these reports is Malfunction or Defect Report (FAA Form 8010-4). (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) Failure to comply with this paragraph subjects owners/operators to agency enforcement action. E) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. F) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective on September 29, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated September 4, 1980, and is identified as AD 80-19-10.
2009-24-22: We are adopting a new airworthiness directive (AD) for certain Learjet Model 45 airplanes. This AD requires inspecting the baggage bay door fire barrier seal for inconel mesh in the fire barrier seal material; for certain airplanes, inspecting the fiberglass doublers for presence of red Room Temperature Vulcanizing (RTV) sealant; and doing related investigative and corrective actions if necessary. This AD results from reports of incorrect external baggage door seal material and door seal sealant, as well as incorrect sealant on interior baggage panels used during manufacture of the airplane. We are issuing this AD to prevent the use of door seals and sealant that do not meet flammability requirements, which could result in an uncontrollable and undetected fire within the baggage compartment.
62-16-03: 62-16-03 LOCKHEED: Amdt. 461 Part 507 Federal Register July 12, 1962. Applies to All Models 1049-54, 1049B, 1049C, 1049D, 1049E, 1049F, 1049G, and 1049H Series Aircraft. Compliance required as indicated. As a result of corrosion found on the wing rear spar upper cap exposed surfaces which exceeded the negligible damage limits the following is required: (a) Within the next 700 hours' time in service after the effective date of this AD, unless already accomplished, inspect the exposed surfaces of the rear spar upper caps from wing Station 80 to wing Station 458 using a wood or micarta pick as a probe and a good light source to illuminate the area. (b) If no corrosion is found, coat the spar cap with zinc chromate primer. The aircraft may then be returned to service. (c) If corrosion damage is found on the exposed surfaces of the rear spar upper cap, remove enough rivets from the aft upper surface skin to allow lifting the skin for the purpose of inspecting the aftouter surface of the rear spar upper cap in accordance with (a). (d) Repair all corrosion damage in accordance with Lockheed Report 8882, figure 2- 25 and paragraph 1-67N, or FAA approved equivalent. If no corrosion is found on the aft outer surface of the rear spar upper cap, coat it with zinc chromate. (e) All rear spar upper caps which have been inspected and repaired in accordance with (a) through (d) shall be reinspected and repaired in accordance with (a) through (d) at periods thereafter not to exceed 5,000 hours' time in service or two calendar years, whichever occurs first. The first periodic reinspection of any rear spar upper cap which was inspected and repaired in the manner prescribed in (a) through (d) prior to the effective date of this AD, shall be accomplished within 5,000 hours' time in service or two calendar years, whichever occurs first, following the date of that inspection. (f) Upon request of the operator, and FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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. (Lockheed Field Service Letters FS/249582L dated November 4, 1960, and FS/250141L dated December 20, 1960, cover this same subject.) This directive effective August 13, 1962.
2007-15-06 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Airbus Model A318-111 and -112 series airplanes, and all Model A319, A320, and A321 series airplanes. That AD currently requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. DATES: This AD is effective December 14, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 14, 2009. On August 28, 2007 (72 FR 40222, July 24,2007), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD. We must receive any comments on this AD by January 11, 2010.
2008-24-04: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. That AD currently requires certain checks of the magnetic chip detector plug (chip detector) and the main gearbox (MGB) oil-sight glass, certain inspections of the lubrication pump (pump), and replacing the MGB and the pump with an airworthy MGB and pump, if necessary. Also, the AD requires that before a pump or MGB with any hours time-in-service (TIS) can be installed, it must meet the AD requirements. This AD adds all serial-numbered pumps to the applicability and requires using an improved procedure for detecting oil pump wear. This amendment is prompted by additional cases of MGB lubrication pump deterioration and a further investigation that determined that all serial-numbered pumps might be affected and the development of an improved procedure that is more accurate for detecting oil pump wear earlier. The actions specified by this AD areintended to implement improved procedures to detect a failing MGB oil pump, prevent failure of the MGB pump, seizure of the MGB, loss of drive to an engine and main rotor, and subsequent loss of control of the helicopter.
47-06-02: 47-06-02 GLOBE: (Was Mandatory Note 5 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 3 to 408 Inclusive; 1004 to 1319 Inclusive; and 2001 to 2239 Inclusive. Compliance required prior to April 1, 1947. Replace the warning placard located at the landing gear emergency extension crank with a revised placard, Globe P/N 11-532-3735, having the added instruction: "Crank back to the full up position before the next retraction of the landing gear". Complete rewinding is necessary to prevent damage to the retraction system. (Globe Customer Service Maintenance Bulletin No. 6 covers this same subject.)
82-26-05: 82-26-05 CESSNA: Amendment 39-4519. Applies to Models 335 (S/N 335-0001 through 335- 0065), 340 (S/N 340-0001 through 340-0555), and 340A (S/N 340A0001 through 340A1521) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To ensure structural integrity of the rudder balance weight rib, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this AD and each 100 hours time-in-service thereafter, remove the fiberglass rudder tip cap and visually inspect the original rudder balance weight rib, Cessna P/N 0831311-1, for cracks. If cracks are found, before further flight, install a new rudder balance weight rib Cessna P/N 5331004-2. b) After Cessna P/N 5331004-2 rudder balance weight rib has been installed, the inspections required by paragraph a) of this AD may be discontinued. c) Aircraft may be flown, in accordance with Federal Aviation Regulation 21.197, to a location where the provisions of this AD can be accomplished. d) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. Cessna Service Information Letter, ME 82-8 dated April 2, 1982, pertains to this subject. This amendment becomes effective December 27, 1982.
2008-06-21 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all McDonnell Douglas Corporation airplane models identified above. That AD currently requires revising the FAA-approved maintenance program, or the Airworthiness Limitations (AWLs) section of the Instructions for Continued Airworthiness, as applicable, to incorporate new AWLs for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. For certain airplanes, this AD also requires the initial accomplishment of a certain repetitive AWL inspection to phase in that inspection, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank system. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, couldresult in a fuel tank explosion and consequent loss of the airplane. \n\nDATES: This AD is effective December 10, 2009. \n\tOn April 23, 2008 (73 FR 14673, March 19, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. \n\tWe must receive any comments on this AD by January 25, 2010.
2008-17-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: A DG-500MB experienced, after the engine shutdown, an uncommanded retraction of its powerplant. Investigations revealed that some bolts of the extension retraction mechanism had fractured because of fatigue stress due to increasing push-pull loads acting on incorrectly tightened screws. This condition, if not corrected, could lead to damage of the propeller and the fuselage, thereby reducing the structural integrity of the sailplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
62-16-01: 62-16-01\tBOEING: Amdt. 465 Part 507 Federal Register July 24, 1962. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required within the next ten hours' time in service unless already accomplished. \n\n\tTo eliminate arcing and subsequent fire hazard resulting from presence of moisture and lint accumulation between the electrical razor outlet terminals, deactivate all electrical razor outlets by pulling all applicable AC and DC circuit breakers. Secure circuit breakers in open position. Outlets may be reactivated upon accomplishment of Boeing Service Bulletin No. 1736 or an FAA approved equivalent. \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated July 6, 1962.