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2018-03-20: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-300 series airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a report indicating that a pipe of the fire extinguishing system in the forward cargo compartment was too long, and therefore could be installed only under stress, which applies pressure to the pipe clamp. We are issuing this AD to address the unsafe condition on these products.
78-17-02 R3: 78-17-02 R3 PRATT & WHITNEY AIRCRAFT: Amendment 39-3281 as amended by Amendment 39-4334 and 39-4407 is further amended by Amendment 39-4818. Applies to Pratt & Whitney Aircraft models JT8D-9, - 9A, -11, -15, -15A, -17, -17A, -17R, and -17AR turbofan engines. Compliance is required as indicated, unless already accomplished. To detect cracks in compressor front hubs, P/Ns 594301, 791801, 640601, 743301, 750101, and 749801, except those excluded by serial number in Pratt & Whitney Aircraft Alert Service Bulletin No. 4841, Revision 6, dated July 15, 1983, which could result in fracture of the retention lugs and release of first stage fan blades, accomplish the following: (A) Inspect front compressor front hubs for cracks in the blade slots in accordance with Pratt & Whitney Aircraft Alert Service Bulletin No. 4841, Revision 6, dated July 15, 1983, or equivalent means approved by the Manager, Engine Certification Branch, New England Region, and in accordance with limits specified in Paragraphs (B) and (C) of this AD. Remove cracked compressor front hubs prior to further flight. (B) Hubs not previously inspected shall be inspected within 1,000 cycles from the effective date of this AD or before reaching the initial inspection limits specified in Column I of Paragraph (D), whichever occurs later, except do not exceed 13,000 total cycles. Repeat inspections at intervals listed in Column II, or Column III, Paragraph (D), thereafter. (C) Hubs which have been previously inspected shall be reinspected within 1,000 cycles after the effective date of this AD or before reaching the initial inspection limit specified in Column I, Paragraph (D), or before reaching the repetitive inspection limits specified in Column II or Column III of Paragraph (D), whichever comes later. Repeat inspections at intervals listed in Column II or Column III, Paragraph (D), thereafter. (D) Model Column I, initial inspection limit (cycles) Column II, Eddy current repetitive inspection limit (cycles) Column III, on-wing ultrasonic repetitive repetitive inspection limit (cycles) JT8D-9, -9A 13,000 6,000 2,000 JT8D-11 10,500 6,000 2,000 JT8D-15, -15A 9,500 5,000 1,500 JT8D-17, -17A 8,500 5,000 1,500 JT8D-17R, -17AR 8,000 5,000 1,500 NOTE: If the initial inspection or repetitive inspection is in paragraph (D) apply. If, however, the initial inspection or repetitive inspection is achieved by an eddy current inspection on an uninstalled engine, the Column II inspection limits of paragraph (D) would apply. (E) Upon request of the operator, an FAA maintenance inspector, subject to the approval of the Manager, Engine Certification Branch, FAA, New England Region, may adjust the 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 that operator. (F) For hubs that have been installed in more than one engine model, the inspection schedule for the engine model with the highest thrust rating in which it has operated is applicable. The manufacturer's Alert Service Bulletin identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a). All persons affected by this directive who have not already received the service bulletin from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, Commercial Products Division, 400 Main Street, East Hartford, Connecticut 06108. The service bulletin may also be examined at Federal Aviation Administration, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. Amendment 39-3281 became effective September 20, 1978. Amendment 39-4334 became effective March 4, 1982. Amendment 39-4407 became effective June 28, 1982. This Amendment 39-4818 becomes effective March 30, 1984.
66-18-04: 66-18-04 PIPER: Amdt. 39-266 Part 39 Federal Register July 26, 1966. Applies to Model PA-24-260 and PA-30 Airplanes, Serial Numbers 24-4247, 24-4300 through 24-4443, 24- 4445 through 24-4448, 24-4450 through 24-4452, 24-4454 through 24-4456, 24-4461, 24-4465, 24-4467, 24-4474, 24-4475, 30-853, 30-902 through 30-1087, 30-1089 through 30-1093, 30- 1095, 30-1096, 30-1098 through 30-1106, 30-1109, 30-1112, 30-1113, 30-1117, 30-1120, 30- 1127, and 30-1129 through 30-1137. Compliance required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent unlatching of the baggage door, accomplish the following: (a) Inspect the baggage door latch to ensure that the latch extends through the latch striker plate 1/4 inch +0, -1/16 inch, measured from the top of the striker plate. (b) If the latch does not extend 1/4 inch +0, -1/16 inch through the latch striker plate, before further flight accomplish the following, or an FAA-approved equivalent: Replace the present latch striker plate retaining screws with AN 526-1032R14 screws and insert AN 960-10 washers between the door jamb and the latch striker plate, to obtain the 1/4 inch +0, -1/16 inch dimension. However, if more than three washers would be required, rework the door jamb to obtain the 1/4 inch +0, -1/16 inch dimension in an FAA-approved manner. (Piper Service Letter No. 478, dated June 13, 1966, pertains to this subject). This directive effective August 10, 1966.
2003-02-05: This amendment adopts a new airworthiness directive (AD) for certain Eurocopter France (Eurocopter) model helicopters. This action requires measuring the diameter of the sliding door roller (roller) and the dimensions of the front end opening of the sliding door middle rail (rail) to determine if excessive wear exists, and if necessary, installing a placard prohibiting the operation of the sliding door during flight. This amendment is prompted by an incident in which a roller came out of the middle rail during a door-opening operation in flight. The actions specified in this AD are intended to prevent the roller from coming out of the middle rail when opening the door, which could lead to the sliding door separating from the helicopter during flight, damage to critical flight components, and subsequent loss of control of the helicopter.
90-17-01: 90-17-01 ROBINSON HELICOPTER COMPANY (RHC): Amendment 39-6687. Docket No. 89-ASW-58.\n\n\tApplicability: All Model R22 series helicopters, certified in any category, equipped with carburetor air box latches. \n\n\tCompliance: Required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent carburetor air box latches from coming loose in flight, which could result in power loss in critical maneuvers close to the ground, accomplish the following: \n\n\t(a)\tRemove the three carburetor air box latches and replace with four bolts in accordance with the following: \n\n\t\t(1)\tOpen the air box and remove the filter element. \n\n\t\t(2)\tRemove the air box from the helicopter. \n\n\t\t(3)\tDrill out the four rivets in the cover holding 0.25 inch diameter spacers and enlarge the holes to 0.191 inch diameter. Discard the spacers. \n\n\t\t(4)\tClose the cover, and using the holes in the cover as guides, drill four matching holes through the upper box in line with the holes in the cover. \n\n\t\t(5)\tOpen the air box and drill out all the rivets holding the latches to the cover. Discard the latches and angles. Clean the drilling chips from the box. \n\n\t\t(6)\tReinstall the air box to the helicopter. \n\n\t\t(7)\tInstall the filter element and secure the cover using four AN3-35A bolts, AN960-10L washers, AN970-3 washers, and NAS679A3 nuts. \n\n\tNOTE: Refer to Figure 1 for accomplishing the instructions required by paragraph (a). \n\n\t(b)\tAn alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used if approved by the Manager, Los Angeles Aircraft Certification Office, ANM-100L, FAA, Northwest Mountain Region, 3229 E. Spring Street, Long Beach, California 90806-2425. \n\n\tNOTE: Robinson Helicopter Company Service Bulletin Number 61, dated July 28, 1989, pertains to this AD. \n\n\tThis amendment (39-6687, AD 90-17-01) becomes effective on September 10, 1990. \n\nSB 61
97-13-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard 54H60 series propellers. This action requires removing from service affected propeller blades, and returning those blades to the manufacturer or an approved facility for inspection, rework, and return to service. This amendment is prompted by reports of a propeller blade manufacturing defect. The actions specified in this AD are intended to prevent propeller blade fracture due to the manufacturing defect, which could result in propeller blade separation and loss of control of the aircraft.
2011-16-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires revising the airplane flight manual (AFM) to advise the flightcrew to use certain procedures during descent in certain icing conditions. This AD was prompted by reports of several in-flight engine flameouts, including multiple dual engine flameout events and one total power loss event, in ice-crystal icing conditions. We are issuing this AD to ensure that the flightcrew has the proper procedures to follow in certain icing conditions. These certain icing conditions could cause a multiple engine flameout during flight with the potential inability to restart the engines, and consequent forced landing of the airplane.
2018-03-04: We are adopting a new airworthiness directive (AD) for Rosemount Aerospace Model 851AK pitot probes that were repaired by CSI Aerospace, Inc. between January 2013 and July 2014 that are installed on airplanes. This AD was prompted by a report that certain pitot probes are indicating the wrong airspeed during flight. This AD requires inspecting the airplane to determine the number of affected pitot probes installed and replacing the affected pitot probes. We are issuing this AD to address the unsafe condition on these products.
2003-02-06: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 407 helicopters. This action requires visually inspecting certain tailboom gearbox support castings (castings) for cracks and replacing the tailboom assembly if a crack is found. This amendment is prompted by an incident in which a crack was discovered on the casting that holds the tail rotor gearbox and vertical fin. The actions specified in this AD are intended to detect a crack in the casting and prevent failure of the casting, loss of the vertical fin and tail rotor, and subsequent loss of control of the helicopter.
49-41-01: 49-41-01 LOCKHEED: Applies to All Models 649, 749 and 749A Aircraft Equipped With Curtiss Model C632S-A Propellers and Wright Model 749C18BD-1 Engines. Compliance required on items 1, 2 and 3 by October 11, 1949. In order to reduce the possibility of subjecting propellers to excessive stresses and to detect hub cracks which may have been caused by such stresses, the following steps are to be taken: 1. Change present 2,100-2,375 r.p.m. restriction to 2,050-2,375. Placard airplane or mark tachometer with green radial line for single point operation at 2,025 r.p.m. Other restrictions listed in AD 48-26-01 still apply. 2. Limit gross weight to 102,000 pounds maximum. 3. On hubs having more than 1,500 hours total service time, visually inspect for cracks the rear outboard portions of the hub barrels. Inspection is to be continued at intervals as close to 10 hours as practical but not exceeding 20 hours maximum. It is strongly recommended that whenever the necessary equipment is available, magnetic inspections be made at the same intervals in accordance with Curtiss Instruction entitled "Field Magnetic Inspection of C6832S-A Hubs." Remove from service any hub showing a crack. To facilitate these inspections, the propeller power unit is covered or sealed to prevent the entrance of water in the unit. As an alternate to the removal of the spinner, these inspections may be conducted through three 5-inch diameter holes located in the side of the spinner in accordance with instructions issued by Curtiss. 4. All C632S-A hubs (P/N 116366) with over 2,000 hours total time shall be retired from service as soon as possible and not later than November 30, 1949. 5. Items 1 and 2 also apply when the C-632S-B hub (P/N 129914) is used to replace the C632S-A hub (P/N 116366).
89-02-12 R1: 89-02-12 R1 GULFSTREAM: Amendment 39-8825. Docket 93-NM-58-AD. Revises AD 89-02-12, Amendment 39-6155. Applicability: Model G-IV airplanes, as listed in Gulfstream Aircraft Service Change No. 110, dated January 24, 1989, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: Paragraphs (a) and (b) of this AD merely restate the requirements of paragraphs A. and B. of AD 89-02-12, Amendment 39-6155. As allowed by the phrase, "unless accomplished previously," if those requirements of AD 89-02-12 have already been accomplished, paragraphs (a) and (b) of this AD do not require that those actions be repeated. To prevent hazardous deviations from the intended course, accomplish the following: (a) Prior to further flight after April 3, 1989 (the effective date of AD 89-02-12, Amendment 39-6155), discontinue use of the Bendix instrument landing system (ILS) radios for any type of approach. Pull both circuit breakers (C/B) on the co-pilot's C/B panel labeled "ILS #1" and "ILS #2." Tie-wrap the C/B's out, using TY23M or equivalent tie-wraps. Affix placards (Gulfstream decal #1159F40000-911 or equivalent) to the control heads and the C/B's, labeling them "INOP." (b) Within 10 hours of airplane operation after April 3, 1989 (the effective date of AD 89-02-12, Amendment 39-6155), modify the wiring to the #1 and #2 electronic display controllers, in accordance with Gulfstream Aircraft Service Change No. 110, dated January 24, 1989. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) Accomplishment of the actions specified in both paragraphs (e)(1) and (e)(2) of this AD constitutes terminating action for the requirements of this AD: (1) Modify the Bendix ILS systems in accordance with Gulfstream Aircraft Service Change No. 110A, dated April 9, 1993; and (2) Prior to further flight after accomplishing the actions specified in paragraph (e)(1) of this AD, reactivate the Bendix ILS systems after relocating the forward radome mounted AM/FM entertainment antenna system in accordance with a method approved by the Manager, Atlanta ACO, FAA, Small Airplane Directorate. (f) The modifications shall be done in accordance with Gulfstream Aircraft Service Change No. 110, dated January 24, 1989, and Gulfstream Aircraft Service Change No. 110A, dated April 9, 1993. 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 Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-2206. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on March 21, 1994.
2003-02-04: This amendment adopts a new airworthiness directive (AD), that is applicable to CFM International CFM56-5 and -5B series turbofan engines. This amendment requires the establishment of an exhaust gas temperature (EGT) baseline and trend monitoring using the System for Analysis of Gas Turbine Engines (SAGE), or equivalent, as an option to EGT harness replacement, and if necessary, replacement of certain EGT harnesses and EGT couplings as soon as a slow and continuous EGT drift downward is noticed after the effective date of this AD. This amendment is prompted by reports of erroneous EGT readings. The actions specified by this AD are intended to prevent unexpected deterioration of critical rotating engine parts due to higher than desired engine operating EGT's.
2002-13-05 R1: This amendment revises an airworthiness directive (AD) for the specified MD Helicopters, Inc. (MDHI) helicopters that currently requires identifying the part number (P/N) of the bolts that attach the tail rotor gearbox to the tailboom and replacing any bolt of inadequate grip length with an airworthy bolt. That AD also requires adding an additional washer if more than four threads protrude from the nutplate. This amendment requires the same actions as the existing AD but reduces the applicability to only certain tailboom serial numbers and parts modified in accordance with either Supplemental Type Certificate (STC) SH5055NM or SH4801NM. This amendment also corrects a typographical error and clarifies that a slippage mark needs to be reapplied to each bolt regardless of the outcome of the required torque test. This amendment is prompted by the need to correct and clarify the applicability and other portions of the existing AD. The actions specified by this AD are intended to prevent loss of a tail rotor gearbox due to bolts of inadequate grip length and subsequent loss of control of the helicopter.
2021-19-20: The FAA is adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report of defects on the piston hole associated with the O2 saver feature that may prevent efficient deactivation of the O2 saver function. This AD requires amending the existing airplane flight manual (AFM) to incorporate a check and an operating limitation regarding the O2 saver function, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also limits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
92-15-04: 92-15-04 BRITISH AEROSPACE: Amendment 39-8297. Docket No. 91-NM-275-AD. Applicability: Model 125-800A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent excessive wear and premature structural failure of the main landing gear, accomplish the following: (a) Within 180 days after the effective date of this AD, install steel torque links on the right and left main landing gear, and reduce torque link and knuckle axial clearances, by installing British Aerospace Modification Number 253257A in accordance with British Aerospace Service Bulletin SB.32-226-3257A, dated May 3, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The installation and modification shall be done in accordance with British Aerospace Service Bulletin SB.32-226-3257A, dated May 3, 1991. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on August 20, 1992.
97-10-02: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 777 series airplanes. This action requires repetitive corrosion/resistance inspections to measure the resistance of each wire bundle of the flight control system; and repair of the receptacle bond, repair of the bundle connector backshells, or replacement of the wire bundles with new components, if necessary. This amendment is prompted by reports of corroded connectors and numerous other discrepancies of the wire bundles, such as loose backshells and loose shield retention bands, due to the presence of moisture inside the wire bundles. The actions specified in this AD are intended to detect and correct such corrosion, which could reduce system protection against lightning strikes or high intensity radiated field (HIRF) events, and consequently could adversely affect wire bundles used for the flight control system. This situation could result in loss of function of certain flight control surface actuators in the event of a lightning strike.
65-18-02: 65-18-02 SCHWIEN: Amdt. 39-117-Part 39 Federal Register August 19, 1965. Applies to All Model S-27200 Turn and Bank Indicators. Compliance required before further IFR flight or at the next instrument overhaul, whichever occurs first, unless already accomplished. To prevent further fatigue failures of the zinc die cast rotor, replace zinc die cast rotor assembly, P/N 11-7347, with General Design, Inc. steel rotor, P/N 3553-2, and two cup assembly bearings, P/N 3659, in accordance with paragraph 2 (Accomplishment Instructions) of General Design Service Bulletin No. 12.0.2800, dated June 1965, or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. This directive effective August 17, 1965. Revised October 30, 1965.
2011-15-08: 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: A specific failure case of the THSA [trimmable horizontal stabilizer actuator] upper primary attachment, which may result in a loading of the upper secondary attachment, has been identified by analysis. Primary load path failure can be caused by bearing migration from the upper attachment gimbal by failure or loss of a retention bolt. In case of failure of the THSA upper primary attachment, the THSA upper secondary attachment would engage. Because the upper attachment secondary load path can only withstand the loads for a limited period of time, the condition where it would be engaged could lead, if not detected, to the failure of the secondary load path, which would likely result in loss of control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-09-09: 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: During flight-testing of a wing anti-ice piccolo tube containing a deliberate small breach, it was determined that the wing leading edge thermal switches were not detecting the consequent bleed leak at the design threshold. As a result, new [[Page 41654]] Airworthiness Limitation tasks, consisting of a functional test of the wing leading edge thermal switches and an inspection of the wing anti-ice duct piccolo tubes, have been introduced in order to limit exposure to dormant failure of the switches in the event of piccolo tube failure, which could potentially compromise the structural integrity of the wing leading edge and the effectiveness ofthe wing anti-ice system. We are issuing this AD to require actions to correct the unsafe condition on these products.
92-06-01: 92-06-01 BOEING: Amendment 39-8181. Docket No. 91-NM-169-AD. \n\n\tApplicability: Model 747-200, 747-300, and 747-400 series airplanes, equipped with General Electric CF6-80C2 engines; as listed in Boeing Service Bulletin 747-28-2153, dated July 18, 1991, and Boeing Service Bulletin 747-28-2154, dated June 27, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent the possibility of a fire as a result of fuel leaks, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 747-28-2153, dated July 18, 1991: Replace one fuel tube in the number one engine strut and two fuel tubes in the number four engine strut in accordance with the procedures described in that service bulletin. \n\n\t(b)\tFor airplanes listed in Boeing Service Bulletin 747-28-2154, dated June 27, 1991: Replace two fuel tubes in the number three strut in accordance with the proceduresdescribed in that service bulletin. \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. The request shall 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 the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe replacement shall be done in accordance with Boeing Service Bulletin 747- 28-2153, dated July 18, 1991, or Boeing Service Bulletin 747-28-2154, dated June 27, 1991. 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; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on April 13, 1992.
2011-15-02: We are superseding an existing airworthiness directive (AD) for all Model 382, 382B, 382E, 382F, and 382G airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires the accomplishment of certain fuel system modifications, the initial inspections of certain repetitive fuel system limitations to phase in those inspections, and repair if necessary. This new AD corrects certain part number references, adds an additional inspection area, and for certain airplanes, requires certain actions to be re-accomplished according to revised service information. This AD was prompted by a report of incorrect accomplishment information in the service information cited by the existing AD. 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, could result in a fuel tank explosion and consequent loss of the airplane.
2011-15-03: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. That AD currently requires repetitive inspections to detect damage of the sleeving and wire bundles of the boost pumps of the numbers 1 and 4 main fuel tanks, and of the auxiliary tank jettison pumps (if installed); replacement of any damaged sleeving with new sleeving; and repair or replacement of any damaged wires with new wires. For airplanes on which any burned wires are found, that AD also requires an inspection to detect damage of the conduit, and replacement of any damaged conduit with a serviceable conduit. This new AD reduces the initial compliance time and repetitive inspection interval in the existing AD. This AD was prompted by fleet information indicating that the repetitive inspection interval in the existing AD is too long because excessive chafing of the sleeving continues to occur much earlier than expected between scheduled inspections. We are issuing this AD to detect and correct abrasion of the Teflon sleeving and wires in the bundles of the fuel boost pumps for the numbers 1 and 4 main fuel tanks and of the auxiliary tank jettison pumps (if installed), which could result in electrical arcing between the wires and aluminum conduit and consequent fire or explosion of the fuel tank.
65-05-03: 65-05-03 FAIRCHILD CAMERA AND INSTRUMENT CORPORATION: Amdt. 39-38 Part 39 Federal Register February 19, 1965. Applies to Fairchild Camera and Instrument Corporation Model 5424 ( ) Series Flight Data Recorders Installed in Aircraft as Required by Applicable Operating Rules. Compliance required within eight months after the effective date of this AD, unless already accomplished. To improve the crash survivability of the flight record, modify the Fairchild Camera and Instrument Corporation Model 5424 ( ) Series flight data recorder as follows: Replace the front panel assembly with a reinforced front panel assembly and install two stainless steel sideplates in accordance with Fairchild Field Service Bulletin No. 159 dated September 1, 1964, or No. FDR-159 (revised), dated November 24, 1964, or later FAA-approved revision. This directive effective March 21, 1965. Revised June 25, 1965. Revised July 30, 1965.
97-07-10 R1: This document clarifies information in an existing airworthiness directive (AD) that applies to de Havilland DHC-6 series airplanes that do not have a certain wing strut modification (Modification 6/1581) incorporated. That AD currently requires inspecting the wing struts for cracks or damage (chafing, etc.), replacing wing struts that are found damaged beyond certain limits or are found cracked, and incorporating Modification No. 6/1581 to prevent future chafing damage. The actions specified in that AD are intended to prevent failure of the wing struts, which could result in loss of control of the airplane. This document clarifies the requirements of the current AD by eliminating all reference to repetitive inspections. The AD results from several reports of wing strut damage caused by the upper fairing rubbing against the wing strut. The incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of April 1, 1997 (62 FR 15373).
97-09-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42 and ATR72 series airplanes, that requires modification of the handle of the passenger/crew door to change the "down-to-open" configuration of the handle to an "up-to-open" configuration. This amendment is prompted by a report indicating that, immediately after takeoff, the passenger/crew door opened and separated from the airplane, due to the inadvertent operation of the door handle. The actions specified by this AD are intended to prevent inadvertent opening of the passenger/crew door during unpressurized flight, or delays in opening the door during an emergency evacuation.