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81-26-04: 81-26-04 SWEARINGEN: Amendment 39-4284. Applies to Swearingen Model SA226-T, S/N T201 through T290; SA226-AT, S/N AT001 through AT066; SA226-TC, S/N TC201 through TC255 airplanes certified in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD but not later than January 15, 1982. Accomplishment of Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, satisfies the requirements of this AD (Airworthiness Docket No. 81-ASW-65). To prevent disengagement of the control cables from the control pulleys, install cable guards and retainers in each control column in accordance with Fairchild Swearingen Service Bulletin SB27-022 issued January 5, 1979, or an equivalent means approved by the Chief, Aircraft Certification Division, FAA, Southwest Region. A special flight permit may be issued in accordance with FAR 21.197 to allow flight of the aircraft to a location where this AD can be accomplished.This amendment becomes effective December 31, 1981.
2018-23-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by a report that flightcrew oxygen masks did not function as designed during flight testing. This AD requires an inspection to determine if certain oxygen masks/regulators are installed, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2018-24-04: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes. This AD was prompted by a revision of a certain airworthiness limitations item (ALI) document, which specifies new or more restrictive maintenance instructions and airworthiness limitations, and a determination that those maintenance instructions and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance instructions and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
88-01-04: 88-01-04 MCDONNELL DOUGLAS: Amendment 39-5811. Applies to McDonnell Douglas Model DC-9-10 through -50 and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and possible structural failure of the wing rear spar upper and lower tee caps, accomplish the following: \n\n\tA.\tInspect the right and left-hand wing rear spar lower caps in the area of the No. 2 flap hinge attachment bracket at wing station XRS=164.00, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-146, Revision 1, dated April 13, 1984 (hereinafter referred to as ASB 57-146), or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tFor airplanes with 60,000 or more landings on the effective date of this AD, accomplish the inspection in accordance with ASB 57-146 within the next 300 landings, unless already accomplished within the last 2,000 landings. \n\n\t\t2.\tFor airplanes with less than 60,000 landings and more than 34,999 landings on the effective date of this AD, unless already accomplished within the last 2,000 landings, inspect in accordance with ASB 57-146, in accordance with the following initial inspection schedule: \n\n\nAccumulated Landings\n\tInitial Inspection \n35,000 - 44,999\n2,000 landings\n45,000 - 54,999\n1,000 landings\n 55,000 - 59,999\t\n 500 landings\n\n\t\t3.\tFor airplanes with less than 35,000 landings on the effective date of this AD, inspect in accordance with ASB 57-146 prior to the accumulation of 37,000 landings. \n\n\tB.\tIf cracks are found in the rear spar lower cap, before further flight accomplish visual and dye penetrant inspections for cracks in the rear spar upper cap, in accordance with ASB 57-146. \n\n\tC.\tIf no cracks are found, repeat the inspections required by paragraph A., above, as applicable, at intervals not to exceed 4,000 landings until such timeas the preventative modification is accomplished in accordance with paragraph F., below. \n\n\tD.\tIf cracks in either the upper or lower spar caps have progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish the permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change or later FAA-approved service rework drawings. \n\n\tE.\tIf cracks in either the upper or lower spar caps have not progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish one of the following: \n\n\t\t1.\tThe permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change, or later FAA-approved service rework drawings contained in ASB 57-146; or \n\n\t\t2.\tThe temporary repair of the spar caps, identified in ASB 57-146 as J060271 "A" Change or later FAA-approved service rework drawing. \n\n\t\t\ta.\tSubsequent to the accomplishment of the temporary repair of the spar caps, perform visual inspections of the spar caps at intervals not to exceed 1,500 landings, and perform eddy current inspections of the spar caps at intervals not to exceed 3,000 landings, in accordance with ASB 57-146, until such time as the crack preventative modification described in paragraph F., below, is accomplished. \n\n\t\t\tb.\tIf crack progression in either the upper or lower spar caps are identified during repetitive inspections, repair within 3,000 additional landings in accordance with ASB 57-146. \n\n\t\t\tc.\tIf new crack(s) are found in the rear spar, wing panel (skin), and/or temporary repair angles or doublers on airplanes with a temporary repair incorporated, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tAccomplishment of crackpreventative modification in accordance with McDonnell Douglas DC-9 Service Bulletin 57-146, dated May 18, 1987, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for this AD. \n\n\tG.\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\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tI.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment 39-5811 supersedes AD 81-13-02, Amendment 39-3146. \n\n\tThis Amendment 39-5811 becomes effective February 16, 1988.
2018-22-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of damage to the protective coating and corrosion on the piston/axle of the main landing gear (MLG), caused by friction between the inboard axle sleeve and the axle thrust face. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a detailed inspection of the MLG piston/axle for damage to the protective coating and for corrosion. We are issuing this AD to address the unsafe condition on these products.
70-24-02: 70-24-02\tBOEING: Amdt. 39-1112 as amended by Amendment 39-1203. The following airworthiness directive, applicable to all operators of Boeing 747 airplanes, was effective immediately upon receipt of telegram dated November 5, 1970. \n\tBecause of two cases of loss of main landings gear wheels during airplane takeoff, within the next 125 hours time in service after receipt of this telegram, unless already accomplished, determine the coding identification of the outboard bearing Timken Part No. LM 229139, in all landing gear wheels. Any bearing with code letter "A" through "F" must be replaced with a bearing with code letter "G" "or later" or with an equivalent bearing approved by the Chief, Aircraft Engineering Division, Western Region, before further flight. \n\tNOTE: The bearing identification code letter is between the words "Timken" and "made" on the back face of the bearing cone. \n\tAmendment 39-1112 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 5, 1970. \n\tThis Amendment 39-1203 becomes effective May 7, 1971.
81-16-01: 81-16-01 FLUG UND FAHRZEUGWERKE AG: Amendment 39-4174. Applies to Model Diamant 16.5 and 18 gliders, serial numbers 11 through 80, certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the possibility of wing failure due to possible inadequate bonding of the wing spar cap to the wing shear web, accomplish the following: (a) Before further flight, install a legible operating limitations placard in full view of the pilot that reads: "VNE - NEVER EXCEED SPEED 103 MPH 90 KTS VA - CAUTION SPEED RANGE 74 to 103 MPH 64 to 90 KTS NO ABRUPT CONTROL MOVEMENTS - AVOID TURBULENCE MAXIMUM MANEUVER LOAD FACTOR: +2.8 TO -1.4 MAXIMUM GUST LOAD FACTOR: +3.5 to -1.75," or install an equivalent placard approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (b) Prior to the accumulation of 1500 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 26 through 80, and 1000 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 11 through 25: (1) Inspect, and repair as necessary, wing bonding in accordance with paragraphs 2 and 3, "Inspection Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin No. 07, dated December 1978, or an FAA-approved equivalent; and (2) For gliders with serial numbers 26 to 80, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08, dated December 1978, or an FAA-approved equivalent. (3) For gliders with serial numbers 11 through 15, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08A, dated February 1979, or an FAA-approved equivalent. (c) Upon accomplishment of the inspection, repair and wing reinforcement required by paragraph (b) of this AD, the flight limitations placard required by paragraph (a) of this AD is no longer required. (d) If an equivalent means of compliance is used in complying with paragraph (b) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment supersedes Amendment 39-3905, AD 80-18-09. This amendment becomes effective August 6, 1981.
2018-18-02: We are adopting a new airworthiness directive (AD) for certain Austro Engine GmbH model E4 engines and for all model E4P engines. This AD was prompted by reports of considerable wear on the timing chain on these engines. This AD requires replacement of the timing chain and amending certain airplane flight manuals to limit the use of windmill restarts. We are issuing this AD to address the unsafe condition on these products.
87-15-06: 87-15-06 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-5644. Applies to BHTI Model 222B and 222U helicopters that have tail boom assembly, P/N 222-035- 150-103 or -107, installed. To prevent failure of the tailboom, accomplish the following: (a) Within the next 25 hours time in service and thereafter at intervals not to exceed 25 hours time in service, inspect the tailboom in accordance with Part I of BHTI Alert Service Bulletin Number 222-85-28 for the Model 222B and Number 222U-85-3 for the Model 222U. (b) If any crack is identified during the inspection required in paragraph (a) above, Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U must be accomplished before further flight. (c) Upon completion of Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U, the inspectionsrequired by paragraph (a) of this AD are no longer necessary. (d) This AD does not apply if Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or 222U-85-3 for the Model 222U has been previously accomplished. (e) Any alternate method of compliance with this AD which provides an equivalent level of safety must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101. (f) In accordance with Sections 21.197 and 21.199, flight is permitted to a base where the inspection required by this AD may be accomplished. The procedure shall be done in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 222-85-28 or 222U-85-3, both dated March 21, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Bell HelicopterTextron, Inc., P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8401, Washington, D.C. This amendment, 39-5644, becomes effective August 7, 1987.
2018-20-17: We are superseding Airworthiness Directive (AD) 2012-22-10, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2012-22-10 required repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. This AD retains the initial inspection of the wing-to-fuselage attachment joints, and removes the repetitive inspections of all but the forward keel beam attachment joint. This AD also changes the repetitive inspection interval for the forward keel beam attachment joint. This AD was prompted by a determination that additional nuts of the forward keel beam attachment joint should be inspected, and that repetitive inspections of certain wing-to-fuselage attachment joints are not necessary. We are issuing this AD to address the unsafe condition on these products.