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2000-11-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200 and -300 series airplanes, that requires repetitive inspections to detect wear or damage of the door latches and disconnect housings in the off-wing escape slide compartments, and replacement of any discrepant component with a new component. This amendment is prompted by reports of worn and damaged door latches and disconnect housings in the off-wing escape slide compartments. The actions specified by this AD are intended to ensure deployment of an escape slide during an emergency evacuation. Non-deployment of an escape slide during an emergency could slow down the evacuation of the airplane and result in injury to passengers or flightcrew. The actions specified by this AD are also intended to detect damaged disconnect housings in the off-wing escape slide compartments, which could result in unexpected deployment of an escape slide during maintenance, and consequent injury to maintenance personnel.
2000-12-05: This amendment supersedes an existing airworthiness directive (AD), applicable to International Aero Engines AG (IAE) V2500-A1/-A5/-D5 series turbofan engines, that requires revisions to the Airworthiness Limitations Section (ALS) and Maintenance Scheduling Section (MSS) of the Instructions for Continued Airworthiness (ICA), located in the Time Limits Manual (Chapter 05-10-00) of the Engine Manuals, to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action would add additional critical life-limited parts for enhanced inspection. This action is prompted by additional focused inspection procedures that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-03-03: 89-03-03 PARTENAVIA COSTRUZIONI AERONAUTICHE, SPA: Amendment 39-6117. Applicability: Models P 68, P 68B, P 68C, P 68TC, P 68 "Observer", and P 68TC "Observer" (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished after the last engine removal. To prevent loss of structural integrity of the engine mounts, accomplish the following as referenced in Partenavia Service Bulletin (SB) No. 76 dated December 23, 1988: (a) Inspect the engine mounting system as follows for both engines: (1) Prepare the airplane as necessary as described for "ENGINE REMOVAL" in the Partenavia Maintenance Manual and support the engine with a hoist. (2) Remove the mount bolts (P/N MS 20006-12) from the airframe one-by-one starting with the lower bolts. (3) With a 10x magnifier, visually inspect the bolts for cracks, circumferential scoring, corrosion, or absence of protective coating on the shank of the bolt. Prior to further flight discard all damaged bolts, and replace with serviceable bolts. (4) Insure that washers (P/N MS 20002-C6) are properly installed on all the engine mount attachment bolts with the chamfer in the hole mating with the head of the bolt. (5) Reinstall undamaged bolts or replacement bolts and washers. Starting with the upper bolts, torque each to 335 to 375 inch-pounds. (6) Prepare the airplane for flight as described in "INSTALLATION OF ENGINE" in the Partenavia Maintenance Manual. (b) Repeat the requirements of paragraph (a) of this AD at any subsequent engine removal. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche. S.P.A., Via Cava 80026 Casoria-Naples, Italy; telephone 81 759-0946; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6117, AD 89-03-03) becomes effective on February 16, 1989.
2015-13-07: We are superseding Airworthiness Directive (AD) 98-13-23 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 98-13-23 required inspections to detect corrosion and cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin; and repair, if necessary. This new AD reduces the compliance times and repetitive intervals, and changes the inspection procedures. This AD was prompted by the determination that the risk of cracking is higher than initially determined. We are issuing this AD to prevent cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin, which could result in reduced structural integrity of the horizontal-stabilizer cutout longeron.
63-17-03: 63-17-03 LOCKHEED: Amdt. 599 Part 507 Federal Register August 10, 1963. Applies to All Models 188A and 188C Series Aircraft Except Those Which Have Been Repaired in Accordance With Lockheed Service Bulletin 88/SB-579 or an Equivalent Approved By the Chief, Engineering and Manufacturing Branch, FAA Western Region. Compliance required as indicated. As a result of fatigue cracking in the horizontal stabilizer spar web at fuselage Station 1167.7, the following shall be accomplished: (a) Within the next 210 hours' time in service after the effective date of this AD, inspect the horizontal stabilizer spar web at fuselage Station 1167.7, stabilizer Station 29, in the 0.62-inch radius near the lower cap and repair as necessary in accordance with the following: (1) Clean the radius area and inspect for cracks using a dye-penetrant method or FAA approved equivalent. If a cleaner other than a mild soap solution is used, complete removal of the cleaning agent is required.(2) Any webs with cracks of 3/4 inch or less shall be stop drilled before further flight with a 3/8-inch diameter flat bottom drill, except that if the crack terminates at a fastener hole, stop drilling is not required. (3) Any webs with cracks in excess of 3/4 inch and cracked webs which have been stop drilled on which further cracking occurs shall be repaired before further flight in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (b) Following the accomplishment of (a) reinspect the area described in (a) in accordance with (a)(1) as follows: (1) Inspect uncracked webs at intervals not to exceed 1,200 hours' time in service. (2) Inspect stop-drilled cracks of 3/16 inch or less at intervals not to exceed 840 hours' time in service. (3) Inspect stop-drilled cracks in excess of 3/16 inch but not greater than 1/2 inch at intervals not to exceed 420 hours' time inservice. (4) Inspect stop-drilled cracks in excess of 1/2 inch but not greater than 3/4 inch at intervals not to exceed 210 hours' time in service. (c) If cracks are detected by reinspection of (b)(1), repair in accordance with (a)(2) or (a)(3) as applicable. If additional cracking is detected by the reinspection of (b)(2) through (b)(4), repair in accordance with (a)(3). (d) For aircraft on which the inspection and repair as required in (a) was accomplished before the effective date of this AD, such inspection may be considered as the initial inspection, and the repetitive inspection periods of (b) shall be computed from the aircraft's time in service at the time of that initial inspection. (e) The periodic reinspection described in (b) may be discontinued when a cracked web is repaired in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch FAA Western Region, or when such repair is incorporated as a reinforcement on an uncracked web. (f) Upon request of the operator, an 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 Service Information Letter 88/SIL-62 and Lockheed Service Bulletin 88/SB- 579 cover this same subject.) This directive effective September 12, 1963. Revised November 21, 1963.
2010-19-03: We are adopting a new airworthiness directive (AD) for certain Model 737-700 (IGW) series airplanes. This AD requires deactivation or modification of PATS Aircraft, LLC, auxiliary fuel tanks. 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 fuel tank explosions and consequent loss of the airplane.
2000-11-16: This amendment supersedes Airworthiness Directive (AD) 97-17-03, which currently requires you to accomplish the following on Ayres Corporation (Ayres) S2R Series and Model 600 S2D airplanes: inspect the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking; replace any lower spar cap where fatigue cracking is found; and report any fatigue cracking. This AD retains the inspection and replacement (if necessary) requirements of the lower spar caps that are currently required in AD 97-17-03. This AD also makes these inspections repetitive, adds additional airplanes to the Applicability of the AD, changes the initial compliance time for all airplanes, and arranges the affected airplanes into groups (six) based on usage and configurations. The existing AD was the result of an accident of an Ayres S2R series airplane where the wing separated from the airplane in flight. The actions specified by this AD are intended to detect and correct fatigue cracking of the lower spar caps, which could result in the wing separating from the airplane with consequent loss of control of the airplane
81-26-51 R3: 81-26-51 R3 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4328 as amended by Amendment 39-4555 is further amended by Amendment 39-4722. Applies to Lockheed Model L-1011-385 series airplanes, serial numbers 1052 and subsequent, certificated in all categories. Compliance is required as indicated, unless previously accomplished. To detect cracks in the Fuselage Station (FS) 1363 bulkhead lower caps, fuselage skin, adjacent web, and web horizontal stiffeners; and to prevent failure and possible sudden decompression of the airplane, accomplish the following: A. Compliance Schedule: 1. Compliance is required within 300 landings after the effective date of this AD for the inspection specified in paragraph C., below, on all aircraft having accumulated 10,000 or more landings, as of the effective date of this AD. Previously accomplished inspections per paragraph B. or F., below, or per Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, satisfy this initial inspection requirement. 2. Aircraft having accumulated less than 10,000 landings as of the effective date of this AD amendment must have an initial inspection as specified in paragraph C. below prior to accumulating 10,300 landings. 3. Repetitive inspections in accordance with paragraph C., below, are required on all affected aircraft until the permanent modification specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-207, Revision 1, dated October 12, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, is accomplished which terminates the repetitive inspections required by this AD. (a) If the initial inspection was accomplished in accordance with paragraph B. below, within an additional 300 landings after the initial inspection, or within 100 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (b) If the initial inspection was accomplished in accordance with Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, within an additional 600 landings after the initial inspection, or within 300 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (c) The 2000 landings internal inspection intervals may be increased to 4000 landings if the external support angle (P/N 1561639) is also inspected in accordance with Section 2,Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-209, dated October 27, 1981, and no damage is found. (d) Any area with bulkhead cap repairs must be inspected at an interval not to exceed 500 landings. If the bulkhead cap repair had been accomplished prior to the effective date of this AD, the next X-ray inspection to the bulkhead cap must be accomplished within 500 landings from the date of the repair or within 500 landings from the last X-ray inspection, whichever is earlier. B. Accomplishment Instruction - Option 1: 1. Remove both main landing gear fairing panels 195B, left hand side and 196B right hand side, or remove splash panels, Lockheed L-1011 P/N 1541920-101 and -102, and 2. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, left hand side. Inspect from the main landing gear wheel well, paying particular attention to web and horizontal stiffeners at bulkhead cap, above and below water line 140. 3.Perform a close visual inspection for cracks in fuselage skin between Fuselage Stations 1363 and 1403, left hand side, paying particular attention to the area between Stringers 44 and 46. 4. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, right hand side. Inspect from the main landing gear wheel well, paying particular attention to the web and horizontal stiffeners at the bulkhead cap, above and below water line 140. 5. Perform a close visual inspection for cracks in the fuselage skin between Fuselage Stations 1363 and 1403, right hand side, paying particular attention to the area between Stringers 20 and 22. Or, in lieu of B.1. thru B.5. 6. Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedure called out in Section 2, Accomplishment Instructions, of Lockheed Service Bulletin 093-53-206, Revision 1, dated October 19, 1981, or Accomplishment Instructions, Section 4 or 5 of Lockheed L-1011 Service Bulletin 093-53-A212, dated December 7, 1981. C. Accomplishment Instructions - Option 2 Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedures specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-228, dated April 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. If cracks are found in the lower cap, adjacent web, fuselage skin, or web stiffeners, they must be repaired before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. E. If cracks are found only in the Lockheed P/N 1518531-121 reinforcing strap and not repaired, reinspect externally in accordance with paragraph C., above, at intervals not to exceed 250 landings until a repair or permanent modification is incorporated in a manner approved by theManager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. 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 Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. Amendment 39-4328 became effective March 11, 1982, and was effective earlier to those recipients of Telegraphic AD T81-26-51, dated December 11, 1981. Amendment 39-4555 became effective February 9, 1983. This Amendment 39-4722 becomes effective September 21, 1983.
87-21-05: 87-21-05 CESSNA: Amendment 39-5745. Applies to the following models and serial numbered airplanes certificated in any category which have been modified in accordance with Supplemental Type Certificate (STC) SA 4795SW: MODELS SERIAL NUMBERS 150 17001 thru 17999 59001 thru 59018 150A 15059019 thru 15059350 150B 15059351 thru 15059700 150C 15059701 thru 15060087 150D 15060088 thru 15060772 150E 15060773 thru 15061532 150F 15061533 thru 15064532 150G 15064533 thru 15067189 (except 15064970) 150H 649, 15067199 thru 15069308 150J 15069309 thru 15071128 150K 15071129 thru 15072003 150L 15072004 thru 15075781 150M 15075782 thru 15079405 A150K A1500001 thru A1500226 A150L A1500227 thru A1500523 A150M 15064970, A1500524 thru A1500734 152 15279406 thru 15285595 and on A152 A1500433, A1520735 thru A152088 681, A1520809 thru A1521015 and on Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To assure operation of the airplane within the approved center of gravity (CG) limits and approved operating limitations, accomplish the following: (a) For Model 150, 150 A/B/C, airplanes accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate a placard with the following statement using letters with a minimum height of 1/8 inch: "NOT APPROVED FOR SPINS." Install this placard in clear view of the pilot on the airplane instrument panel. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. NOTE: Compliance with Airworthiness Directive 86-15-07 does not relieve compliance with this AD for Models 150, 150A/B/C airplanes. (b) For Model A150 K/L/M airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 1. of this AD, marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (c) For Model A152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins withthe words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 2. of this AD, permanently marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (d) For Model 150 D thru M and 152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the instrument panel over the existing maneuver placard. (2) Fabricate the placard detailed in Figure 3. of this AD, permanently marking it withthe statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. Alternatively, this placard may be obtained from Aircraft Conversion Technologies, Inc., 1410 Flight Line Drive, Lincoln, California 95648. (3) Operate the airplane in accordance with the placard. (e) Installation of the placards required by this AD may be accomplished by the owner/operator on any airplanes which are not used under FAR Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, FAA Southwest Region, Fort Worth, Texas 76193-0100; telephone (817) 624-5100. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to J&S Engineering, 222 W. Turbo Drive, San Antonio, Texas 78216; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 13, 1987. MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 162 MPH (141 KNOTS) STRUCTURAL CRUISING (Vc) 120 MPH (104 KNOTS) MANEUVERING (Va) 109 MPH ( 95 KNOTS) FLAPS EXTENDED (Vfe) 98 MPH ( 85 KNOTS) THE FOLLOWING ACROBATIC MANEUVERSARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 109 MPH (95KTS) LAZY EIGHTS 109 MPH (95KTS) STEEP TURNS 109 MPH (95KTS) STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 1 MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 149 KNOTS STRUCTURAL CRUISING (Vc) 111 KNOTS MANEUVERING (Va)104 KNOTS FLAPS EXTENDED (Vfe) 85 KNOTS THE FOLLOWING ACROBATIC MANEUVERS ARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 95 KNOTS LAZY EIGHTS 95 KNOTS STEEP TURNS 95 KNOTS STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 2 MATERIAL: Sheet aluminum THICKNESS: .020 SCALE Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater, silver on black 2.0 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE MAY BE OPERATED WITHIN THE FOLLOWING LIMITS: UTILITY CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1600 POUNDS AT 32.9 IN. TO 36.75 IN. AT 1600 POUNDS AND BELOW. NORMAL CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1760 POUNDS AT 33.6 IN. TO 36.75 IN. AT 1760 POUNDS AND BELOW. NO ACROBATIC MANEUVERS ARE APPROVED FOR NORMAL CATEGORY OPERATIONS 4.5 or greater PLACARD FIGURE 3
2015-15-03: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GEnx turbofan engine models. This AD was prompted by reports of GEnx-1B and GEnx-2B engines experiencing power loss in ice crystal icing (ICI) conditions. This AD precludes the use of full authority digital engine control (FADEC) software, version B175 or earlier, in GEnx-1B engines, and the use of FADEC software, version C065 or earlier, in GEnx-2B engines. We are issuing this AD to prevent engine failure, loss of thrust control, and damage to the airplane.