Results
83-21-01: 83-21-01 WYTWORNIA SPRZETU KOMUNIKACYJNEGO "PZL-RZESZOW": Amendment 39- 4743. Applies to PZL-3S engine. Compliance is required as indicated unless already accomplished. To preclude the possibility of in-flight propeller loss, accomplish the following: (a) Operation of any of the following engine propeller combinations is prohibited: (1) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/1 propeller. (2) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/11 propeller. (3) WSK "PZL-RZESZOW" PZL-3S engine with Dowty Rotol CR 289/3-110-F/12 propeller. (b) Engines which have had service in any of the engine/propeller combinations listed in (a) must be inspected for wear prior to further operation with any other propellers. This inspection must include a visual inspection of the disassembled rear crankshaft, rear counterweight, rear counterweight pins, front crankshaft, crankshaft nut and propeller shaft. (c) If, during inspections required in (b), any signs of unusual wear or damage are detected, remove the engine from service, inspect for secondary damage, and repair as necessary prior to return to service. (d) Alternate inspections, modifications or other actions which provide an equivalent level of safety may be used if approved by the Manager, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts. (e) This AD supersedes AD 82-23-04 Amendment 39-4489 and emergency AD 83-15-06. This amendment becomes effective October 26, 1983.
86-06-08 R1: 86-06-08 R1 BELL HELICOPTER TEXTRON, INC.: TEXAS HELICOPTER CORPORATION: HAWKEYE ROTOR AND WING: TERYJON AVIATION, INC.: CONTINENTAL COPTERS, INC.: Amendment 39-5260 as amended by Amendment 39- 5626. Applies to Model 47 series, U.S. Army Model OH-13E, U.S. Army Model OH-13H, and Model Fast Kat I (U.S. Army Model OH-13S) helicopters certified in any category equipped with main rotor blade grips, BHTI Part Numbers (P/N) 47-120-135-2, 47-120-135-3, 47-120-135-5, and 47-120-252-1; Main Rotor Grip Assembly BHTI P/N's 47-120-252-7 and 47-120-252-11; and Texas Helicopters, Inc., Parts Manufacturer Approval (PMA) P/N's 74-120-252-11 and 74- 120-135-5. (AD Docket No. 86-ASW-10). Compliance is required as indicated, unless already accomplished. To prevent failure of the main rotor blade grip, accomplish the following: (a) Inspect main rotor blade grips having 1,175 hours or more time in service on the effective date of this AD within the next 25 hours time in service, and thereafter at intervals not to exceed 300 hours time in service in accordance with paragraph (c) of this AD. (b) Inspect main rotor blade grips having less than 1,175 hours time in service prior to the accumulation of 1200 hours time in service and thereafter at intervals not to exceed 300 hours time in service in accordance with paragraph (c) of this AD. (c) Perform a fluorescent dye penetrant inspection of the main rotor blade threads in accordance with Military Standard No. MIL-STD-6866, dated November 29, 1985. The penetrant inspection requirements of MIL-STD-6866 paragraph 4.3 are not required. (d) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. Inspections performed in accordance with MIL-I-6866B through Amendment 3 provide an equivalent level of safety with paragraph (c) of this AD. The inspection requirements of paragraph 5.8 of MIL-I-6866B are not required. (e) This AD does not alter the time in service life limit of the main rotor blade grips. This procedure shall be done in accordance with Military Standard MIL-STD-6866, dated November 29, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. (a) and 1 CFR Part 51. Copies may be obtained upon request to the Commanding Officer, Naval Publications and Forms Center, 5801 Tabor Avenue, Philadelphia, Pennsylvania 19120, by referencing MIL-STD-6866 listed in D.O.D. Index of Specifications and Standards. Copies may be inspected at the Office of Regional Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment, 39-5626, becomes effective July 10, 1987. This amendment amends Amendment 39-5260 (51 FR 11300), AD No. 86-06-08.
2007-25-09: 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: As a result of a Wide Spread Fatigue Damage (WFD) calculation on A310 aircraft it was found that a modification of the upper fuselage circumferential joint at FR (frame) 55/58 is necessary to enable the aircraft to reach the Extended Service Goal (ESG). The unsafe condition is failure of the circumferential joint of the upper fuselage, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-26-12: 90-26-12 SIKORSKY AIRCRAFT: Amendment 39-6841. Docket No. 90-ASW-27. Applicability: All Model S-64E helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent operation with a crack in the main rotor blade spar, which could result in possible loss of the helicopter, accomplish the following: (a) Within the next 3 hours' time in service after the effective date of this AD, visually check the BIM pressure indicators of the main rotor blades for black or red color indication. (b) Before further flight, replace any blade with black or red indication visible in the BIM pressure indicator with an airworthy part of the same part number unless the black or red indication is found to be the result of BIM system malfunction. NOTE: Sikorsky Service Bulletin 64B15-4C pertains to operation, maintenance, and check of the main rotor blade with BIM. (c) The checks required by this AD may be performedby the pilot and must be recorded in accordance with Section FAR 43.9. The record must be maintained as required by Section FAR 91.173, 121.380, or 135.439. (d) Repeat the check required by paragraph (a) of this AD prior to the first flight of each day and thereafter at intervals not to exceed either-- (1) Three hours' time in service from the last check for helicopters engaged in seven or more external lifts per hour; or (2) Five hours' time in service from the last check for helicopters engaged in either less than seven external lifts per hour or operation without external cargo. (e) Prior to the first flight of each day, check the BIM pressure indicator for proper functioning as follows: (1) Press in and hold the manual test lever (grenade-type handle) on the raised area of the handle over the pin-type actuation plunger. NOTE: The indicator glass bulb should not be handled since the heat of the hand may change the internal reference pressure and result in an erroneous indicator reading. (2) Depress the actuation plunger fully to shut off the pressure completely from the blade into the indicator. If necessary, press with the thumbs of both hands to overcome the plunger spring force. NOTE: If pressure is applied to the end of the lever on the flat area, the actuation plunger will not fully depress. (3) Verify proper operation of the indicator by observing that a full-black or full-red (unsafe) indication appears in not less than 10 or more than 30 seconds after depressing the plunger for a temperature of -6.7 degrees C (20 degrees F) or above. At lower temperatures, extend the upper limit to the corresponding time listed below: Temperature Time -7.2 to -17.8 degrees C ( 19 to 0 degrees F) 35 seconds -18.3 to -28.9 degrees C (- 1 to -20 degrees F) 40 seconds -29.4 to -40.0 degrees C (-21 to -40 degrees F) 50 seconds -40.5 to -51.1 degrees C (-41 to -60 degrees F) 60 seconds(4) Release the lever and observe that the black or red indication snaps back immediately, leaving an all-white or all-yellow (safe) indication. (5) If the indicator does not meet the specified requirements, then either identify and correct the malfunction or replace the suspect main rotor blade with an airworthy blade of the same part number prior to further flight. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment (39-6841, AD 90-26-12) becomes effective on January 18, 1991.
64-17-05: 64-17-05 CONSOLIDATED AERONAUTICS: Amdt. 777 Part 507 Federal Register July 29, 1964. Applies to Models Lake LA-4, LA-4A and LA-4P Aircraft. Compliance required prior to September 15, 1964. To preclude the possibility of complete breather blockage and subsequent loss of engine oil due to icing, rework the uppermost (-37) elbow located on the oil breather separator container in accordance with Consolidated Aeronautics, Inc. Engineering Order No. 2-657, dated March 2, 1964. This rework consists of locating a 3/8 inch x 3/32 inch whistle slot 3/4 inch from top of breather container. (Consolidated Aeronautics, Inc. Service Letter No. 8, Revision No. 1 dated March 7, 1964, covers this same subject.) This directive effective August 28, 1964.
2020-02-13: The FAA is superseding Airworthiness Directive (AD) 2019-03- 14, which applied to certain Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes. AD 2019-03-14 required revising the existing maintenance or inspection program, as applicable, to incorporate new maintenance requirements and airworthiness limitations. This AD continues to require, and adds new requirements for, revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
93-23-07: 93-23-07 AIRBUS INDUSTRIE: Amendment 39-8741. Docket 92-NM-44-AD. Applicability: All Model A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the center spar section of the wing, accomplish the following: (a) For those airplanes on which the modification described in Airbus Repair Drawing R571-40588 has not been accomplished: Perform high frequency eddy current (HFEC) inspections to detect cracks in the center spar sealing angles adjacent to Rib 8, in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991, at the times specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable: (1) For airplanes that have accumulated less than 12,000 total landings as of the effective date of this AD: Prior to the accumulation of 12,000 total landings or within 2,000 landings after the effective date ofthis AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings. (2) For airplanes that have accumulated 12,000 total landings or more, but less than 14,000 total landings as of the effective date of this AD: Prior to the accumulation of 14,000 total landings or within 2,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings. (3) For airplanes that have accumulated 14,000 total landings or more as of the effective date of this AD: Prior to the accumulation of 500 landings after the effective date of this AD; and thereafter at intervals not to exceed 6,000 landings. (b) For those airplanes on which the average flight time differs from 2.1 hours by more than 10 percent: For purposes of complying with this AD, the initial inspection thresholds and the repetitive inspection intervals specified in paragraph (a) of this AD must be multiplied by an adjustment factor obtained from the formula listed in paragraph 1.C.(3) of Airbus Industrie Service Bulletin A300-57-6027, dated October 8, 1991. (c) For those airplanes on which the modification described in Airbus Repair Drawing R571-40588 has been accomplished: Prior to the accumulation of 15,000 landings after accomplishing the modification, or within 500 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals not to exceed 6,000 landings, perform a HFEC inspection to detect cracks in the center spar sealing angles adjacent to Rib 8, in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991. (d) If any crack is found in the center spar sealing angles, including cracking entirely through the sealing angle, as a result of the inspections required by paragraph (a), (b), or (e) of this AD, prior to further flight, replace the pair of sealing angles on the affected wing and cold work the attachment holes, in accordance with Airbus Repair Drawing R571-40589; and perform the repetitive inspections required by paragraph (c) of this AD. (e) If any sealing angle is found to be cracked through entirely as a result of the inspections required by paragraph (a) or (c) of this AD, prior to further flight, perform additional inspections to detect cracks in the adjacent butt strap and skin panel, in accordance with paragraph 2.B.(5) of Airbus Industrie Service Bulletin No. A300-57-6027, dated October 8, 1991. If any crack is found in the adjacent butt strap and skin panel, prior to further flight, repair it in accordance with Airbus Repair Drawing R571-40611. (f) 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 commentsand 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. (g) 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. (h) The inspections shall be done in accordance with Airbus Industrie Service Bulletin No. A300-57-6027, including Appendix 1, dated October 8, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on January 5, 1994.
2019-26-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-112, A319-115, A319-132, A320-214, A320- 216, A320-232, A320-233, A320-251N, A320-271N, A321-211, A321-231, A321-232, A321-251N, and A321-253N airplanes. This AD was prompted by reports of finding container/galley end stop bumpers damaged in service. This AD requires replacement of the affected bumpers with serviceable bumpers, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
76-11-09: 76-11-09 PIPER AIRCRAFT CORPORATION: Amendment 39-2632. Applies to PA-32R-300 airplanes, 32R-7680001 through 32R-7680132, 32R-7680134 through 32R-7680175, 32R-7680177 through 32R-7680200, 32R-7680202 through 32R-7680204 and 32R-7680207, certificated in all categories. \n\n\tCompliance required within the next ten hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent fuel leakage, accomplish the following: \n\n\t1.\tFor both right and left wings, gain access to the fuel line segment, Piper Part Number 67700-96, through left and right wheel well inboard closeout plates (see sketch below). \n\n\n\n\n\n\t2.\tInspect fuel lines, Piper Part Number 67700-96, for indication of chafing and/or fuel leakage caused by interference with the close-out plate attachment screws. \n\n\t\ta.\tIf a line is damaged, replace with a new fuel line, Piper Part Number 67700-96, or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. If necessary, reform Piper Part Number 67700-96 upon installation to provide a minimum of 1/4" clearance with close-out plate attachment screws. \n\n\t\tb.\tIf lines are not damaged, hand form, if necessary, to provide a minimum of 1/4" clearance with close-out plate attachment screws. \n\nCAUTION \n\n\tParts a and b above, if hand forming of line is necessary, form only enough to insure clearance. Avoid "kinking" or restricting line when forming. Check security of fittings and fuel flow through lines after forming. \n\n\tPiper Service Bulletin No. 503 also pertains to this same subject. \n\n\tThis amendment becomes effective June 9, 1976.
2007-25-18: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 and 747-400D series airplanes. For certain airplanes, this AD requires modifying the stowage bin ladder of zone E, installing new intercostals, removing existing tie rods, and installing new tie rods. For certain other airplanes, this AD requires modifying the lateral shear beam. This AD results from a report indicating that the overhead lateral shear beam aft of main entry door number 5 reacts to certain loads from the weight of the center stowage bins of zone E and additional loads. We are issuing this AD to prevent detachment of the center stowage bins of zone E at forward load levels less than 9g during an emergency landing, which could cause injury to passengers and/or crew and could impede subsequent rapid evacuation.
65-11-03: 65-11-03 LOCKHEED: Amdt. 39-68 Part 39 Federal Register May 20, 1965. Applies to Models 1049C, 1049E, 1049G, and 1049H Series Aircraft Equipped with Lockheed Radio Transfer Switch Assembly, P/N 319122. Compliance required within the next 300 hours' time in service after the effective date of this AD unless already accomplished. Disassemble each radio transfer switch assembly, P/N 319122, without unsoldering the wiring and visually inspect each part of the switch assembly for wire clippings. Remove any clippings found and reassemble the switch assembly before further flight. NOTE: During the inspection required by this AD, particular attention should be given to the switch wafers. This directive effective May 20, 1965.
79-10-11: 79-10-11 EMPRESA BRASILEIRA de AERONAUTICA, S.A. (EMBRAER): Amendment 39-3468 as amended by Amendment 39-3632. Applies to all Model EMB-110P1 and EMB-110P2 airplanes, certificated in all categories. Within 25 hours time in service from the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 500 hours time in service, with the attachment bolts disconnected, manually inspect for seizing or other irregularities, all the FAFNIR P/N SBS6ATC18-Z bearings installed in the terminals of the control rods of the elevator, rudder, and aileron trim tab control systems, trim tab actuator shaft eyelets, and aileron trim tab bellcrank. If seizing or other irregularities are found, replace with a new part of the same part number, and continue the inspections at intervals not to exceed 500 hours time in service. Compliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. Amendment 39-3468 became effective May 18, 1979. This Amendment 39-3632 is effective December 19, 1979.
81-05-04: 81-05-04 DOWTY ROTOL: Amendment 39-4132. Applies to Dowty Rotol (c)R.289/3-110- F/1 and (c)R.289/3-110-F/11 propellers installed on the WSK-Pezetel Model PZL-3S engine used on Gulfstream American (formerly Grumman) Model G-164A, B, C airplanes modified by STC SA2731SW, and Ayres (formerly Rockwell) Model S2R-R3S, and Model S2R airplanes modified by STC SA3897WE. Compliance is required as indicated unless previously accomplished. To preclude the possibility of blade tip failures, accomplish the following: Within the next 10 hours time in service after the effective date of this AD, install in the cockpit as near the engine tachometer as possible and in clear view of the pilot a placard which reads, "AVOID MP ABOVE 26 IN. HG. BELOW 2000 RPM." The placard may be fabricated locally, using 3/32 inch high lettering on a contrasting background. Upon request of the operator, an equivalent means of compliance with the requirement of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This Airworthiness Directive supersedes AD 80-15-09. This amendment becomes effective June 15, 1981, as to all persons except those to whom it was made immediately effective by the priority mail letter dated February 26, 1981, which contained this amendment.
2007-25-01: 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: This Airworthiness Directive (AD) is prompted by the discovery of cracks on L13 BLANIK sailplanes in zones where the forward and aft control sticks are attached to the connecting rod, designated as ``control bridge'' in the relevant Illustrated Parts Catalogues (IPC). If left uncorrected, cracks could propagate and lead to failure of the connecting rod with subsequent loss of control of the sailplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-23-06: 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: An operator has reported severe exfoliation corrosion on Wing/ Canard Flap Hinges, P/N 5731D01-16 (middle and outboard hinges) on his Eagle 150B. The corrosion has been detected during 100-hour inspection. The aircraft has accumulated more than 1000 flight hours. The corrosion is so severe that one of the Flap Hinges thickness has been reduced by 50%. The corrosion is not easily detected because the Flap Hinge is sandwiched between the Flap Hinge Support Bracket P/N 5731D01-01. The failure of the hinge bracket may result in disintegration of flap/canard wing thus leading to loss of control, with catastrophic consequences. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-02-10: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by a report of a quality escape in the manufacturing of advanced pneumatic detector (APD) switches, which consisted of the presence of contamination on the switch contact pin. This AD requires identification and testing, and reidentification or replacement if necessary, of affected APDs. The FAA is issuing this AD to address the unsafe condition on these products.
76-11-07: 76-11-07 PIPER: Amendment 39-2628. Applies to Model PA-23-250 (6 place) S/Ns 27-3837, 27-3944 to 27-7554092 inclusive; 27-7554094 to 27-7554159 inclusive; 27-7554161 to 27-7654018 inclusive; 27-7654020 to 27-7654024 inclusive; 27-7654026 to 27-7654036 inclusive. Compliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To prevent the hazards associated with the excess magnetic compass deviations when the landing/taxi lights and/or heater are turned on, accomplish the following: (a) Check the magnetic compass function to ascertain operation of the magnetic compass within acceptable limits in accordance with the instructions given in Service Bulletin No. 493, dated March 25, 1976, or with an approved alternate method. (b) If compass deviation exceeds 10 degrees, a wiring modification is required in accordance with the referenced service bulletin or an approved alternate method. (c) Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region who must also approve alternate methods of compliance. (Piper Service Bulletin No. 493, dated March 25, 1976, covers this subject). This amendment is effective June 4, 1976.
2007-23-03: 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: One Fokker 100 (F28 Mark 0100) operator reported that during maintenance in the APU (auxiliary power unit) compartment, a disconnected nut was discovered on one of the shuttle valves in the deployment lines of the engine fire-extinguishing system. An additional check by the operator revealed that on more aircraft in its fleet, the nuts of the shuttle valves were incorrectly tightened. This condition, if not corrected, could result in failure or deteriorated functioning of the engine fire-extinguishing system in case of an engine fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
93-05-22: 93-05-22 TEXTRON LYCOMING: Amendment 39-8525. Docket 93-ANE-13. Applicability: Textron Lycoming Model TIO-540-S1AD engines installed on but not limited to Piper PA-32 Series Aircraft (Turbo Saratoga, Turbo Saratoga SP and Turbo Lance II aircraft). Compliance: Required as indicated, unless accomplished previously. To prevent failure of the fuel injector fuel lines that can result in an engine fire, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD inspect the fuel injector fuel lines between the fuel manifold and the fuel injector nozzles as follows: (1) Visually inspect each fuel injector fuel line for missing support clamps or support clamps with a loose, worn or missing support sleeve or cushion. Each fuel injector fuel line must be supported by at least one clamp. (2) Visually inspect each fuel injector fuel line for evidence of physical damage, including dents and chaffing, and for stains caused by fuel leakage. (b) Prior to further flight, replace any fuel injector fuel line that does not have a supporting clamp, has a clamp with a loose, worn, or missing support sleeve or cushion, or if the line itself is damaged or has evidence of fuel leakage. (c) Thereafter, reinspect the fuel lines in accordance with paragraphs (a)(1) and (2) of this AD and replace as necessary any fuel injector fuel lines in accordance with paragraph (b) of this AD at each annual inspection, at each 100-hour inspection, at each engine overhaul, and after any maintenance has been performed on the engine where the fuel injector fuel lines have been disconnected, loosened, or moved. (d) 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, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft Certification Office. (e) 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. (f) This amendment supersedes priority letter AD 92-12-10, issued June 5, 1992. (g) This amendment becomes effective on May 11, 1993.
2019-26-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of sealant bead damage caused by rotation of the attachment fitting bearing assembly of a trimmable horizontal stabilizer (THS). This AD requires repetitive detailed inspections, and applicable corrective action(s) if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. In addition, as specified in the EASA AD, this AD provides an optional modification that would terminate the inspections. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of the existing mounting rack for the Digital Flight Data Recorder (DFDR) with a new rack having improved damping, and installation of a new bracket for re-routing the wiring harness. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the possible loss of data recorded on the DFDR as a result of vibrations and/or accelerations during flight.
2020-01-11: The FAA is superseding Airworthiness Directive (AD) 2017-12- 07, which applied to certain The Boeing Company Model 737-800, -900, and -900ER series airplanes. AD 2017-12-07 required replacing the affected left temperature control valve and control cabin trim air modulating valve. This AD retains the requirements of AD 2017-12-07, expands the applicability to include additional airplanes, and adds a new requirement for certain airplanes to identify and replace the affected parts. This AD was prompted by reports of in-flight failure of the left temperature control valve and control cabin trim air modulating valve. The FAA is issuing this AD to address the unsafe condition on these products.
74-13-03: 74-13-03 PIPER: Amendment 39-1872 as amended by Amendment 39-2588. Applies to Models PA-23-235 and PA-23-250 aircraft Serial Nos. 27-1 through 27-4654, Models PA-24, PA-24-250 and PA-24-260 aircraft Serials Nos. 24-1 through 24-5047, Model PA-24-400 aircraft Serial Nos. 26-2 through 26-148, Model PA-30 aircraft Serial Nos. 30-1 through 30-2000 Model PA-39, Serial Numbers 39-1 through 39-155 certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent possible hazards in flight associated with the corrosion of the stabilator attachment bolts, accomplish the following: 1. Within the next 100 hours in service, unless previously accomplished, and at intervals not to exceed three years or five hundred hours in service from the last inspection, whichever occurs first, remove the four (4) stabilator attachment bolts and inspect for corrosion. 2. If corrosion is found, before further flight, replace the bolt, nut and washer withunused parts of the same part numbers or equivalent. The bolt can be replaced with an equivalent corrosion resistant AN bolt. 3. If a corrosion-resistant AN bolt or equivalent is used, compliance with the requirements of the AD may be discontinued. 4. Equivalent parts must be FAA approved. 5. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the repetitive inspection interval specified in this AD. (Piper Service Letters No. 667A and 772 refer to this subject). Amendment 39-1872 was effective June 18, 1974. This amendment 39-2588 is effective April 30, 1976.
72-22-01: 72-22-01 BEECH: Amendment 39-1544. Applies to the following: Models Serial Numbers 35-33, 35-A33, 35-B33, 35-C33, E33, F33, and G33 CD-1 thru CD-1256 35-C33A, E33A and F33A CE-1 thru CE-349 E33C and F33C CJ-1 thru CJ-30 35, A35, B35, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, S35, V35, V35TC, V35A, V35A-TC, V35B and V35B-TC D-1 thru D-9287 36 and A36 E-1 thru E-283 A45(T-34A), B45 and D45(T-34B) All 95-55, 95-A55, 95-B55 and 95-B55A TC-1 thru TC-1402 95-C55, 95-C55A, D55, D55A, E55 and E55A TE-1 thru TE-846 56TC and A56TC TG-1 thru TG-94 58 TH-1 thru TH-174 95, B95, B95A, D95A, and E95 TD-2 thru TD-721 Compliance: Required as indicated, unless already accomplished: To decrease the possibility of gear-up landings caused by seizure of the uplock rollers, accomplish the following: A) Within the next 300 hours' time in service after the effective date of this AD, determine ifeach uplock roller is of the greasible type (one having a drilled and grooved inner race) and replace any nongreasible uplock roller (one having a solid inner race) with the greasible type prior to further flight. NOTE: This determination may be made by lubricating the uplock rollers and verifying that grease passes between the inner and outer races. B) Within the next 300 hours' time in service after the effective date of this AD, install hollow zerk-ended mounting bolts on the uplock rollers in accordance with Beech Service Instructions No. 0448-211 or any FAA-approved equivalent. C) Within the next 300 hours' time in service after the effective date of this AD, and thereafter at 100 hour intervals, lubricate the uplock mechanism in accordance with Beech Service Instruction No. 0448-211. This AD supersedes AD 72-17-02 (Amendment 39-1501). This amendment becomes effective October 25, 1972.
90-12-13: 90-12-13 AIRBUS INDUSTRIE: Amendment 39-6625. Docket No. 90-NM-98-AD. Applicability: Model A310 and A300-600 Series Airplanes which currently have pre- modification 5844 rudders installed, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect rudder skin panel disbonding, accomplish the following: A. Within 10 landings after the effective date of this AD, and thereafter at intervals not to exceed 7 days or 50 landings, whichever occurs first, perform a visual inspection of the rudder skin panels, left and right, in accordance with All Operators' Telex (AOT) 55/90/01, Revision 1, dated April 27, 1990. If defects are found, prior to further flight, perform tap test in accordance with paragraph B., below. B. Within 300 landings after the effective date of this AD, perform a tap test to determine extent of the damage in accordance with AOT 55/90/01 Revision 1, dated April 27, 1990. 1. If disbonding is less than 100 square cm, repeat the tap test of the affected area every 28 days or 200 landings, whichever occurs first. For any signs of additional rudder skin panel disbonding, perform drilling procedure in accordance with paragraph 4.2.2.3. of the AOT, and repeat the visual inspection of the rudder skin panels in accordance with paragraph A., above. 2. If disbonding is more than 100 square cm, but less than 5,000 square cm, repair in accordance with paragraph 4.2.2.3. of the AOT. Repeat the visual inspection of the rudder skin panels in accordance with paragraph A.1., above; and perform repetitive tap tests of the repaired areas at the following intervals: a. Every 500 landings for disbonding more than 100 square cm but less than 300 square cm; b. Every 250 landings for disbonding more than 300 square cm but less than 1,000 square cm; c. Every 75 landings for disbonding more than 1,000 square cm, but less than 5,000 square cm. 3. If disbondingis more than 5,000 square cm or if a crack is found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. 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 requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6625, AD 90-12-13) becomes effective on June 20, 1990.