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91-08-11: 91-08-11 BRITISH AEROSPACE: Amendment 39-6966; Docket No. 90-NM-237-AD. Applicability: Model BAe 146-200A series airplanes; Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, and E2039 through E2048; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage pressure vessel, accomplish the following: A. For airplanes Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, E2039 through E2048: Accomplish the following: 1. Within 30 days after the effective date of this AD, perform the following inspections: a. A detailed visual inspection (including the use of a dial test indicator and 10X magnifying glass, where appropriate) of the rivets in the polished fuselage skins and the polished fuselage skins to detect rivet abrasion damage, loose or missing rivets, and skin cracks, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. b. An ultrasonic inspection of the fuselage skin, to detect reduced skin thickness, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. 2. Repeat the inspections required by paragraph A.1. of this AD at intervals not to exceed 1,500 flights, as follows: a. For fuselage sections of the airplane that continue to be polished, perform visual and ultrasonic inspections on alternate halves of the fuselage (e.g., left and then right, etc.), in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. b. For fuselage sections that have had the fuselage skin painted subsequent to findings of rivet or skin damage resulting from polishing, perform only a visual inspection of those areas for skin cracks and loose or missing rivets. c. For fuselage sections that have had the fuselage skin painted subsequent to findings of no rivet or skin damage resulting from polishing, no further action is required. 3. As a result of the inspections required by paragraph A.1. of this AD, accomplish the following: a. If skin cracks or loose or failed rivets are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. b. Any rivets identified as category "A1" (between 0.002 to 0.000 inch in head height), must be replaced prior to further flight, with new rivets having the same part number, in accordance with paragraphs 2.A. and 2.B. of the Accomplishment Instructions of British Aerospace Service Bulletin 53-87, dated January 19, 1990. c. At intervals not to exceed 1,500 flights, apply protective treatment to all rivets identified as having curvededges, in accordance with paragraph 2.A.9. of British Aerospace Service Bulletin 53-87, dated January 19, 1990. B. For airplanes Serial Numbers E2022 through E2025, E2028, E2030, E2031, E2034, E2036, E2039 through E2048: Accomplish the following, in accordance with Paragraph 2.A. of British Aerospace Service Bulletin 53-98, dated September 26, 1990: 1. Within 6 months after the effective date of this AD, perform the following inspections: a. A detailed visual inspection of the designated areas of the fuselage skins for signs of corrosion. b. For airplanes that have been repainted, inspect the paint finish in the designated areas for underlying corrosion. 2. Repeat the inspections required by paragraph B.1. of this AD at intervals not to exceed 2,000 landings. 3. As a result of the inspections required by paragraph B.1. of this AD, accomplish the following: a. If the paint finish in any area shows bubbling or other signs of distress, prior to further flight, the paint must be removed in accordance with Chapter 20-10-10 of the Airplane Maintenance Manual to allow a more detailed visual inspection to determine the extent of the damage. b. If corrosion is found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, Transport Airplane Directorate. C. For airplanes Serial Numbers E2022, E2024, E2025, E2028, E2036, and E2045: Accomplish the following, in accordance with British Aerospace Service Bulletin 53-88, dated January 19, 1990: 1. Prior to the accumulation of the number of flights identified in the "Compliance Period from Initial Polishing" column in paragraph D.1. of the service bulletin, perform a close visual inspection of the designated areas of the polished fuselage skin. 2. Repeat the inspections required by paragraph C.1. of this AD at intervals not to exceed 1,500 flights. 3. As a result of the inspections required by paragraph C.1. of this AD, accomplish the following: a. If skin cracks or defects (loose or missing rivets) are found, prior to further flight, accomplish the following: (1) Record the findings of cracks or defects, in accordance with paragraph 2.A.(3) of the service bulletin. (2) If any loose rivets are found, remove the loose rivets and perform a detailed visual inspection to detect cracks around all vacant rivet holes using a 10X magnifying glass, in accordance with paragraph 2.A.(5) of the service bulletin. (3) Repair cracks in a manner approved by the Manager, Standardization Branch, ANM-113, FAA Transport Airplane Directorate. (4) Replace any missing or removed rivets with new rivets having the same part number. b. If no cracks or defects are found, no further action is necessary for this inspection cycle. D. Within 14 days after the inspections required by this AD, submit a report of all findings of the inspections, positive or negative, including charts, to British Aerospace, in accordance with Paragraph 2.A.(13) of British Aerospace Service Bulletin 53-87, dated January 19, 1990; Paragraph 2.A.(7) of Service Bulletin 53-88, dated January 19, 1990; and Paragraph 2.A.(4) of Service Bulletin 53-98, dated September 26, 1990. E. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. F. 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 documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6966, AD 91-08-11) becomes effective on May 17, 1991.
2021-06-03: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 777F series airplanes. This AD was prompted by a report of a water supply line that detached at a certain joint located above an electronic equipment (EE) cooling filter, leading to water intrusion into the forward EE bay. This AD requires deactivating the potable water system. The FAA is issuing this AD to address the unsafe condition on these products.
99-21-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) series airplanes, that requires a one-time inspection to detect damage of the input connectors and wiring of the main and auxiliary power unit (APU) battery chargers, and corrective action, if necessary. This amendment also requires installation of secure connectors for the battery charger input connections. In addition, this amendment requires, for certain airplanes, either the installation of a resistor in the battery charger wiring, or the installation of new batteries with internal resistors. 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 increased risk of a short circuit and consequent electrical smoke or fire in the aft fuselage.
85-26-05: 85-26-05 GULFSTREAM AEROSPACE: Amendment 39-5203. Applies to Model GA-7 (Cougar) airplanes, all serial numbers, certified in any category. COMPLIANCE: Required within 50 hours time-in-service after the effective date of this AD unless previously accomplished. To prevent failure of the rudder torque tube, accomplish Paragraphs (a), (b) and (c) of the following AD in accordance with Gulfstream Aerospace Corporation (GAC) Service Bulletin (S/B) No. ME-21, dated November 1, 1985: (a) Visually inspect the rudder torque tube for corrosion or cracks. (b) If any cracks or excessive corrosion is found, prior to further flight replace the rudder torque tube, P/N 7CS10500-11. (c) If no cracks are found and no corrosion or only light surface corrosion exists on the rudder torque tube, prior to further flight apply corrosion protection treatment to the torque tube. (d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location wherethis AD can be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, P.0. Box 2206, Savannah, Georgia 31402- 2206, or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 3, 1986.
59-06-03: 59-06-03 MOONEY: Applies to Models M-20 and M-20A Serial Numbers 1002 Through 1364. Compliance required as indicated. A failure of a rudder hinge bearing bracket (P/N 4003) has occurred on a Mooney M- 20A. To preclude the possibility of similar failures occurring on these brackets or on the aileron and elevator hinge bearing brackets, the following inspection and rework is required as indicated: Within the next five flight hours, inspect the welds which attach the hinge bearing housing (7/8 inch O.D. x .058 inch 4130 steel tube) to the fixed surface hinge bearing channel (P/N 4002). Bearing bracket assemblies (P/N 4003) are installed as aileron, elevator, and rudder hinges. The inspection shall be conducted as follows: Remove paint from welds and, using a 10-power glass, inspect for cracks or inadequate weld (i.e. weld which does not completely fill fillet cross section area.) If cracks are found, the bearing brackets on that surface must be removed and a set of modified hinge bearing brackets (P/N 4003) installed prior to further flight. If inadequate welds are found (i.e., such as but not limited to, not completely, filling in between the face of the outer race and the top of the channel leg and/or inadequate fillet radius between the edge of the outer race and the top of the channel leg) the defective bearing brackets must be removed and a set of modified hinge bearing brackets (P/N 4003) installed on that surface not later than April 15, 1959. A set of hinge bearing brackets is defined as follows: Aileron --all three (3) hinge bearing brackets; elevator - outer two (2) hinge bearing brackets; rudder - upper two (2) hinge bearing brackets. The installation shall be accomplished as follows: (1) Install AN 960-3 washers (2) with each new hinge bearing bracket, one at each attach bolt between bracket and structure except at the tip elevator hinge where P/N 8389 shim should be used in place of the inboard washer. (2) Rudder (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on right-hand side at each of the upper hinges. Do not remove gap tape or lower hinge bolt. (b) Replace hinge bearing bracket (2) and recover access openings with fabric patch (use Butyrate dope.) (3) Elevator (a) Remove fabric covering small "D" shaped cutout in plywood at trailing edge on under side at each of the outboard hinges. Do not remove gap tape or inboard hinge bolt. (b) Replace hinge bearing bracket (2) (see item (1) for use of ship at tip hinge bracket) and recover access opening with fabric patch (use Butyrate dope). (4) Aileron (a) Remove counterbalance weight fairing and two access plates at trailing edge of wing. (b) Disconnect control tube and remove aileron. (c) Check clearance between aileron gap strip and existing hinge bearing bracket. If this clearance is not approximately 1/16-inch, the gap strip may have to be dimpled at the hinge to allow clearance for heavier replacement bracket. (d) Replace hinge bearing bracket (3). (Mooney Aircraft Inc. Service Letters 20-44 and 20-45 cover this same subject.)
2021-04-14: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and A350-1041 airplanes. This AD was prompted by reports that suitable corrosion protection treatment had not been applied to certain areas of the seat track. This AD requires a one-time detailed inspection of the seat tracks between certain frames for suitable corrosion protection or presence of corrosion, and on- condition actions if necessary, 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.
75-17-03: 75-17-03 HANDLEY PAGE (SCOTTISH AVIATION, LTD.): Amendment 39-2305. Applies to Jetstream Model HP-137 Mark I airplanes that do not have Handley Page Modification No. 1219 incorporated. Compliance is required as indicated. To provide for adequate depth of engagement of wing-fuselage fittings accomplish the following: (a) For Jetstream airplanes Serial Numbers 213, 216, 217, 218, 220, 221, 224, 237, 238, and 246, within the next 100 hours' time in service after the effective date of this AD or, prior to the accumulation of a total of 2,500 landings, whichever occurs later, unless already accomplished, comply with paragraph (c) of this AD. (b) For all other airplanes, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, radiographically inspect spigots, P/N 13781B-5, for depth of engagement of the spigot in its housing in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, IssueNo. 3, dated February 1970, or an FAA-approved equivalent. (1) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount more than 0.26 inches, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where this work can be performed, comply with paragraph (c) of this AD. (2) If the spigot is found during the inspection required by this paragraph to be recessed in its housing by an amount of 0.26 inches or less, but greater than 0.20 inches, before the accumulation of a total of 2,500 landings, comply with paragraph (c) of this AD. (c) Replace affected spigots by accomplishing one of the following: (1) Install a longer spigot, P/N 13781B-7. (2) Install a new spigot of the same part number that is shown by radiographic inspection performed in accordance with paragraph 2 (2) of Handley Page Jetstream Service Bulletin No. 7/1, Issue No. 3, dated February 1970,or an FAA-approved equivalent to be recessed in its housing by an amount not exceeding 0.26 inches, and comply with paragraph (d) of this AD, as applicable. (d) For replacement spigots, P/N 13781B-5, that are found during an inspection required by paragraph (c) of this AD to be recessed by an amount of 0.26 inches or less but exceeding 0.20 inches, before the accumulation of 2,500 landings on the replacement spigot, comply with paragraph (c) of this AD. (e) For the purpose of complying with this AD, and subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be established by dividing each airplane's hours' time in service by the operator's fleet average flight time from takeoff to landing for the Model HP137 Jetstream airplane. This amendment becomes effective September 1, 1975.
2014-05-09: We are superseding Airworthiness Directive (AD) 2012-12-08 for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2012-12-08 required an inspection for the part number of the main landing gear retract actuator fuse pin, and replacement of the pin if necessary. This new AD retains the actions required by AD 2012-12-08 and adds airplanes to the applicability. This AD was prompted by a determination that additional airplanes may be subject to the identified unsafe condition. We are issuing this AD to prevent structural damage to the side and drag brace lock assemblies, which could result in landing gear collapse during touchdown, rollout, or taxi.
99-21-05: This amendment supersedes Airworthiness Directive (AD) 77-25-03, which currently requires repetitively inspecting for cracks on the landing gear actuator rod ends that are equipped with grease fittings, on Fairchild Aircraft, Inc. (Fairchild Aircraft) Models SA226-T, SA226-AT, and SA226-TC airplanes. AD 77-25-03 also requires replacing the landing gear actuator rod ends with an improved part either immediately or at a certain time period depending on the results of the inspections. Replacement of all six rod ends terminates the repetitive inspection requirements of AD 77-25-03. This AD is the result of failures of the landing gear rod ends on airplanes where the rod ends were replaced in accordance with AD 77-25-03. Fairchild has re-designed the landing gear rod ends as a result of these failures. This AD requires replacing all landing gear rod ends with these improved design parts on all SA226 series airplanes, including those manufactured since AD 77-25-03 was issued (i.e., the Model SA226-T(B) airplanes). The actions specified by this AD are intended to prevent failure of the landing gear actuator caused by cracks in the rod ends, which could result in the inability to lower the landing gear during a landing with consequent possible loss of control of the airplane.
2014-05-01: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. This AD requires analyzing the main gearbox (MGB) oil for indications of metal chips or pieces, reviewing the MGB log or equivalent record, and inspecting certain teeth in the MGB after two chip indications. This AD was prompted by a partial tooth rupture found in an MGB that was returned to the manufacturer for repairs. The actions of this AD are intended to detect wear in the MGB that could lead to a gear tooth rupture, failure of the MGB, loss of power to the main rotor, and subsequent loss of control of the helicopter.