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2005-11-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767-200, -300, and -300F series airplanes. That AD currently requires inspections for fatigue cracking of the horizontal stabilizer pivot bulkhead, and repetitive inspections or other follow-on actions. That action also provides a permanent repair, which is optional for airplanes with no cracks, and, if accomplished, ends the repetitive inspections. For airplanes on which the permanent repair is not installed, this new AD requires repetitive inspections of the same and additional inspection locations at new inspection intervals; a one-time torque test; and related investigative and corrective actions. For airplanes on which the permanent repair is installed, this new AD would require repetitive inspections of the repaired area and, if necessary, corrective action. This AD is prompted by reports of loose tension bolts and crack indications in the fuselage skin. We are issuingthis AD to find and fix fatigue cracking of the horizontal stabilizer pivot bulkhead and adjacent structure, which could result in loss of the horizontal stabilizer. \n\nDATES: This AD becomes effective July 1, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 767-53A0078, Revision 3, dated November 15, 2001; and Boeing Alert Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002, as listed in the AD is approved by the Director of the Federal Register as of July 1, 2005. \n\n\tOn May 24, 2001 (66 FR 23538, May 9, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001.
62-02-05: 62-02-05 PIPER: Amdt. 386 Part 507 Federal Register January 18, 1962. Applies to Models PA-18 and PA-18A Series aircraft Serial Numbers 18-1 through 18-7768 inclusive. Compliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. Several failures have been reported of the rudder cable attachment fitting lug, P/N 40831, at the weld on rudder pedals, P/N's 40842-04 and 40842-05. Accordingly, the following shall be accomplished: Visually inspect the weld that attaches the rudder cable lug, P/N 40831, to the foot bar tube on both left and right rudder pedals for evidence of separation, cracks in the weld, insufficient length of weld, or excessive wear of weld. A weld of sufficient length must cover at least the top half perimeter of the tube (minimum). If the weld is separated, cracked, excessively worn, or of insufficient length, replace the rudder pedal assembly prior to further flight. (Piper Service Bulletin No. 207A, dated May 10, 1962, covers this subject.) This directive effective January 23, 1962. Revised June 20, 1962.
61-24-02: 61-24-02 DOUGLAS: Amdt. 370 Part 507 Federal Register November 23, 1961. Applies to All DC-8 Aircraft, Serial Nos. 45252-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45419, 45421-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45616-45628, 45636. \n\n\tCompliance required within 1,000 hours' time in service after November 23, 1961, but in no event later than February 28, 1962, except as provided in paragraph (e). \n\n\tAs a result of numerous recent incidents associated with hydraulic system failures or malfunctions, the aircraft shall be modified to incorporate the following: \n\n\t(a) A dual source of hydraulic power for the actuation of all wing spoilers during landing roll, in accordance with Douglas DC-8 Service Bulletin 29-39 or FAA approved equivalent. \n\n\t(b) Increased brake accumulator capacity, in accordance with Douglas DC-8 Service Bulletin 29-41 or FAA approved equivalent. \n\n\t(c) A dual source of hydraulic power for the rudderpower system, in accordance with Douglas DC-8 Service Bulletin 27-117 or FAA approved equivalent. \n\n\t(d) A source of power to actuate the nose wheel steering system when the airplane hydraulic system is being operated with the hydraulic system selector handle in the "main gear down lock and flaps" position, and additional hydraulic fluid reserve capacity and related changes in the fluid reservoir quantity indicating system, in accordance with Douglas DC-8 Service Bulletin 32-73 or FAA approved equivalent. \n\n\t(e) To reduce to acceptable levels the hydraulic system pressure fluctuations induced by the auxiliary hydraulic pump: \n\n\t\t(1) By no later than February 28, 1962, bypass the surge damper which may have been installed in accordance with Douglas DC-8 Service Bulletin 29-35. The bypass method shall be in accordance with steps 1 through 6 of Addendum Number 1 to Service Bulletin 29-35 dated February 16, 1962. \n\n\t\t(2) As soon as necessary parts are available but in no eventlater than April 30, 1962, install surge damper in accordance with Douglas Service Bulletin 29-35, Reissue Number 1 dated November 8, 1961, as amended by Addendum Number 1 of Service Bulletin 29-35 dated February 16, 1962. \n\n\t(f) Dampers to reduce to an acceptable level the surge pressure induced in the hydraulic system when the aileron and rudder power systems are activated, in accordance with Douglas DC-8 Service Bulletin 27-109, revision No. 1 to reissue No. 1 dated November 15, 1961, or later FAA approved version. \n\n\t(g) The FAA approval of the equivalent methods of compliance with the modifications required by paragraphs (a) through (d) shall be obtained through the Chief, Engineering and Manufacturing Branch, FAA Western Region. \n\n\tThis directive effective November 23, 1961. \n\n\tRevised March 14, 1962, for all persons except those to whom it was made effective immediately by telegram dated February 21, 1962.
75-18-08: 75-18-08 MCDONNELL DOUGLAS: Amendment 39-2351 as amended by Amendment 39-2411. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes, certificated in all categories. \n\n\tTo prevent possible airplane misalignment during ILS approaches without readily available failure indication, accomplish the following: \n\n\t(A)\tUnless already accomplished or unless one of the relieving provisions, specified below, has been accomplished, within four calendar days after receipt of this telegram the airplane is limited to Category I minima and the following placard or its equivalent must be placed in plain view of the pilots: AIRCRAFT LIMITED TO CATEGORY I APPROACH MINIMA. \n\n\t(B)\tOperators shall, by the most immediate and practicable means, notify flight crews of the foregoing. \n\n\t(C)\tThe Category I limitation does not apply to an airplane after accomplishing one of the following: \n\n\t\t(1)\tAccomplish modification defined in McDonnell Douglas Service Bulletin 34-66, dated July 23, 1975, or later FAA-approved revisions; or \n\n\t\t(2)\tAccomplish a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(D)\tPrior to August 6, 1976, accomplish McDonnell Douglas Service Bulletin 34-66, dated July 23, 1975, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2351 was effective September 2, 1975, for all persons except those to whom it was made effective immediately by telegrams dated August 6, 1975. \n\n\tThis amendment 39-2411 is effective November 10, 1975 for all persons except those to whom it was made effective by telegrams, dated October 10, 1975, which contained this amendment.
2005-11-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) airplanes modified by STC SA4900SW. This AD requires revising the airplane flight manual (AFM) to require repetitive visual checks of the microphone jack assemblies on both control columns to detect damage that may interfere with movement of the control column. This AD also requires modification of the microphone jack assembly, related investigative actions, and corrective actions if necessary, which allows the AFM revision to be removed from the AFM. This AD is prompted by a report of a rejected take-off and subsequent runway overrun due to restricted movement of the co-pilot's control column, which resulted in collapse of the nose landing gear and consequent damage of the forward fuselage. We are issuing this AD to prevent a damaged microphone jack assembly from interfering with movement of the control column, which could result in loss of control of the airplane.
97-11-11: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia Pty Ltd. (ASTA) Models N22B, N22S, and N24A airplanes. This action requires repetitively inspecting the horizontal stabilizer upper and lower skin, intercostal angles, and the horizontal stabilizer trailing edge channel for cracks; and repairing any crack or replacing any cracked parts, as applicable. This AD results from numerous reports of cracking in these horizontal stabilizer areas on the affected airplanes. The actions specified by this AD are intended to prevent structural failure of the horizontal stabilizer caused by fatigue cracks, which could result in loss of control of the airplane.
75-08-04: 75-08-04 LOCKHEED: Amendment 39-2153. Applies to L-1011-385-1 airplanes certificated in all categories. Compliance required as indicated. To prevent a possible fire hazard in the C-1 or C-1A, C-2 and C-3 cargo compartment: (a) Within the next 300 flight hours, perform the following, unless a modification acceptable per (b), below, has been accomplished: (1) Deactivate the cargo door compartment manual light switch in accordance with Lockheed Service Bulletin 093-33-052, dated March 5, 1975, or later FAA-approved revisions; or an equivalent deactivation modification procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Check the functioning of the door switch which controls the cargo compartment light per Lockheed Service Bulletin 093-33-052, dated March 5, 1975, or later FAA- approved revisions. (b) Within 3000 hours time in service and each 3000 hours thereafter, recheck the door switch per item (a)(2), above. These tests may be discontinued after installation of a modification to the cargo door light, acceptable to the Chief, Aircraft Engineering Division, FAA Western Region. The approved data must reference this AD, and the approval date. (c) After incorporation of an acceptable modification, per (b) above, the manual switch may be reactivated. (d) An airplane may be flown to a base for the performance of the work required by this AD per FAR's 21.197 and 21.199. This amendment becomes effective April 9, 1975.
2005-10-23: The FAA adopts a new airworthiness directive (AD) for all DG Flugzeugbau GmbH Model DG-500MB sailplanes equipped with a Solo engine and Glaser-Dirks Flugzeugbau GmbH Model DG-800B sailplanes equipped with a Solo engine. This AD requires you to inspect the propeller for damage, specifically foam core separation, and replace any damaged propeller. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct damage to the propeller, which could result in failure of the propeller to perform properly. This failure could lead to reduced or loss of control of the sailplane.
97-21-06: 97-21-06 CASA: Amendment 39-10159. Docket 96-NM-137-AD. Applicability: CASA Model CN-235 airplanes; as listed in CASA Service Bulletin SB-235-27-05, Revision 1, dated September 29, 1993 (non-military airplanes), and CASA Service Bulletin SB-235-27-05M, Revision 2, dated January 25, 1996 (military airplanes); certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent loss of control of the elevator and/or rudder, due to failure of the elevator and/or rudder assemblies as a result of stress corrosion cracking in the torsion tubes and fittings, accomplish the following: NOTE 2: Actions required by this AD that were accomplished previous to the effective date of this AD, and in accordance with earlier versions of the specified CASA service bulletins, are considered acceptable for compliance with the applicable requirements of this AD. (a) At the applicable time specified in either paragraph (a)(1) or (a)(2) of this AD, conduct a visual inspection of the torsion (torsion) tubes on the elevator and rudder assemblies to detect stress corrosion cracking, in accordance with CASA Service Bulletin SB-235-27-05, Revision 1, dated September 29, 1993 (for non-military airplanes) or CASA Service Bulletin SB-235-27-05M, Revision 2, dated January 25, 1996 (for military airplanes), as applicable. (1) For airplanes that have accumulated more than 600 total hours time-in-service, or more than 1,000 total landings, as of the effective date of this AD: Conduct the inspection required by paragraph (a) of this AD prior to the accumulation of 50 hours time-in-service, or 100 landings, or within 3 months, after the effective date of this AD, whichever occurs first. (2) For all other airplanes: Conduct the inspection required by paragraph (a) of this AD prior to the accumulation of 600 total hours time-in-service, or 1,000 total landings, or within 6 months, after the effective date of this AD, whichever occurs first. (b) If no cracking is detected during the inspection required by paragraph (a) of this AD, repeat that inspection at intervals not to exceed 600 hours time-in-service, or 1,000 landings, or 6 months, whichever occurs first.(c) If any cracking is detected during the inspection required by paragraph (a) of this AD, prior to further flight, accomplish either paragraph (c)(1) or (c)(2) of this AD. (1) Replace cracked parts with new parts of the original design, in accordance with the service bulletin. After replacement, repeat the visual inspection required by paragraph (a) of this AD at intervals not to exceed 600 hours time-in-service, or 1,000 landings, or 6 months, whichever occurs first. OR (2) Replace cracked parts with newly-designed parts, in accordance with CASA Service Bulletin SB-235-27-05, Revision 1, dated September 29, 1993 (for non-military airplanes); or CASA Service Bulletin SB-235-27-05M, Revision 2, dated January 25, 1996 (for military airplanes); as applicable. This replacement constitutes terminating action for the repetitive visual inspections of that part required by paragraph (b) of this AD. (d) Within 2 years after the effective date of this AD, replace all original design parts comprising the torsion tube assemblies on the elevator and rudder assemblies with newly-designed parts, in accordance with CASA Service Bulletin SB-235-27-05, Revision 1, dated September 29, 1993 (for non-military airplanes); or CASA Service Bulletin SB-235-27-05M, Revision 2, dated January 25, 1996 (for military airplanes); as applicable. This action constitutes terminating action for the inspection requirements of this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with sections 21.197 and P21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The actions shall be done in accordance with CASA Service Bulletin SB-235-27-05, Revision 1, dated September 29, 1993; and CASA Service Bulletin SB-235-27-05M, Revision 2, dated January 25, 1996; as applicable; which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page SB-235-27-05, Revision 1, September 29, 1993 1, 2 3-23 1 Original September 29, 1993 February 5, 1993 SB-235-27-05M, Revision 2, January 25, 1996 1 2-23 2 Original January 25, 1996 October 28, 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 Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. 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. NOTE 4: The subject of this AD is addressed in Spanish airworthiness directive 06/94, dated August 1994. (h) This amendment becomes effective on November 24, 1997.
61-21-02: 61-21-02 DOUGLAS: Amdt. 350 Part 507 Federal Register October 20, 1961. Applies to All DC-8 Aircraft. \n\n\tCompliance required within the next 10 hours' time in service. \n\n\tAs an interim safety measure pending development of modifications to the throttle control system and reversing mechanism the following procedures shall be followed: \n\n\tReverse thrust after landing shall not be used until: \n\n\t(a)\tThe main and nose gear of the aircraft are firmly on the ground, \n\n\t(b)\tthe blue ejector lights are on steady, \n\n\t(c)\tthe reverse power lever is positioned to reverse detent, and \n\n\t(d)\tthe amber reverser lights are on steady. \n\n\tIf the amber reverser lights are on steady, additional symmetrical reverse may be used on the inboard engines and thereafter reverse power may be used on the outboard engines if required. \n\n\tThis directive effective for all persons except those to whom it was made effective immediately by telegram dated October 6, 1961.