Results
82-04-05: 82-04-05 CANADAIR: Amendment 39-4321. Applies to Model CL-600 airplanes S/N 1002 and on. To prevent the failure of the aileron power control unit centering springs, accomplish the following prior to the accumulation of 300 flight hours or within the next 20 flight hours after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 300 flight hours. 1. Replace all Aileron Power Control Springs (4 per PCU) with springs having the same part number (2771931-101) in accordance with the instructions contained in Canadair Alert Service Bulletin No. A600-0027, Revision 2, dated March 30, 1981, or later approved revisions. 2. The springs must continue to be replaced at the 300 flight hour intervals indicated above until such time as modification action, approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region is incorporated. 3. Alternate methods of compliance with this AD may be used when theyprovide an equivalent level of safety and are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the compliance time in this AD. 5. Airplanes may be flown in accordance with FAR 21.197 to a maintenance base for the accomplishment 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 the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 981018. This amendment becomes effective March 4, 1982.
82-27-12: 82-27-12 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4531. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. To minimize the probability of loss of all DC standby functions in flight, accomplish the following by March 31, 1983: A. Modify the electrical system in accordance with Part 2A of the Accomplishment Instructions of Lockheed-California Company L-1011 Service Bulletin 093-24-080, Revision 3, dated July 29, 1980, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. 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. NOTE: Modification of the airplane in accordance with L-1011 Service Bulletin 093-24- 083, Revision 2, dated July 31, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region is an approved alternate means of compliance. C. 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. 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 FAA Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.This amendment becomes effective February 16, 1983.
2016-19-13: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model MYSTERE-FALCON 50, MYSTERE-FALCON 900, FALCON 900EX, FALCON 2000, and FALCON 2000EX airplanes. This AD was prompted by a report of an in-flight lightning strike to the WHELEN anti- collision light located on the top of the vertical fin tip that caused severe damage and resulted in the loss of some airplane functions. This AD requires modification of the anti-collision light bonding. We are issuing this AD to prevent loss of electrical power and essential airplane functions, and possible reduced control of the airplane.
2000-22-16: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that requires a functional check of the rudder pedals to ensure full and free movement at all rudder pedal positions, and modification of the forward rudder pedal boxes. The actions specified by this AD are intended to prevent restricted movement of the rudder pedals due to structural interference, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
81-13-05: 81-13-05 DOWTY ROTOL: Amendment 39-4169. Applies to Dowty Rotol (c)R.289/3-110-F/1 and (c)R.289/3-110-F/11 propellers used on the WSK-Pezetel Model PZL-3S engine installed on but not limited to 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: Prior to each engine start or prior to accumulating 3 hours of engine/propeller operating time, whichever occurs first, using a 2x to 5x power magnifying glass, or equivalent, visually inspect for cracks, scratches, pitting, nicks, dents or gouges the outer 15 inches of the leading edge on propeller blades, P/N 660705335, in the area extending at least one inch on either side of the leading edge. No cracks or damage are permitted. Any blades with cracks must be replaced with an airworthy blade before further flight. All surface damage in the form of scratches, pitting, nicks, dents or gouges must be removed before further flight in accordance with Dowty Rotol Service Instructions or Section 3 of Advisory Circular 43.13-1A. In addition, prior to accumulating 15 hours of engine/propeller operating time, using dye penetrant or equivalent, inspect the outer 15 inches of the leading edge of propeller blades, P/N 660705335, in the area extending at least one inch on either side of the leading edge for cracks and reinspect at least once every 15 operating hours thereafter. No cracks are permitted, and any blades with cracks must be replaced with an airworthy blade before further flight. 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 amendment becomes effective July 28, 1981, asto all persons except those to whom it was made immediately effective by the priority mail letter dated June 12, 1981, AD 81-13-05, which contained this amendment.
2016-18-17: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. (Honeywell) TPE331 model turboprop engines and TSE331-3U model turboshaft engines. This AD was prompted by the discovery of cracks in a 2nd stage compressor impeller during a routine shop visit. This AD requires removal of the 2nd stage compressor impeller. We are issuing this AD to prevent failure of the compressor impeller, uncontained part release, damage to the engine, and damage to the airplane.
87-04-05: 87-04-05 TELEDYNE CONTINENTAL MOTORS: Amendment 39-6074. Final copy of priority letter AD issued February 12, 1987. Applies to GTSIO-520-N Series Engines equipped with rotary fuel pump, P/N 643367 or 643367A2, manufactured by Lear Siegler Romec. Compliance is required within the next 10 flight hours, after the effective date of this AD, unless already accomplished. To prevent possible fuel pump leaks, fluctuating fuel flow, engine failure, and/or engine compartment fire; notwithstanding prior accomplishment of the referenced service bulletins, accomplish the following: For all GTSIO-520-N series engines: (a) Visually inspect the attaching screws on the regulator valve cover of fuel pump, P/N 643367 or 643367A2, for blue or green paint markings on the head of at least one screw. (b) If paint markings are present, proper torque has been assured by the manufacturer. Therefore, make appropriate Engine Logbook entry; no further action is required. (c) If paint markings are not present; accomplish the following: (1) Cut and remove the safety wire from the four attaching screws on the regulator valve cover of fuel pump, P/N 643367 or 643367A2. (2) Loosen screws one full turn. (3) Tighten the four screws to 24-27 inch pounds. (4) Safety wire the four screws with MS20995C32 wire. (5) Make appropriate Engine Logbook entry. NOTE: Lear Siegler, Inc., Service Bulletin No. 101SB015, dated December 17, 1986, and Teledyne Continental Motors Service Bulletin No. M87-6, dated February 6, 1987, address this subject. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. This amendment, 39-6074, becomes effective December 1, 1988, as to all persons except those persons to whom it was made immediately effective by priority letter AD, 87-04-05, issued February 12, 1987, which contained this amendment.
83-05-02: 83-05-02 PILATUS BRITTEN-NORMAN: Amendment 39-4575. Applies to Model BN-2A Islander and Model BN-2A MKIII Trislander airplanes certificated in any category which have not been modified in accordance with Modification No. NB/M/939 and Modification No. NB/M/996. COMPLIANCE: Required within 100 hours time-in-service, unless already accomplished. To prevent failure of throttle, mixture or propeller control, accomplish the following: a. Using a 5-power glass, visually inspect the attachment brackets on the teleflex conduit swivel assemblies of the propeller control and the two main engine controls for cracking in accordance with Item 1 of the "Inspection" Section of Britten-Norman Service Bulletin No. BN-2/SB.1O9, Issue 3, dated March 5, 1979. 1. Replace any teleflex swivel assembly having a cracked bracket with a serviceable assembly (Part No. C.79412, Part No. C.79411 or Part No. C.79410) and incorporate a teleflex swivel attachment bracket reinforcement as instructed in the "Application of the Reinforcing Scheme" Section of the Service Bulletin. 2. If the bracket is not cracked, incorporate a teleflex swivel attachment bracket reinforcement as shown in the "Application of the Reinforcing Scheme" Section of the Service Bulletin. b. Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. c. An equivalent method of compliance with this AD may be used if approved by Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on March 7, 1983.
2016-19-05: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2500-A1 turbofan engines. This AD was prompted by a report of an uncontainment caused by a high-pressure turbine (HPT) seal release. This AD requires removing the HPT No. 4 bearing front seal seat, part numbers (P/Ns) 2A0066, 2A1998, and 2A3432, and the HPT No. 4 bearing rear seal seat, P/Ns 2A0067, 2A1999, and 2A3433, and replacing them with parts eligible for installation. This AD also requires inspecting the HPT rotor and stator assembly, and, if necessary, their replacement with parts that are eligible for installation. We are issuing this AD to prevent failure of the HPT stage 2 seals, uncontained HPT seal release, damage to the engine, and damage to the airplane.
80-17-01: 80-17-01 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3870. Applies to Models N22B (Serial Nos. N22B-5 and up) and N24A (Serial Nos. N24A-42 and up), certificated in all categories. 7 Compliance required within the next 25 hours time in service after the effective date of this AD unless already accomplished within the last 75 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To prevent possible failure of the universal joint in the rudder control torque shafts, accomplish the following: (a) Inspect the left and right rudder control torque shaft universal joint, P/N MS20271B16, for defects, in accordance with paragraph 5 of the Government Factories Alert Service Bulletin ANMD 27-17 dated April 3, 1980, or an FAA-approved equivalent. (b) Replace any defective universal joints, P/N MS20271B16, with a new part of the same P/N in accordance with the Service Bulletin, before further flight, except as provided in paragraph (c) of this AD. (c) Aircraft may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where this replacement can be accomplished. (d) For the purpose of this AD, an FAA-approved equivalent may be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. NOTE: All persons affected by this directive who have not already received the applicable Service Bulletin from the manufacturer may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne, 3207 Victoria, Australia. These documents may also be examined at the FAA, Engineering and Manufacturing District Office, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, or Rules Docket, Room 916, FAA, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective August 18, 1980.
2016-18-09: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by reports of chafing damage on the fuselage skin at the bottom of certain frames, underneath the fairing structure. This AD requires repetitive detailed inspections for damage on the fuselage skin at certain frames, and applicable related investigative and corrective actions. We are issuing this AD to detect and correct damage to the fuselage skin, which could lead to crack initiation and propagation, possibly resulting in reduced structural integrity of the fuselage.
61-09-01: 61-09-01 LOCKHEED: Amdt. 279 Part 507 Federal Register April 28, 1961. Applies to All 188 Series Aircraft Which Incorporate Hydraulic Damper Housing P/N's 840655-1 and 475645-1 (rudder, elevator, and aileron control systems) Installed Per Lockheed Service Bulletin 88/SB-524 and 88/SB-532. Compliance required not later than the next 50 hours' time in service. As a result of an incident involving elevator booster hydraulic damper malfunction, hydraulic damper housing P/N 840655-1 and P/N 475645-1 not identified with blue anodized color must be replaced with new parts identified with blue anodized color as received from the manufacturer or reworked to the following dimensions: (a) Length of skirt 0.312 inch plus or minus 0.010 inch. (b) Bore of body 1.3800-1.3817 inches. (c) Clearance between piston and damper housing 0.0015-0.0040 inch. (d) Identify the reworked housing with blue dye or blue paint. The reinstallation of new or reworked damper housings mustbe accomplished in accordance with instructions in Lockheed Service Letter FS/251702-L dated February 14, 1961. (Lockheed Service Wire to all operators dated April 7, 1961, applies to this same subject.) This directive becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated April 7, 1961.
83-19-05: 83-19-05 BRITISH AEROSPACE: Amendment 39-4733. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories. To prevent loss of rear spar frame integrity due to cracks on the rear spar web of the center section torque box, accomplish the following, unless already accomplished: A. Prior to the accumulation of 30,000 landings or within the next 200 landings, whichever occurs later, after the effective date of this AD, inspect the rear spar frame, and repair if necessary, in accordance with paragraph 2, Accomplishment Instructions, of British Aerospace Alert Service Bulletin No. 53-A-PM5837, Issue 1, dated April 21, 1982. B. Repeat the inspection of paragraph A., above, at intervals not to exceed: (1) 3,600 landings for aircraft with less than 45,000 landings at the last inspection and (2) 1,800 landings for aircraft with more than 45,000 landings at the last inspection. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective October 6, 1983.
2016-16-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, -200, and -300 series airplanes. This AD was prompted by a report of a manufacturing defect that affects the durability of affected parts in the cargo and cabin compartment. This AD requires an inspection of affected structural parts in the cargo and cabin compartments to determine if proper heat treatment has been done, and replacement if necessary. We are issuing this AD to prevent crack initiation and propagation, which could result in reduced structural integrity of the fuselage.
79-03-01 R1: 79-03-01 R1 MCDONNELL DOUGLAS: Amendment 39-3403, as amended by Amendment 39-5632. Applies to Model DC-9-10, -20, -30, -40, -50 Series Airplanes, including (Military C-9A, C9B, and VC-9C) airplanes certificated in all categories, fuselage numbers F/N 1 through F/N 880, which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin 57-118 dated November 4, 1977. \n\n\tCompliance required as indicated. To detect fatigue cracks and/or failure of the wing flap outboard idler hinge support fitting attachment studs, accomplish the following: \n\n\t(a)\tWithin the next 850 landings after the effective date of this AD, or before accumulating 10,000 total landings, whichever occurs later, unless already accomplished within the last 2,550 landings, and thereafter at intervals of 3,400 landings from the last inspection, accomplish the ultrasonic inspection in accordance with the instructions in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t(b)\tIf any one or more studs is found cracked or failed, or has accumulated 50,000 or more landings, before further flight: \n\n\t\t1.\tReplace all four studs, two PLI washers and applicable attaching parts with new original design studs and PLI washers, and applicable attaching parts; or, \n\n\t\t2.\tReplace all four studs, two PLI washers and applicable attaching parts with new studs, (upper two of original design and lower two of new design and higher heat treat), and two new design PLI washers, and applicable attaching parts, per Option 1, paragraph 2D1, Accomplishment Instructions, as prescribed in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t\t3.\tIf new parts are installed per (b)1 above, the requirements of this AD may be discontinued for that idler hinge(s) group of four attachment studs only, until the newly replaced parts have accumulated 10,000 landings, atwhich time reinstate the program of repetitive inspections and/or corrective actions per this AD. \n\n\t\t4.\tThe requirements per this AD may be terminated for that idler hinge(s) group of four attachment studs only, upon compliance with paragraph (b)2 above, or upon installation of two lower studs of new design and two new design PLI washers, and applicable attaching parts, per Option 1, paragraph 2.D.2., Accomplishment Instructions, as prescribed in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t\t5.\tCompliance with this AD notwithstanding, attachment studs must be replaced in accordance with the schedule specified in Douglas Report MDC-J0005, "DC-9 Safe Life Limits" (Reference DC-9 TC Data Sheet A6WE). \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(d)\tEquivalent inspection procedures and repairs may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(e)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the initial and 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 that operator. \n\n\t(f)\tFor the purpose of complying with this AD, when records of landings are not available, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAmendment 39-3403 became effective March 2, 1979. \n\n\tThis amendment, 39-5632, becomes effectiveJune 12, 1987.
82-01-09: 82-01-09 BOEING: Amendment 39-4299. Applies to Model 737 series airplanes, certificated in all categories, listed in Boeing Alert Service Bulletin No. 737-53A1042 Revision 3, or later FAA approved revision. \n\n\tTo detect, prevent, arrest, and/or repair damage due to corrosion in the lower body skins, accomplish the following: \n\n\tA.\tWithin 30 days time-in-service after the effective date of this AD, unless accomplished within the last 60 days time-in-service, and thereafter at intervals not to exceed 90 days since the last inspection, inspect the exterior body skin from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left including areas covered by fairings for skin cracks or dished/deformed or popped rivet heads. If any of these defects are noted, prior to further flight, accomplish 1 or 2 below: \n\n\t\t1.\tInternally inspect area of distress. Clean up corrosion, repair or replace damaged structure in accordance with Section III, Part II, III, or IV of Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\t\t2.\tPerform the interim repair of Boeing Service Bulletin 737-53A1042R3NSC1, however, the repair must be replaced in accordance with 1 above within one year after installation. \n\n\tThis inspection is to continue until the inspection of paragraph B. is accomplished.\n \n\tB.\tWithin 12 months time-in-service after the effective date of this AD, unless accomplished within the last 12 months time-in-service, and at intervals not to exceed 24 months time-in-service, visually inspect the structure internally and externally for corrosion and cracks from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left. Clean up corrosion, repair or replace damaged structure inaccordance with Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\tC.\tReplacement of all affected skin panels in accordance with Section III Part IV of Boeing Service Bulletin 737-53A1042 or a later FAA approved revision constitutes terminating action for this AD. \n\n\tD.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD.\n \n\tThe 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). \n\n\tAll persons affected by this directive who have not already received the above specified alert service bulletin from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98108. \n\n\tThis Amendment becomes effective January 18, 1982.
87-07-05: 87-07-05 FAIRCHILD REPUBLIC COMPANY: Amendment 39-5596. Applies to Model F- 27 series airplanes, Manufacturer's Serial Numbers 1 through 39, and 41 through 48; equipped with wing-to-fuselage fairings, Part Numbers (P/N) 27-100102-1 or -2, and 27-100103-1, -2, -31, or -32; certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent the inflight loss of the wing-to-fuselage fairing, accomplish the following: A. Conduct a daily visual inspection of wing-to-fuselage fairing, both right and left, for cracks or looseness around screws and grommets. If cracks or looseness is found, before further flight install washer P/N AN970-3, and use washer head screw P/N AN525-10R9 in place of P/N AN509-10R9. Daily inspections are to continue until the modification of the fairings, described in paragraph B., below, is accomplished. NOTE: Caution should be used not to overtighten screws, as cracks may develop. B. Modificationof the wing-to-fuselage fairings in accordance with Fairchild Service Bulletin F27-53-9, Revision 1, dated May 13, 1959, or later FAA-approved revisions, constitutes terminating action for the daily inspection requirement of paragraph A., above. C. Alternate means of compliance or adjustment of compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. 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 airworthiness directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fairchild Republic Company, Showalter Road, Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment supersedes AD 58-25-03. This amendment becomes effective April 20, 1987.
83-10-04: 83-10-04 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4653. Applies to HFB-320 airplanes serial numbers 1021-1023, 1026, 1027, 1030-1040, 1045, and 1049-1057. To prevent failure of the horizontal stabilizer attachment fittings accomplish the following, unless already accomplished: 1. Visually inspect the horizontal stabilizer attachment fittings and adjacent structure for corrosion and cracks in accordance with paragraph I of the "Accomplishment Instructions" of Messerschmitt-Bolkow-Blohm GMBH Service Bulletin 55-7 dated September 7, 1979, within 300 hours time in service or one year, whichever occurs first, for airplanes with a maximum of 1500 hours on the horizontal stabilizer on the effective date of this AD, and within 50 hours time in service or two months, whichever occurs first, for airplanes with more than 1500 hours on the horizontal stabilizer. 2. Rework the horizontal stabilizer in accordance with paragraph 7.1 or 7.2, as appropriate, of the service bulletin within the time intervals specified in the service bulletin. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 6, 1983.
2016-17-17: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-200, and CN-235-300 airplanes. This AD was prompted by reports of main landing gear (MLG) access doors detaching from the airplane as a result of excessive vibration and metal fatigue in the attach fittings. This AD requires modification of the MLG access door by replacing seals in the MLG fairing and, for certain airplanes, adding an additional bolt. We are issuing this AD to prevent a fracture in the MLG access door associated with excessive vibration and metal fatigue in the attach fittings. This condition could lead to MLG access door detachment and consequent impact of flight controls, resulting in reduced control of an airplane.
88-04-07: 88-04-07 BEECH: Amendment 39-5892. Applies to the following Models and serial numbered airplanes, certificated in any category, equipped with Inconel bolts and nuts in the wing lower forward spar attachments, and which have not installed Integral Fitting Spar Kit No. 90-4077-1S or 99-4023-1S or 100-4007-1S. MODELS SERIAL NUMBERS 65, A65, A65-8200 L-1, L-2, L-6, LF-7, LF-8 and LC-1 through LC-335 70 LB-1 through LB-35 65-80, 65-A80, LD-1 through LD-511 65-A80-8800, and 65-B80 65-88 LP-1 through LP-47 65-90, 65-A90, B90, and C90 LJ-1 through LJ-1087 (except LJ-1085) E90 LW-1 through LW-347 99, 99A, A99A, and B99 U-1 through U-164 (except U-50) 100 and A100 B-1 through B-247 B100 BE-2 through BE-137 NOTE: Queen Air Model 65, 70, 80, and 88 airplanes were not factory approved for field installation of Inconel wing attachment hardware, however, some of these airplanes may have had Inconel hardware installed by field approval. Compliance: Required prior to further flight after receipt of this AD unless already accomplished. To prevent possible failure of the wing lower forward spar attachment, accomplish the following: (a) Visually inspect each Inconel nut in the lower forward wing spar attachments in accordance with the instructions in Beech Service Bulletin No. 2248, dated February 1988. If no cracks are found, return the airplane to service. (b) If a crack in any nut is found, prior to further flight replace the nut with a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (c) This AD does not apply if each affected nut has been replaced by a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (d) Return cracked nuts to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where thisAD can be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5892, becomes effective on April 18, 1988 to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 24, 1988, and is identified as AD 88-04-07.
2000-23-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 401/AK and 410/AQ airplanes, that requires replacement of certain landing gear brake accumulators with improved accumulators. The actions specified by this AD are intended to prevent loss of hydraulic pressure and possible structural damage to the airplane due to failure of the accumulator. This action is intended to address the identified unsafe condition.
2016-16-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of chafing damage due to insufficient clearance on the main landing gear (MLG) stabilizer brace, the nacelle A-frame structure, and the adjacent electrical wiring harnesses. An insufficient fillet radius may also exist on certain airplanes. This AD requires, depending on airplane configuration, an inspection of the nacelle A-frame structure for insufficient fillet radius; an inspection for cracking of affected structure, and rework or repair if necessary, and rework of the nacelle A-frame structure; repetitive inspections of the nacelle A-frame structure and the MLG stabilizer brace for insufficient clearance and damage, and repair if necessary, and rework of the nacelle A-frame structure, which would terminate the repetitive inspections; installation of new stop brackets and a shim on each MLG stabilizer brace assembly; andrework of the electrical wiring harnesses in the nacelle area. We are issuing this AD to [[Page 55354]] detect and correct chafing damage and subsequent premature cracking and fracture of the nacelle A-frame structure, which could result in failure of the MLG stabilizer brace and loss of the MLG down-lock indication, which could adversely affect the safe landing of the airplane.
84-22-03: 84-22-03 McDONNELL DOUGLAS: Amendment 39-4952. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes which have been modified in accordance with McDonnell Douglas Service Bulletin 57-118 and/or production equivalent, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracked wing flap outboard hinge lower stud(s) due to hydrogen embrittlement, and prevent failure of the wing hinge bracket, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,400 landings or within 400 landings, whichever occurs later, from effective date of this AD, ultrasonically inspect the flap hinge fitting lower studs for cracking in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tB.\tIf no cracking is found, no further action is required. \n\n\tC.\tIf cracking is found, replace all four studs in accordance withthe Accomplishment Instructions of Paragraph 2 of McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tD.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). 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. \n\n\tThis amendment becomes effective November 20, 1984.
82-05-03: 82-05-03 BELL: Amendment 39-4330. Applies to Bell Model 206L helicopters, all serial numbers, and 206L-1 helicopters, serial numbers 45154 through 45398, 45400 through 45491, 45493 through 45543, 45545 through 45614, 45616 through 45634, 45636 through 45638, 45643 through 45647, 45649 through 45652, and 45655 through 45657, certificated in all categories (Airworthiness Docket No. 81-ASW-67). Compliance is required as indicated, unless previously accomplished. To prevent possible failure of the horizontal stabilizer, accomplish the following, in accordance with Bell Helicopter Textron Alert Service Bulletin (ASB) 206L-81-23, Revision A, dated October 23, 1981, or FAA approved equivalent. a. Remove horizontal stabilizer assemblies, P/N 206-704-143-105, -113, and -131, from service within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. b. Inspect horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and P/N 206-961-439-003, in accordance with paragraph B1 of Accomplishment Instructions of ASB 206L-81-23, Revision A, or FAA approved equivalent, within 25 hours' time in service after March 31, 1982. c. Remove horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and P/N 206-961-439-003, that do not meet the inspection criteria for modification within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. d. Modify horizontal stabilizer assemblies, P/N 206-023-119-011, -075, -107, and - 113, and 206-961-439-003, that meet the inspection criteria for modification, at one of the approved service centers listed in ASB 206L-81-23, Revision A, or remove from service within 25 hours' time in service after March 31, 1982, and replace with a serviceable stabilizer. e. A serviceable horizontal stabilizer assembly (reference page 5 of ASB 206L-81- 23) is one which is marked with modified P/N 206-704-040-003, -011, -075, -107, or -113, or current production P/N 206-023-119-151 or -703. f. Compliance with this airworthiness directive and AD 78-24-06 is not required if serviceable horizontal stabilizer assemblies, modified P/N 206-704-040-003, -011, -075, -107, or -113, or current production P/N 206-023-119-151, or -703, are installed. g. Compliance with this airworthiness directive eliminates the requirement for modification of the stabilizer supports and the daily inspection requirement for cracks required by AD 78-24-06, Amendment 39-3358, as amended by Amendment 39-4032. h. The helicopter may be flown in accordance with FAR 21.197 to a base where compliance with this AD can be performed. This amendment becomes effective March 30, 1982.
2016-15-05: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. This AD was prompted by a review that identified a nonconformity between the torque value applied to the screw-nuts of aileron servo actuators, and the torque value specified by the type design. This AD requires replacing certain aileron servo actuators with serviceable servo actuators. We are issuing this AD to prevent desynchronization between two servo actuator barrels, which could lead to reduced control of the airplane during roll maneuvers at low altitude.