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68-17-03: 68-17-03 PILATUS: Amendment 39-634. Applies to all Model PC-6 Series Airplanes. Compliance required as indicated. To detect cracks in the rudder end rib, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this Airworthiness Directive and thereafter at intervals not to exceed 50 hours time in service from the last inspection, inspect the rudder end rib P/N 6302.27 for cracks with the aid of a mirror. (b) If cracks are detected during any inspection prescribed in paragraph (a), replace the rudder end rib before further flight with a modified rudder end rib, P/N 6302.26 Pos. 2; channel reinforcement, P/N 113.40.06.002, and torque tube, P/N 113/40.06.003, in accordance with Pilatus Service Bulletin No. 80, dated April, 1968, or later Swiss Federal Air Office approved Revision or FAA approved equivalent. (c) The repetitive inspections required by paragraph (a) may be discontinued after the modified rudder end rib has been installed. This amendment becomes effective August 19, 1968.
86-07-09 R1: 86-07-09 R1 BOEING: Amendment 39-5280 as amended by Amendment 39-5309. Applies to all Boeing Model 757 and 767 airplanes, certificated in any category. To ensure the integrity of the cargo compartment smoke detection system, accomplish the following within 30 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tReplace the lamps in the four Autronics Corporation Model 2156-204 cargo compartment smoke detectors and install placards in accordance with Autronics Service Bulletin 2156204-26-01, dated April 14, 1986, or later FAA-approved revision. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\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 and/or modifications required by this AD. \n\n\tAll persons affected by this AD who have not already received the above specified service bulletin from the manufacturer may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The service bulletin may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-5280 became effective April 22, 1986. \n\tThis Amendment 39-5309 becomes effective May 20, 1986.
85-16-06: 85-16-06 MCDONNELL DOUGLAS AND AIRBUS INDUSTRIE: Amendment 39-5112. Applies to McDonnell Douglas Model DC-10-15, -30, and KC-10A (Military) series airplanes, and CF6-50C powered Airbus Industrie Model A-300 series airplanes. Compliance is required as indicated.\n\n\tTo prevent failure of the fuel flowmeter tube assembly, accomplish the following, unless already accomplished:\n\n\tA.\tWithin the next 1000 flight hours after the effective date of this AD, inspect the fuel flowmeter tube assemblies in accordance with McDonnell Douglas Alert Service Bulletin A73-20, dated January 7, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region; or Airbus Industrie Service Bulletin A300-73-007 (associated with modification 5912), as appropriate. Perform the inspection every 1000 flight hours until paragraph B., below, is accomplished. If any cracks are found, accomplish the requirements of paragraph B. before any further revenue flight.\n\n\tB.\tWithin one year after the effective date of this AD, install the fuel flowmeter tube assembly P/N-ASLO538-503 in accordance with McDonnell Douglas DC-10 Alert Service Bulletin A73-20, dated January 7, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tC.\tSpecial 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.\n\n\tD.\tAlternate means of compliance which provide an acceptable 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 the 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 Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.\n\n\tThis amendment becomes effective September 6, 1985.
2009-04-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Corporation (RRC) AE 3007A1E and AE 1107C turbofan/ turboshaft engines. This AD requires removal from service of certain 2nd stage, 3rd stage, and 4th stage compressor wheels, compressor cone shaft assemblies, and 1st to 2nd-stage turbine spacers at new, reduced, published life limits. This AD results from RRC applying an updated lifing methodology to the affected parts. We are issuing this AD to prevent low-cycle-fatigue failure of the parts listed in Table 1 of this AD, which could result in an uncontained engine failure and damage to the aircraft.
98-17-12: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4100 series airplanes, that requires an eddy current conductivity test to measure the conductivity of the upper splice plate of the wing, and follow-on actions, if necessary. 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 correct corrosion of the upper splice plate of the wing, which could result in reduced structural integrity of the airplane.
89-06-05 R1: 89-06-05 R1 AVIONS MARCEL DASSAULT- BREGUET AVIATION (AMD-BA): Amendment 39-6151 as revised by Amendment 39-6412. Docket No. 89-NM-142-AD. Applicability: Model Mystere Falcon 50 and 900 series airplanes as listed in AMD-BA Service Bulletins F-50-208, Revision 1, and F-900-52, Revision 1, both dated July 25, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent inability to open the main landing gear (MLG) door for MLG emergency extension, accomplish the following: A. Prior to the accumulation of 1,000 landings on the MLG door emergency unlocking pin, or within 7 days after March 24, 1989 (the effective date of AD 89-05-05, Amendment 39-6151), whichever occurs later, verify the integrity of the MLG door emergency unlocking system by operating the manual opening system, in accordance with the instructions in the AMD-BA Falcon 50 Maintenance Manual Work Card 480.0, paragraph 3, or Falcon 900 Maintenance Procedure No. 32-120, as applicable. If the unlocking pin is broken or damaged, replace the pin with a serviceable pin of the same part number prior to further flight. B. Upon accumulation of 2,000 landings on the MLG door emergency unlocking pin, or within 50 landings after the effective date of this AD, whichever occurs later, repeat the inspection described in paragraph A., above, and continue to perform this inspection at intervals not to exceed 50 landings. C. Following the replacement of any unlocking pin with a new pin, repeat the inspections required by paragraphs A. and B., above. D. Prior to the accumulation of 2,000 landings on the airplane, or within 120 days after the effective date of this AD, whichever occurs later, modify the emergency release mechanism of each MLG door uplock unit in accordance with AMD-BA Service Bulletin F50-208 (F50-32-18), Revision 1, or F900-52 (F900-32-4), Revision 1, both dated July 25, 1989. Accomplishment of this modification constitutes terminating action for the inspections required by paragraphs A. through C. of this AD. E. 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. 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 Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD revises Amendment 39-6151, AD 89-06-05. This amendment (39-6412, AD 89-06-05 R1) becomes effective on January 12, 1990.
86-05-02: 86-05-02 UNITED INSTRUMENTS, INC.: Amendment 39-5317. Applies to altimeter Part Numbers 5934, 5934A, 5934M, 5934AM, 5934P, 5934PA, 5934PM, 5934PAM, 5934D, 5934PD, 5934AD, and 5934PAD with the following serial numbers: 6C461 thru 6C999 7C000 thru 7C999 8C000 thru 8C999 9C000 thru 9C999 0D000 thru 0D999 1D000 thru 1D999 2D000 thru 2D869 NOTE 1: This AD is applicable to pressure sensitive altimeters that do not have encoding capabilities. The affected altimeters were manufactured after February 1, 1985. Compliance: Required as indicated unless already accomplished. To prevent possible erroneous altitude information from being displayed to the pilot, accomplish the following: (a) For all altimeters that are installed in an aircraft, prior to further flight, (1) Check each installed altimeter or check the aircraft's permanent maintenance record to determine if the altimeter falls within the Serial Number designations set forth in this AD. The owner/operator of the aircraft may make this check. (2) If, as a result of this check, it is determined that the altimeter falls within these designations, check the altimeter by applying a slight outward pull on the adjustment knob while turning the knob and determine that the altitude indication pointers and the barometric pressure dial remain synchronized. (3) The holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) may conduct this check on any airplane owned or operated by him. The person accomplishing this must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (4) If the altitude pointers do not move simultaneously with the barometric dial, prior to further flight remove the altimeter and return it to United Instruments, Inc., 3625 Comotara Avenue, Wichita, Kansas 67226, no later than July 1, 1986. Replacement altimeters must be serviceable units. NOTE 2: It is recommendedbut not required by this AD, that the above check for synchronized movement be accomplished each time the altimeter barometric pressure dial is adjusted. (b) Regardless of the results of the check specified in paragraph (a) of this AD, on or before July 1, 1986, for all affected altimeters installed in an aircraft, remove the altimeter and return it to United Instruments, Inc. at the above address. Replacement altimeters must be serviceable units. (c) For all affected altimeters not installed in an aircraft, prior to further use but no later than July 1, 1986, return the altimeter to United Instruments, Inc., at the above address, for examination and modification as required. (d) For each altimeter returned to United Instruments, Inc. per the instructions of paragraphs (a), (b) and (c) above, the examination and rework by United Instruments, Inc. will be identified by a yellow dot approximately 1/4 inch (6.4mm) diameter on the lower half of the rear case and the letter"M", approximately 1/8 inch (3.2mm) in height stamped on the data plate just before the word "altimeter". Units that have been reworked and so marked may be used as serviceable replacement parts. (e) Aircraft may be flown in accordance with Federal Aviation Regulation (FAR) 21.197 to a location where this AD can be accomplished. Prior to dispatch, set the altimeter to field elevation and do not reset in flight. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. United Instruments Service Bulletin No. 2, dated February 24, 1986, pertains to the subject of this AD. All persons affected by this directive may obtain copies of the documents referred to herein upon request to United Instruments, Inc., 3625 Comotara Avenue, Wichita, Kansas 67226, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 28, 1986, to all persons except those to whom it has already been made effective by priority letter AD from the FAA dated February 28, 1986, and is identified as AD 86-05-02.
98-20-36: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4 series airplanes, that currently requires inspections for cracks of the fuselage, wings, and vertical stabilizer structures; and repairs or modifications, if necessary. That AD was prompted by reports of cracking in several areas of the fuselage, wings, and vertical stabilizer structure due to fatigue-related stress. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could result in reduced structural integrity of the fuselage, wing, and vertical stabilizer. This action provides for a new optional terminating action, for certain airplanes, and expands the applicability of the existing AD to include additional airplanes.
2019-03-28: We are superseding Airworthiness Directive (AD) 2016-07-23, which applied to all Airbus SAS Model A318 and A319 series airplanes; Model A320-211, A320-212, A320-214, A320-216, A320-231, A320-232, and A320-233 airplanes; and Model A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231, and A321-232 airplanes. AD 2016-07-23 required, for certain airplanes, repetitive replacements of the fixed fairing upper and lower attachment studs of both the left-hand (LH) and right-hand (RH) main landing gear (MLG); and repetitive inspections for corrosion, wear, fatigue cracking, and loose studs of each forward stud assembly of the fixed fairing door upper and lower forward attachments of both the LH and RH MLG; and replacement if necessary. AD 2016-07-23 also provided an optional terminating modification for the repetitive replacements of the fixed fairing upper and lower attachment studs. This AD retains the requirements of AD 2016-07-23 and, for certain airplanes, requiresre-identification of the LH and RH MLG fixed fairing assemblies' part numbers. This AD was prompted by a determination that for some airplane configurations, associated fixed fairing assembly part numbers susceptible to fatigue cracking were not listed in certain service information required by AD 2016-07-23. In addition, we have determined that additional work is necessary to re- identify the fixed fairing assembly part [[Page 8599]] number on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
96-24-06: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 96-24-06 that was sent previously to all known U.S. owners and operators of certain Cessna Model 560 series airplanes by individual letters. This AD requires revising the FAA-approved Airplane Flight Manual (AFM) to provide the flightcrew with limitations, operational procedures, and performance information to be used during approach and landing when residual ice is present or can be expected. This amendment is prompted by reports indicating that, while operating in icing conditions or when ice is on the wings, some of these airplanes have experienced uncommanded roll at a speed at (or slightly higher than) the speed at which the stall warning system is activated. The actions specified by this AD are intended to prevent uncommanded roll of the airplane during approach and landing when residual ice is present or can be expected.