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82-10-52 R1: 82-10-52 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4671. Applies to Lockheed-California Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. A. To detect cracks and prevent structural failure of the Main Landing Gear (MLG) shock strut cylinder, accomplish the following: 1. For strut cylinders which have aluminum-nickel-bronze bushings installed as specified in Lockheed-California L-1011 Service Bulletin 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, conduct an initial inspection per Paragraphs C.1. or C.2. below within 30 calendar days after the effective date of this AD, or upon the accumulation of 7,500 flight hours time in service since the installation of the aluminum-nickel-bronze bushings, whichever is later. Thereafter, repeat the visual inspection specified in Paragraph C.1. at intervalsnot to exceed 40 landings, or the ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. 2. For strut cylinders not modified in accordance with Lockheed-California L-1011 Service Bulletins 093-32-211, dated October 5, 1982, or 093-32-131, Revision 3, dated October 26, 1977, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, inspect per Paragraph C.2. below, within 30 calendar days after the effective date of this AD. Thereafter, repeat the visual inspections specified in Paragraph C.1 at intervals not to exceed 40 landings, or the Ultrasonic inspection specified in Paragraph C.2. at intervals not to exceed 400 landings. B. Operators who have already accomplished an initial inspection subsequent to April 20, 1982, in accordance with Paragraph C below, or in accordance with Lockheed-California Company Alert Service Bulletin Wire 093-32-A211, dated April 29, 1982, or in accordance with Telegraphic AD T82-10-52, have satisfied the initial inspection requirements of this amendment. C. 1. Perform a close visual inspection for cracks at the exposed surfaces of the inboard retract actuator lug, on each MLG shock strut, per Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. If there are any noticeable or suspected signs of cracks on the paint, remove both the paint and primer and reinspect the area for cracks. 2. Perform ultrasonic inspection of the inboard retract lugs of both the left and right MLG shock strut cylinder following the procedure specified in Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. D. Repair or replace the MLG shock strut cylinders found cracked before further flight, in accordance with Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office. E. Installation of stainless steel bushings in the inboard retract lugs of both the left and right MLG shock strut cylinder per Section 2, Accomplishment Instructions, of Lockheed- California L-1011 Service Bulletin 093-32-211, dated October 5, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, constitutes terminating action for the repetitive inspection requirements of Paragraphs A.1 and A.2. F. 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. G. 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 inspection requirements of this AD. 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 the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective July 6, 1983, and was effective earlier to those recipients of Telegraphic AD T82-10-52, dated May 7, 1982.
91-12-04: 91-12-04 GENERAL DYNAMICS (CONVAIR): Amendment 39-7015. Docket No. 90-NM-290-AD. Applicability: Model 240, T-29, and C-131A (Military) series airplanes, including all airplanes converted to turbopropeller power, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of the elevator hinge pins, accomplish the following: A. Within 50 hours time-in-service or 60 days after the effective date of this AD, whichever occurs first, remove the elevator and conduct a visual inspection of the elevator hinge pins and bearings, in accordance with Part I of the Accomplishment Instructions of General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990 (hereinafter referred to as "SB 55-4"). NOTE: Inspections previously accomplished in accordance with the Accomplishment Instructions of Alert Service Bulletin 600 (240D) 55-A4, dated March 1, 1990, are considered to comply with therequirements of this AD. B. Any hinge pins, bushings, or tapered bushings found which do not conform to the dimensional limitations specified in Part I of SB 55-4, must be replaced prior to further flight. C. Any cracked bearing plate assemblies or nut assemblies, and any loose, chattering, dry, or seized bearings, P/N AN201KP10A, must be replaced prior to further flight. D. When the elevator is reinstalled, determine if proper mating of the tapered bushing and pin surfaces exists, in accordance with Part I of SB 55-4. If proper mating does not exist, the pin must be reworked prior to further flight, in accordance with Part II of SB 55-4. 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, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. The inspection and repair requirements shall be done in accordance with General Dynamics, Convair Division Service Bulletin 600 (240D) 55-4, dated September 21, 1990. 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 General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92138, Attention: Chief, Aircraft Logistical Support, Mail Zone 92-2920. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7015, AD 91-12-04) becomes effective on July 25, 1991.
2015-09-04: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine that supersedes AD 2013-22-14 R1. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as engine shaft failure with consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-18-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Due to high fuel pressure, caused by exceeding pressure in front of the mechanical fuel pump (e.g. due to an electrical fuel pump), in limited cases a deviation in the fuel supply could occur. This can result in exceeding of the fuel pressure and might cause engine malfunction and/or massive fuel leakage. We are issuing this AD to prevent the pump from exceeding the fuel pressure, which could result in engine malfunction or a massive fuel leak. These conditions could cause loss of control of the airplane or a fire.
2000-10-06: This amendment adopts a new airworthiness directive (AD) for MD Helicopters Inc. (MDHI) Model MD900 helicopters. This action requires visually inspecting the drive shaft to determine the assembly part number (P/N) and marking the drive shaft assembly P/N and serial number (S/N) on any unmarked drive shaft. This AD also requires creating a component history card or equivalent record for certain drive shaft assemblies and replacing any drive shaft assembly that has reached its life limit. This amendment is prompted by the discovery of several drive shafts with no assembly P/N marked on the part, which could result in a drive shaft remaining in service past its life limit. The actions specified in this AD are intended to prevent failure of the drive shaft due to fatigue, which could result in total loss of drive to the main rotor hub and subsequent loss of control of the helicopter.
71-01-03: 71-01-03 CESSNA: Amdt. 39-1138. Applies to Model 177 series (Serial Numbers 17700001 through 17701164) and Model 177A series (Serial Numbers 17701165 through 17701370) Airplanes. Compliance: Required as indicated, unless already accomplished. To prevent cracks in the stabilator attachment angles P/N 1712108, accomplish the following: A) Within 25 hours' time in service after the effective date of this AD, remove the fuselage tail stinger and inspect the stabilator attachment angles, P/N 1712108, for evidence of cracks using the dye penetrant method in conjunction with the procedure set forth in Cessna Service Kit, No. SK 177-11, dated December 8, 1970, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. If no cracks are found during this inspection, install stiffener brackets, P/N 1709019-3 and -4, in accordance with the instructions contained in said Service Kit. B) If cracks are detected during the inspectionrequired by Paragraph A, prior to further flight, rework or replace the stabilator attachment angles, P/N 1712108, and then install stiffener brackets P/N 1709019-3 and -4 in accordance with the instructions contained in Cessna Service Kit SK 177-11, dated December 8, 1970, or any other method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE70-32, dated December 18, 1970, or later FAA-approved revisions pertain to this subject. This amendment becomes effective January 5, 1971.
86-16-12: 86-16-12 DeHAVILLAND: Amendment 39-5389. Applies to Model DHC-3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, after the effective date of this AD, unless already accomplished. To preclude loss of elevator control and to ensure proper operation of the control system, accomplish the following inspections and parts replacement: (a) Within 25 hours time-in-service (TIS), after the effective date of this AD, visually inspect the following parts: (1) The elevator pushrod, and the elevator pushrod to rear quadrant attachment bolt, for bending, in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletins (S/B) No. 3/35, Revision A, dated April 11, 1980, and S/B No. 3/43, dated January 18, 1985. (2) The threaded shank of the elevator pushrod rod ends, for cracks. (3) All elevator control system cables and pulleys for damage or distortion. (b) Replace unserviceable parts, prior to further flight, with serviceable pacts follows: (1) Elevator pushrod with new pushrod Part Number (P/N) C3-CF-633-1, in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland S/B No. 3/35, Revision A, dated April 11, 1980. (2) Elevator pushrod to rear quadrant attachment bolt with a new NAS1954- 24D bolt, in accordance with paragraph (c) of this AD. (3) Elevator control system cables and pulleys in accordance with the applicable section of the aircraft maintenance manual. NOTE: When a parked DHC-3 airplane has been subjected to wind gusts of 60 mph or greater (including helicopter or jet blasts) damage may occur to the elevator control system, and the requirements specified in paragraphs (a) and (b) of this AD should be accomplished again. (c) If the elevator pushrod to rear quadrant attachment bolt is replaced with a NAS1954-24D bolt, replace the associated hardware and in addition, replace the rudder pushrod to rear quadrant attachment bolt with a NAS1954-24D bolt and the associated hardware in accordance with "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland S/B No. 3/43 dated January 18, 1985. Torque nuts to 65 in-pounds prior to installation of cotter pins. (d) If no damage is found during the inspection as required by paragraph (a) of this AD, within 60 days after the effective date of this AD, unless already accomplished: (1) Replace the elevator pushrod in accordance with paragraph (b)(1) of this AD, and (2) Replace the elevator and rudder pushrod to rear quadrant attachment bolts in accordance with paragraph (c) of this AD. (e) The airplane may be flown in accordance with Federal Aviation Regulations (FAR) 21.197 to a location where the requirements of this AD may be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, NewYork 11581. (g) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New- England Region, may adjust the compliance intervals specified in this AD. All persons affected by this directive may obtain copies of the documents referred to herein upon request to DeHavilland Aircraft of Canada, Ltd., Downsview, Ontario, Canada, M3K 1Y5 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on August 15, 1986.
2000-09-13: This amendment adopts a new airworthiness directive (AD) that applies to British Aerospace Jetstream Model 3201 airplanes. This AD requires you to inspect the fuel quantity indication system for damage to the insulation of the wiring within the fuel tanks, and repair or replace damaged wiring. Damage is defined as corrosion (indicated by a dark stain), cuts, or nicks. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect damage to the insulation of the wiring within the fuel tanks of the fuel quantity indication system, which could result in a malfunction in the cockpit indicators and/or electrical sparking inside the fuel tank with consequent fire or explosion.
2000-09-15: This amendment adopts a new airworthiness directive (AD) that applies to all Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires modifying the airplanes' operating systems. This AD results from several icing-related incidents and accidents of MU-2B series airplanes, and the Federal Aviation Administration's investigation of the airplane design and pilot's ability to operate in icing conditions. The actions specified by this AD are intended to assist in preventing departure from controlled flight while operating in icing conditions.
2014-17-08R1: We are revising airworthiness directive (AD) 2014-17-08 for all Pratt & Whitney Canada Corp. (P&WC) PT6A-114 and PT6A-114A turboprop engines. AD 2014-17-08 required initial and repetitive borescope inspections (BSIs) of compressor turbine (CT) blades, and the removal from service of blades that fail inspection. This new AD adds an additional single crystal CT blade, reduces the affected population, and corrects the Credit for Previous Action paragraph. This AD was prompted by P&WC development of an additional single crystal CT blade that corrects the unsafe condition. We are issuing this AD to prevent failure of CT blades, which could result in damage to the engine and damage to the airplane.
2015-09-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that without an effective maintenance task to maintain the airplane's inherent level of safety, there is a potential that a dormant failure of the alternate release system of the landing gear could occur. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a maintenance task for an operational check of the electro- mechanical actuator and release mechanism of the alternate extension system for the nose landing gear and main landing gear. We are issuing this AD to prevent failure of the alternate release system of the landing gear, which could prevent the landing gear from extending during a failure of the normal landing gear extension system.
2000-10-02: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, A321, A330, and A340 series airplanes, that requires repetitive inspections to detect missing and incorrectly installed parts of the footrest actuator assembly, and replacement of discrepant parts with new parts. This AD also provides for optional terminating action for the repetitive inspections. 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 detachment of the footrest assembly actuator, which could result in partial blockage of the rudder pedals and reduced controllability of the airplane.
84-24-54 R2: 84-24-54 R2 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5163 as amended by Amendment 39-5192. Applies to Allison Model 250-C30 Series engines installed in rotorcraft certificated in any category with the following engine and turbine serial numbers: MODEL ENGINE SERIAL NUMBER TURBINE SERIAL NUMBER 250-C30 CAE 900001 thru 9000026 CAT 900001 thru 90683, 95001 thru 95336, 95338 thru 95347, 95349, 95350, 95352 thru 95365, 95368, 95370, 95372 thru 95374, 95376 thru 95394, 95396, 95398 thru 95407 250-C30, -C30S CAE 890001 thru 890840, 890843 thru 890847, 890849 thru 890858, 890860, 890861, 890863 Same as above. 250-C30R CAE 895068, 895077, 895078, 895082, 895084, 895085, 895096 Same as above. 250-C30P CAE 895001 thru 895177 Same as above. EXCEPT: Existing Model 250-C30 Series engines which have incorporated all of the following Allison Commercial Engine Bulletins (CEB's):SUBJECT CEB-A-72-3134, Rev. 2 dated Sept. 15, 1985, or CEB-A-72-3135, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalents; and Engine, Turbine Assembly, Turbine-to-Compressor Coupling Shaft-Replace CEB-72-3100, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor Assembly, Spur Adapter Gearshaft - modified by adding Three Slots in Bore & Plugging Oil Feed Hole CEB-72-3059, Rev. 4 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor and Gearbox Assemblies - modify to Roller Number 2 1/2 Bearing Configuration CEB-72-3096, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent. Engine, Turbine-Exhaust Collector Modifications Compliance is required as indicated unless already accomplished. To prevent possible cracks in turbine-to-compressor coupling P/N 23008080, or carbon buildup on turbine shafts and couplings that can cause shaft rub, or shafting misalignment from progressing to where a disconnect failure could occur and subsequently could result in an overspeed uncontained failure of the gas producer turbine rotor, accomplish the following: (a) Model 250-C30 and -C30S engines installed in Sikorsky S-76A rotorcraft (1) Before further flight, remove P/N 23008080 coupling and replace with P/N 23032345 in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent; or, as alternative temporary compliance, until next turbine repair/overhaul shop visit, but not later than November 30, 1986, replace P/N 23008080 coupling with serviceable P/N 6896895, or P/N 6889071, in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent. (2) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 250 hours time-in-service, and thereafter at intervals not to exceed 300 hours time- in-service from the last inspection, perform the following: Inspect, clean turbine shafting/couplings, and replace the P/N AS 3085-018 O-ring (two for P/N 23032345 and one for P/N 6896895 or P/N 6889071) on the aft end of the spur adapter gearshaft in accordance with CEB-A-72-3108, Revision 3 dated September 15, 1985, or FAA approved equivalent. (3) At the next engine repair/overhaul shop visit, when both the compressor and gearbox are disassembled to permit access, but not later than November 30, 1986, perform the following: (i) Modify spur adapter gearshaft assembly P/N 23005276 in accordance with Allison CEB 72-3100, Revision 1 dated September 15, 1985, or FAA approved equivalent. (ii) Modify engine compressor and gearbox assemblies to include the roller bearing configuration at the 2 1/2 bearing location in accordance with Allison CEB 72-3059, Revision 4 dated September 15, 1985, or FAA approved equivalent. (iii) Replace turbine-to-compressor-coupling, P/N 6896895, or P/N 6889071, with P/N 23032345 and install twoP/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72-3134, Revision 2 dated September 15, 1985, or FAA approved equivalent. (4) At the next turbine repair/overhaul shop visit, but not later than November 30, 1986, modify the turbine-exhaust-collector in accordance with Allison CEB 72-3096, Revision 1 dated September 15, 1985, or FAA approved equivalent. (b) Model 250-C30, -C30P, -C30R and -C30S engines installed in other than Sikorsky S-76A rotorcraft (1) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 250 hours time-in-service, and thereafter at intervals not to exceed 300 hours time- in-service from the last inspection, perform the following: Inspect, clean turbine shafting/couplings, and replace the P/N AS 3085-018 O-ring (two for P/N 23032345 and one for P/N 6896895 or P/N 6889071) on the aft end of the spur adapter gearshaft in accordance with CEB-A-72-3143 dated September 15, 1985, or FAA approved equivalent. (2) Within the next 300 hours time in service after November 18, 1985, or within 100 hours time in service after the effective date of this amendment, or at next turbine repair/overhaul shop visit, whichever occurs first, but not later than March 6, 1986, perform the following: Replace turbine-to-compressor coupling P/N 23008080 with P/N 23032345 and install two P/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72- 3135, Revision 1 dated September 15, 1985, or FAA approved equivalent. (3) At the next engine repair/overhaul shop visit when both the compressor and gearbox are disassembled to permit access, but not later than November 30, 1987, perform the following: (i) Modify spur adapter gearshaft assembly P/N 23005276 in accordance with Allison CEB 72-3100, Revision 1 dated September 15, 1985, or FAA approved equivalent. (ii) Modify engine compressor and gearbox assemblies to include the roller bearing configuration at the 2 1/2 bearing location in accordance with Allison CEB 72-3059, Revision 4 dated September 15, 1985, or FAA approved equivalent. (iii) Replace turbine-to-compressor-coupling P/N 6896895, or P/N 6889071, with P/N 23032345 and install two P/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72-3135, Revision 1 dated September 15, 1985, or FAA approved equivalent. (4) At the next turbine repair/overhaul shop visit, but not later than November 30, 1987, modify the turbine-exhaust-collector in accordance with Allison CEB 72-3096, Revision 1 dated September 15, 1985, or FAA approved equivalent. 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago AircraftCertification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office may adjust the compliance time specified in this AD. The following Allison Commercial Engine Bulletins are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1): CEB-A-72-3134, Revision 2 dated September 15, 1985 CEB-A-72-3135, Revision 1 dated September 15, 1985 CEB-72-3100, Revision 1 dated September 15, 1985 CEB-72-3059, Revision 4 dated September 15, 1985 CEB-A-72-3108, Revision 3 dated September 15, 1985 CEB-72-3096, Revision 1 dated September 15, 1985 CEB-A-72-3143 dated September 15, 1985 All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 84-ANE-29, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment supersedes Amendment 39-4755, 48 FR 51287, AD 83-22-05. Amendment 39-5163 became effective November 18, 1985, to all persons except those persons to whom it was made immediately effective by telegraphic AD T84-24-54, issued December 10, 1984, which contained this amendment. This Amendment 39-5192 becomes effective January 6, 1986
90-03-05: 90-03-05 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-6480. Docket No. 89-NM-193-AD. Applicability: All Model Mystere Falcon 50 and 900 series airplanes, as listed in AMD-BA Alert Service Bulletins F50-A212 (F50-A32-19) and F900-A65 (F900-A32-6), both dated July 25, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent inability to manually open the main landing gear (MLG) door for MLG emergency extension, accomplish the following: A. Within 30 days after the effective date of this AD, verify the integrity of the MLG emergency release system by accomplishing a functional test in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989. 1. If door release does not occur, prior to further flight, replace the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with the appropriate servicebulletin. 2. If the door releases normally, accomplish one of the following: a. Within 180 days or 1,300 hours time-in-service after the effective date of this AD, whichever occurs later, replace the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989; or b. At intervals not to exceed 1,300 hours time-in-service, repeat the functional test. B. Replacement of the MLG door manual release system control bell crank with an adjustable bell crank, in accordance with AMD-BA Alert Service Bulletin F50-A212 or F900-A65 (as applicable), both dated July 25, 1989, constitutes terminating action for the functional tests required by paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service 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 the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6480, AD 90-03-05) becomes effective on February 23, 1990.
64-14-06: 64-14-06 SCHLEICHER: Amdt. 753 Part 507 Federal Register June 23, 1964. Applies to All Model Ka2B and Ka6 Gliders Serial Numbers 180 through 245. Compliance required as indicated. Cracks have occurred in the forward horizontal stabilizer fitting, above the welded seam on the fuselage side. The cracks are believed to be caused by excessive hardening due to welding. Within the next 10 hours' time in service after the effective date of this AD, accomplish the following: (a) Remove the forward horizontal stabilizer fittings and inspect for cracks with at least a 3-power magnifying glass. Replace cracked fittings with new fittings before further flight. (b) Check all fittings for excessive hardness by use of file as specified in Schleicher Special Inspection for Models Ka2B and Ka6 dated July 12, 1961. Replace fittings found to be too hard, with a new part within the next 10 hours' time in service thereafter. This directive effective July 23, 1964.
2015-09-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-111 and -112 airplanes and Model A319, A320, and A321 series airplanes. This AD was prompted by reports of cracks on the forward corner fittings of engine pylon aft secondary structures. This AD requires repetitive inspections of certain forward corner fittings of the pylon aft secondary structures, and corrective actions if necessary. This AD also provides optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct detachment of the lower fairing attachment and/or loss of the aft fixed fairing with the movable fairing from the airplane in flight, which could result in damage to the airplane.
2000-09-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon (Beech) Model 400A and 400T series airplanes, that requires replacement of temperature switch assemblies of the wing ice protection system with new, improved parts. This amendment is prompted by reports of electrical continuity problems with solder joints on the temperature switches of the wing ice protection system. The actions specified by this AD are intended to prevent detachment or breakage of wires in the temperature switch assemblies of the wing ice protection system. Such detachment or breakage of wires could result in the flightcrew not being advised of an over-temperature situation on the leading edge of the wing, which could result in structural damage to the wing.
93-01-08: 93-01-08 BEECH AIRCRAFT CORPORATION: Amendment 39-8462. Docket 92-NM-134-AD. Applicability: All Beech Model 400 airplanes and Mitsubishi Model MU-300-10 airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure that the required minimum takeoff and climb performance can be achieved for each approved combination of takeoff or landing configuration, weight, pressure altitude, and temperature, accomplish the following: (a) Within 30 days after the effective date of this AD, revise the Limitations Section of the FAA-approved BEECHJET 400 Airplane Flight Manual by inserting the new pages contained in the BEECHJET 400 Airplane Flight Manual, A9 Revision, part number 128-590001-13A9, dated August 14, 1992. (b) 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, Wichita Aircraft Certification Office(ACO), ACE-115W, FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The revision of the AFM shall be done in accordance with BEECHJET 400 Airplane Flight Manual, A9 Revision, part number 128-590001-13A9, dated August 14, 1992, which contains the list of effective pages specified on pages 1 through 3 of the "Instruction Sheet" (A9 Revision, dated August 14, 1992). 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 Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 4, 1993.
2015-08-06: We are superseding Airworthiness Directive (AD) 2007-14-05 for all Airbus Model A310 and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2007-14-05 required revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness by incorporating certain certification maintenance requirements. This new AD requires revising the maintenance or inspection program to incorporate more restrictive maintenance requirements and airworthiness limitations. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. We are issuing this AD to prevent safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition of avionics, hydraulic systems, fire detection systems, fuel systems, or other critical systems.
2000-09-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that currently requires revisions to the Airplane Flight Manual (AFM) to provide the flight crew with updated procedures for prohibiting use of the autopilot below 1,500 feet above ground level, emergency procedures for pitch trim runaway, and abnormal procedures for autopilot trim failure and stabilizer out of trim. That AD also requires installation of certain warning placards. This amendment requires replacement of a certain integrated computer with a new integrated computer; installation of an upgraded integrated computers checklist; and removal of certain placards and certain limitations in the AFM. 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 failure of the pitch trim system, which could cause undetected autopilot trim runaway, and consequent reduced controllability of the airplane, uncommanded autopilot disconnect, and excessive altitude loss.
2000-09-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires modification of certain electrical looms of the nose and main landing gear and modification of the rotor shaft attachment of the nose and main landing gear tachometers. 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 erratic operation of the wheel tachometers, which could result in degradation of the braking performance, and possible increased landing roll.
81-22-02: 81-22-02 GENERAL DYNAMICS: Amendment 39-4236. Applies to Model 340, 440 and military models eligible for civil use under Type Certificate 6A6, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent potential loss of elevator control resulting from loosening and ultimate shearing of the elevator flange to outer torque tube aluminum (rivet) fasteners, accomplish the following: (a) Within 250 hours' additional time in service after the effective date of this AD, unless previously accomplished within 450 hours' time in service prior to the effective date of this AD, and at intervals not to exceed 700 hours' time in service thereafter, conduct a visual inspection of both left and right hand elevator outer torque tube assembly P/N 340-3540304 attachment to flange P/N 240-3540320 for evidence of loose or sheared rivets in accordance with the accomplishment instructions of paragraph two (2) of General Dynamics Convair Division Service Bulletin 640(340D)27-6 dated February 23, 1981 (hereinafter referred to as SB 640(340D)27-6). If any loose or sheared rivets in the elevator torque tube to flange attachment are found, replace all rivets with interference fitting steel fasteners in accordance with paragraph two (2) of SB 640(340D)27-6 prior to return of aircraft to service. (b) The inspections required by this AD may be terminated when all 12 torque tube to flange attachment aluminum rivets are replaced by interference fitting steel fasteners with a minimum tensile strength of 160,000 psi in accordance with paragraph two (2) of SB 640(340D)27-6. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level ofsafety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western-Pacific Region. (e) Reports of the discrepancies found are requested. The reports should cite: Airplane "N" number and serial number, nature of defect and part identification, total airplane operating hours, time since last inspection and AD compliance paragraph. Forward reports to Chief, Engineering and Manufacturing Branch, FAA Western- Pacific Region by mail within 10 days of discovery. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) 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. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to General Dynamics, Attn: Mr. Larry Hayes, Manager, Product Support, Convair Division, P.O. Box80877, San Diego, California 92138. These documents may also be examined at FAA Western-Pacific Region Office, Office of the Regional Counsel, Room 6W14, 15000 Aviation Boulevard, Hawthorne, California 90261, and at FAA Headquarters, Rules Docket in Room 916, 800 Independence Avenue, S.W., Washington, D.C. 20591. This amendment becomes effective October 29, 1981.
2000-09-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -15, -30, -30F, and -40 series airplanes, and KC-10A (military) airplanes, that requires a one-time general visual inspection of circuit breakers to determine the manufacturer of the circuit breakers, and corrective action, if necessary. This amendment is prompted by incidents of smoke and electrical odor in the flight compartment and cabin area as a result of failure of circuit breakers. The actions specified by this AD are intended to prevent internal overheating and arcing of circuit breakers and airplane wiring due to long-term use and breakdown of internal components of the circuit breakers, which could result in smoke and fire in the flight compartment and main cabin.
2015-08-05: We are superseding Airworthiness Directive (AD) 2013-26-05 for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. AD 2013-26-05 required repetitive weighing of fire extinguisher bottles having a certain part number, and eventual replacement of those bottles to terminate the repetitive weighing. This new AD continues to require repetitive weighing of fire extinguisher bottles having a certain part number, and eventual replacement of those bottles to terminate the repetitive weighing. This AD was prompted by our determination that certain text in the method of compliance language specified in AD 2013- 26-05 incorrectly refers to Airbus, instead of ``Dassault Aviation.'' We are issuing this AD to detect and correct a dormant failure in the fire suppression system, which could result in the inability to put out a fire in an engine, auxiliary power unit (APU), or rear compartment.
2000-09-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, 747SP, and 747SR series airplanes, that requires one-time detailed visual and eddy current inspections to detect cracking of the nose cowl mounting flange; rework of the nose cowl mounting flange; eddy current inspection to detect cracking of the reworked nose cowl mounting flange; and corrective action, if necessary. This amendment is prompted by reports of the nose cowl separating from the engine and departing the airplane following severe engine vibration. The actions specified by this AD are intended to prevent separation of the nose cowl from the engine, which could cause collateral damage to the airplane, and, possibly, reduced controllability of the airplane.