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2019-25-17: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER (Model 737 NG) series airplanes (although the scope of the AD requirements is limited to operation at specific runways in the U.S., Colombia, and Guyana). This AD requires revising the airplane flight manual (AFM) to prohibit selection of certain runways for airplanes equipped with certain software. This AD was prompted by reports of display electronic unit (DEU) software errors on airplanes with a selected instrument approach to a specific runway. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-13: 80-08-13 DeHAVILLAND: Amendment 39-3747. Applies to DHC-7 model airplanes, Serial Numbers 1 thru 18, certificated in all categories. To prevent possible failure of the main landing gear due to cracking in the upper drag strut, accomplish the following: 1. Prior to next flight, and daily thereafter, visually inspect the lower lug end of the upper drag strut sub=assembly on the main landing gear for cracks, in accordance with ACCOMPLISHMENT INSTRUCTIONS in DeHavilland Alert Service Bulletin A7-32-18, paragraphs 1. and 2., dated February 6, 1980, or equivalent. 2. At intervals of 40 hours in service or 50 landings, whichever occurs first, after the effective date of this AD, with gear partially retracted, inspect lugs for cracks in accordance with paragraph 3. of the above DeHavilland service bulletin ACCOMPLISHMENT INSTRUCTIONS or equivalent. 3. If cracks are found, the upper drag strut assembly must be replaced before further flight by parts with the same part numbers or equivalent, inspected and found serviceable in accordance with the above DeHavilland service bulletin or equivalent. 4. Within 200 hours in service or 250 landings, whichever occurs first, after the effective date of this AD, inspect the upper drag strut lower lug ends by Eddy Current methods in accordance with paragraph 4. of the ACCOMPLISHMENT INSTRUCTIONS in the above DeHavilland service bulletin or equivalent. 5. When inspection in paragraph 4. is accomplished the inspections in paragraphs 1. and 2. are no longer required. 6. Report positive findings, including crack length, from any inspection, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) 7. Equivalent parts and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 8. Compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective April 16, 1980.
2019-23-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by reports of cracks initiating in the fuselage frame web at body station (STA) 1640. This AD requires, depending on configuration, a general visual inspection for any previous repair, such as any reinforcing repair or local frame replacement repair, repetitive open hole high frequency eddy current (HFEC) inspections for any crack of the fuselage frame web fastener holes, on the left and right side of the airplane, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
79-02-04: 79-02-04 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3396. Applies to Model A109 and A109A helicopters, serial numbers 7109 and below, certificated in all categories, incorporating tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1. Compliance is required as indicated, unless already accomplished. To prevent a possible tail rotor failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, and thereafter following the last flight of each day in which the helicopter is operated, inspect the tail rotor drive shaft hanger bearing support bracket, P/N 109-0370-02-1, for cracks in accordance with Part I of the "Accomplishment" paragraph of Agusta Bollettino Tecnico No. 109-2, dated April 14, 1976, including Rev. A dated May 11, 1976, or an FAA-approved equivalent (hereinafter referred to as Service Bulletin). (b) If a crack is found during an inspection required by this AD, before further flight, except as provided in paragraph (d) of this AD, replace the affected bracket with - (1) A serviceable bracket of the same part number, and continue to inspect in accordance with paragraph (a) of this AD after the last flight of each day in which the helicopter is operated; or, (2) A new support bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. (c) Within the next 100 hours time in service after the effective date of this AD, replace the support bracket, P/N 109-0370-02-1 with a new bracket, P/N 109-0370-12-1, in accordance with Part II of the "Accomplishment" paragraph of the Service Bulletin. The repetitive inspections required by paragraphs (a) and (b)(1) of this AD may be discontinued upon installation of a support bracket, P/N 109-0370-12-1, in accordance with this AD. (d) Helicopters may be flown in accordance with FAR's 21.197 and 21.199 to a base where the required work canbe performed. This amendment becomes effective February 19, 1979.
80-03-04: 80-03-04 MCDONNELL DOUGLAS: Amendment 39-3684. Applies to McDonnell Douglas Model DC-9, Series 10, 20, 30, 40, and 50 airplanes and Military C-9 series airplanes certificated in all categories, not incorporating McDonnell Douglas Service Bulletin 49-25 dated November 10, 1973 or the production equivalent of this service bulletin. \n\n\tTo prevent fire hazard caused by possible accumulation of fuel from APU false-starts collecting on lower aft fuselage inner surface, accomplish the following: \n\n\t(a)\tWithin the next 100 hours' time in service from the effective date of this AD unless already accomplished within the last 150 hours' time in service, and thereafter intervals not to exceed 250 hours' time in service from the last inspection, accomplish the following: \n\n\t\t(1)\tVerify that the area adjacent to and above the fuselage drain hole located after the pressure bulkhead at the 5 o'clock position is clear of debris and an open drain path is evident. Clean if necessary to removedebris; insure that the lower edge of the aft pressure bulkhead insulation blanket does not obstruct the drainhole, and \n\n\t\t(2)\tCheck tail compartment for any spilled fuel and clean before starting APU. \n\n\t(b)\tWithin 100 hours' time in service from the effective date of this AD: \n\n\t\t(1)\tRecord in the aircraft logbook all occurrences of APU false starts. \n\n\t\t(2)\tPrior to restart attempt after false start occurrence, check for open drain hole at 5 o'clock position and check for any fuel spills in the aft compartment and clean before restart attempt. \n\n\t\t(3)\tInstall placard in cockpit and revise AFM to read, "Do not attempt to restart APU after a false start until check of drain and AFT fuselage has been accomplished." \n\n\tThe checks required by paragraph (b)(2) of this AD may be performed by the flight crew. \n\n\tNOTE: A maintenance record entry showing compliance and method of compliance with this AD is required by FAR 91.173 and FAR 121.380. \n\n\t(c)\tWithin one year's timein service from the effective date of this AD, unless already accomplished, incorporate the APU exhaust system modification consisting of a baffle on the exhaust duct assembly which diverts residual fuel away from the expansion joint, per McDonnell Douglas Service Bulletin 49-25, dated November 10, 1973. \n\n\t(d)\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, modifications or repairs required by this AD. \n\n\t(e)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective February 11, 1980.
60-09-02: 60-09-02 FORNEY: Amdt. 137 Part 507 Federal Register April 30, 1960. Applies to Models Erco 415 Series and Aircoupe F-1 Aircraft Serial Numbers 1 Through 5678 Incorporating Electrol Hose Gear With Aluminum Scissors. Compliance required not later than July 1, 1960. Bolts used to attach the forged aluminum scissors to the electrol nose gear were found to be brittle. To preclude failure of these bolts and the danger of the nose wheel turning crosswise during landing, the following shall be accomplished: Replace bolts, P/N 415-34330, with AN 5-26 bolts, AN 960 washers (two per bolt) and AN 310-5 nuts. The tightened nut must not cause binding. (Forney Service Bulletin No. 103 covers this same subject.)
2019-23-10: The FAA is superseding Airworthiness Directive (AD) 2019-21-08 for Textron Aviation Inc. (Textron) Models E33, E33A, E33C, F33, G33, 35-C33, 35-C33A, K35, M35, N35, P35, S35, V35, V35A, 36, and certain Models F33A, F33C, V35B, and A36 airplanes. AD 2019-21-08 required inspecting the right aileron flight control cable end fittings (terminal attachment fittings) and replacing any damaged cable assembly. This AD retains all of the actions of AD 2019-21-08 but removes Models K35, M35, N35, and P35 from the applicability. This AD was prompted by a comment the FAA received that AD 2019-21-08 should not apply to Models K35, M35, N35, and P35 airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
81-06-53 R1: 81-06-53 R1 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4124 as amended by Amendment 39-4303. Applies to S-62 series helicopters, certificated in all categories, equipped with P/N S6235-20213 (Goodyear 9430301) or P/N S62350-22013-101 (Goodyear 4000277) rotor brakes discs. Compliance required as indicated, unless previously accomplished. A. To prevent operation with cracked rotor brake discs, accomplish the following: (1) Prior to the next flight and prior to the first flight of each day thereafter, visually inspect the P/N S6235-20213 (Goodyear 9430301) rotor brake disc for cracks in accordance with Paragraph E(1) of Sikorsky Alert Service Bulletin 62B35-12. (2) Within the next 10 flight hours, and every 120 flight hours thereafter, do a detailed inspection of the P/N S6235-20213 (Goodyear 9430301) rotor brake disc installation and a dye penetrant inspection of the P/N S6235-20213 (Goodyear 9430301) rotor brake disc for possible cracks, in accordance with Paragraph E(2) of Sikorsky Alert Service Bulletin 62B35-12. (3) Not later than July 31, 1982, replace P/N S6235-20213 (Goodyear 9430301) rotor brake disc with P/N 62350-22013-101 (Goodyear 4000277) rotor brake disc in accordance with Paragraph 2 of Sikorsky Service Bulletin 62B35-13. (4) Upon completion of the requirements of Paragraph A(3), the inspections required by Paragraph A(1) may be discontinued. (5) Prior to the accumulation of 120 flight hours since new or the last inspection, or within the next 10 flight hours, whichever occurs later, do a detailed inspection of the P/N 62350-22013-101 (Goodyear 4000277) rotor brake disc installation and a dye penetrant inspection of the rotor brake disc for possible cracks, in accordance with Paragraph E(2) of Sikorsky Alert Service Bulletin 62B35-12, except that the minimum thickness for the new disc is .449 inches and the attachment bolt torque is changed per Figures 1 and 2 of Sikorsky Service Bulletin 62B35-13. Thereafter,inspect at intervals not to exceed 120 flight hours. (6) If crack indications exist, replace the disc in accordance with the applicable Sikorsky S-62 Maintenance Manual, and resume inspections as required in Paragraph A(5) above. B. To prevent grounding of helicopters due to nonavailability of serviceable rotor brake discs, the rotor brake system may be temporarily deactivated as follows: (1) Remove rotor brake cylinder (with bracket) and disc from main gearbox per applicable Sikorsky S-62 Maintenance Manual. Cap and clamp lines. (2) Placard cockpit to indicate that rotor brake system is not operational. (3) Rotor brake systems may be reactivated, as soon as serviceable discs are available, by reinstalling cylinder, bracket, and disc in accordance with the applicable Sikorsky S- 62 Maintenance Manual. Remove placard from cockpit, and resume inspections as required by Paragraph A(1), A(2) and A(S), above, as applicable. C. Report within 24 hours anydiscrepancies found to the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. D. Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. NOTE: Sikorsky Alert Service Bulletin No. 62B35-12, dated March 12, 1981, applies to this AD. The manufacturer's Alert Service Bulletin and Maintenance Manual identified and described in this directive are incorporated herein and made a part thereof 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 Manager, Technical Services, Commercial Customer Service, Sikorsky Aircraft Division, North Main Street, Stratford, Connecticut 06602. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. Amendment 39-4124 became effective upon publication in the Federal Register except for recipients of the Emergency AD, dated March 16, 1981, for whom it became effective upon receipt. This amendment 39-4303 becomes effective February 18, 1982.
80-07-09: 80-07-09 LEARJET: Amendment 39-3724. Applies to the following models or series and serial number airplanes certificated in all categories: NOTE: A "series" includes all models in a number series, i.e., 25 series includes Models 25, 25A, 25B, 25C, etc. MODEL OR SERIES SERIAL NUMBERS 23 (Model) 23-003 through 23-099 24 (Series) 24-100 through 24-357 25 (Series) 25-003 through 25-291 28 (Model) 28-001 through 28-005 29 (Model) 29-001 and 29-002 35 (Series) 35-001 through 35-274 and 35-278 36 (Series) 36-001 through 36-044 COMPLIANCE: Required as indicated unless already accomplished. To assure that the cabin main entrance upper door will open, in the event of an emergency, accomplish the following: A) Within the next 150 hours time-in-service after the effective date of this Airworthiness Directive (AD), modify the cabin main entrance upper door by, (1) Drilling access holes, installing new mechanism pivot bolts drilled for safety wire and drilling safety wire holes in surrounding structure, as applicable, and (2) safety wiring the bolts, all in accordance with instructions in Gates Learjet Corporation Airplane Modification Kit Number AMK79-9. B) Issuance of a special flight permit in accordance with FAR 21.197 is permitted for the purpose of moving affected airplanes to a location where the modification required by this AD can be accomplished. C) Any equivalent means of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4219. This amendment becomes effective May 1, 1980.
2019-21-13: The FAA is superseding Airworthiness Directive (AD) 2012-22- 18, which applied to all Airbus SAS Model A330-243, -243F, -341, -342, and -343 airplanes. AD 2012-22-18 required repetitive inspections of the three inner acoustic panels of both engine air inlet (intake) cowls to detect disbonding, and corrective actions, if necessary. This AD continues to require all actions required by AD 2012-22-18, with a reduced initial compliance time and reduced repetitive inspection intervals. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by additional reports of engine air inlet cowl collapse. The FAA is issuing this AD to address the unsafe condition on these products.
64-16-02: 64-16-02 BOEING: Amdt. 772 Part 507 Federal Register July 23, 1964. Applies to Models 707 and 720 Series Aircraft Listed in Boeing Service Bulletin No. 1798(R-1). \n\n\tCompliance required as indicated. \n\n\tCracks have occurred in the nacelle strut upper support fitting. These cracks, if allowed to progress, can result in failure of the upper support fitting. To correct this condition, accomplish the following or an equivalent approved by Aircraft Engineering Division, FAA Western Region: \n\n\t(a) Aircraft which have not already been inspected in accordance with the provisions of paragraph (c) within 300 hours' time in service prior to the effective date of this AD shall be so inspected in accordance with the following: \n\n\t\t(1) All 707-100, 707-100B and 707-200 Series aircraft shall be inspected as specified in paragraph (c) as follows: \n\n\t\t\t(i) Within 200 hours' time in service after the effective date of this AD for aircraft with 6,000 or more hours' time in service onthe effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulation of 6,200 hours' time in service for aircraft with less than 6,000 hours' time in service on the effective date of this AD. \n\n\t\t(2) All 707-300, 707-300B and 707-400 Series aircraft shall be inspected as specified in paragraph (c) as follows: \n\n\t\t\t(i) Within 200 hours' time in service after the effective date of this AD for aircraft with 8,000 or more hours' time in service on the effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulation of 8,200 hours' time in service for aircraft with less than 8,000 hours' time in service on the effective date of this AD. \n\n\t\t(3) All 720 and 720B Series aircraft shall be inspected as specified in paragraph (c) as follows: \n\n\t\t\t(i) Within 200 hours' time in service after the effective date of this AD for aircraft with 4,500 or more hours' time in service on the effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulation of 4,700 hours' time in service for aircraft with less than 4,500 hours' time in service on the effective date of this AD. \n\n\t\t(4) All 707 and 720 Series aircraft shall be reinspected at intervals not to exceed 600 hours' time in service following the inspections required in (a)(1), (2) and (3). \n\n\t(b) Aircraft which have been inspected in accordance with the provisions of paragraph (c) within 300 hours' time in service prior to the effective date of this AD, shall be reinspected at intervals not to exceed 600 hours' time in service from the last inspection. \n\n\t(c) Visually inspect all surfaces of the upper and lower flanges of the nacelle strut upper support fitting for lateral cracks emanating from each clip or bracket attach hole. \n\n\t(d) If cracks are found during the inspections specified in paragraphs (a) and (b), replace the fitting with a new fitting of the same part number before further flight. \n\n\t(e) Unless already accomplished, modify each inner and outer nacelle strut upper support fitting in accordance with the provisions of paragraph 3, "Modification Data" Section, Boeing Service Bulletins Nos. 1798(R-1) or 1798(R-2). Such modification shall be accomplished in accordance with the following schedule: \n\n\t\t(1) All 707-100, 707-100B, and 707-200 Series aircraft: \n\n\t\t\t(i) Within 6,000 hours' time in service after the effective date of this AD for aircraft with 6,000 or more hours' time in service on the effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulation of 12,000 hours' time in service for aircraft with less than 6,000 hours' time in service on the effective date of this AD. \n\n\t\t(2) All 707-300, 707-300B, 707-300C and 707-400 Series aircraft: \n\n\t\t\t(i) Within 6,000 hours' time in service after the effective date of this AD for aircraft with 8,000 or more hours' time in service on the effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulation of 14,000 hours' time in service for aircraft with less than 8,000 hours' time in service on the effective date of this AD. \n\n\t\t(3) All 720 and 720B Series aircraft: \n\n\t\t\t(i) Within 6,000 hours' time in service after the effective date of this AD for aircraft with 4,500 or more hours' time in service on the effective date of this AD; and \n\n\t\t\t(ii) Prior to the accumulating of 10,500 hours' time in service for aircraft with less than 4,500 hours' time in service on the effective date of this AD. \n\n\t(f) The inspections specified in paragraphs (a) and (b) are not required when the modifications specified in paragraph (e) are incorporated. \n\n\t(g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the 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 such operator.\n \n\t(Boeing Service Bulletins Nos. 1798(R-1) and 1798(R-2) cover this same subject.) \n\n\tThis directive effective July 23, 1964. \n\n\tRevised January 16, 1965.
60-08-05: 60-08-05 WRIGHT: Amdt. 126 Part 507 Federal Register April 9, 1960, as amended by Amendment 39- 1210. Applies to all TC18DA and TC18EA Series Engines. Compliance required as indicated. (a) To insure that the proper PRT cooling shield to wheel lip clearance is retained, this clearance must be checked at the next regular periodic inspection after May 15, 1960, and every 100 hours time in service thereafter. The maximum service limit for this clearance is 0.080 inch with the wheel in the outermost position and must be checked at the four support bolt locations. In addition to this clearance check, the turbine wheel and turbine shaft nut must be checked for security by attempting to wobble these components by hand. Any looseness is an indication that the nut or shaft has been overheated. If this condition is found, the PRT must be removed for overhaul prior to next flight. (b) At the next overhaul of PRT components after May 15, 1960, and every such overhaul thereafter, dimensional control will be maintained such that a maximum of 0.040-inch wheel to cooling shield clearance with the wheel to cooling shield clearance with the wheel in the outermost position will not be exceeded when the components are assembled. (WAD Service Bulletins Nos. TC18-323 and TC18E-140 cover the above items.) (c) To provide an adequate supply of PRT cooling air under critical engine operating conditions, the aircraft in which these engines are operated should not be climbed at air speeds below the all engine en route climb speed as shown in the FAA approved Flight Manual. It is recognized that under certain unusual conditions, this air speed limitation cannot be adhered to and as a result, the PRT units may be subjected to overheat operation. So that appropriate precautionary measures can be taken when such operation is experienced the flight crew must record in the aircraft log whenever the aircraft is operated below the all engine en route climb speed for periodsin excess of three (3) minutes with the engines operating in high impeller gear ratio at or above alternate climb power. When such operation is reported the No. 2 PRT on each engine must be inspected per item (a) at the first stop where adequate maintenance facilities are available. (d) To further insure PRT cooling cap integrity, a cooling shield security check, with flight hood installed, must be accomplished at 50 hours after every inspection required in paragraph (a). This interval should be as close to the mid-periodic inspection point as practical. This check will be accomplished by individually attempting to move both the intermediate and outer cooling shield outlets. Any relative movement will be cause for flight hood removal and further investigation of the condition of the cooling cap and the security of the PRT wheel and shaft nut. (e) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Eastern Region, may adjust the inspection intervals. This supersedes and cancels item (6) of AD 58-13-05. This amendment 39-1210 is effective May 19, 1971.
60-04-03: 60-04-03 LOCKHEED: Amdt. 100 Part 507 Federal Register February 9, 1960. Applies to All Model L-188 Airplanes Equipped With Lord Engine Mounts Number LM-204A-SA4. Compliance required as indicated. As a result of two incidents of front Lord engine mount fatigue failures on units of old design the following must be accomplished: (a) Inspect mounts for cracks particularly in the web and fillet areas upon next arrival at scheduled stop where maintenance facilities are available and repeat this inspection at intervals not to exceed 50 flight hours. Any mounts with cracks must be replaced immediately with LM- 204A-SA5/Lockheed P/N 632182-9. (b) Replace all LM-204A-SA4 mounts with LM-204A-SA5 mounts within 300 flight hours after first inspection required by (a) but not later than March 1, 1960. (c) All spare quick engine change units must be modified to include the new SA5 mounts prior to installation in aircraft. (Lockheed Service Bulletin No. 228 covers thissame subject.) This airworthiness directive sent by telegram to all operators of 188 aircraft on January 11, 1960.
2019-20-11: The FAA is adopting a new airworthiness directive (AD) for all ATR-GIE Avions de Transport R[eacute]gional Model ATR72 airplanes. This AD was prompted by reports of incorrectly installed main landing gear (MLG) bushings. This AD requires a one-time general visual inspection of the bushing installation on the left-hand and right-hand MLG, and replacement of incorrectly installed bushings, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
64-22-02: 64-22-02\tBOEING: Amdt. 816 Part 507 Federal Register September 24, 1964. Applies to Models 707, 720 and 727 Series Aircraft Having Fluorescent Cabin Cove Lights with Day-Ray Ballasts Type 62-37 With Serial Numbers Below 5639, or Servo Mechanism Ballast Type 562859. \n\n\tCompliance required within 50 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent overheating of the cove light ballast units, accomplish the following: \n\n\t(a)\tDeactivate all cabin fluorescent cove light systems by securing the circuit breakers for the cove light systems in the off position with a clip-on guard. \n\n\t(b)\tThe cove light systems may be reactivated upon installation of Day-Ray ballasts type 62-37, Serial Numbers 5639 and above, or Servo mechanism ballasts type 563116, or by an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective September 24, 1964.
79-20-01: 79-20-01 MCDONNELL DOUGLAS: Amendment 39-3575 as amended by Amendment 39-3604. Applies to McDonnell Douglas Model DC-10-10, -10F, and -40 Series airplanes certificated in all categories with more than 3,000 hours' total time in service. \n\n\tCompliance required as indicated. \n\n\tTo prevent failures of the bolts attaching the aft engine mount to the pylon bulkheads of the Number 1, 2, and 3 engines on the DC-10-10 and -10F, and the Number 1 and Number 3 engines of the DC-10-40 airplanes accomplish the following, unless already accomplished subsequent to July 19, 1979, or unless the bolts have been replaced within the last 3,000 hours' time in service: \n\n\t(a)\tBefore further flight, check the integrity of each of the four main aft mount to pylon bulkhead bolts, by applying heavy manual force using a box wrench approximately twelve inches long. \n\n\t(b)\tIf there is any movement of the nut, the bolt must be removed and replaced with a serviceable bolt of the same part number or an FAA approved equivalent bolt, before further flight. \n\n\tNOTE: Douglas Telex DC-10-COM47/HEW covers this same subject. \n\n\t(c)\tWithin 600 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 3,600 hours' time in service, inspect the four main aft mount to pylon bulkhead bolts, in accordance with the nondestructive test procedures in McDonnell Douglas DC-10 Service Bulletin 54-72 dated 27 August 1979. \n\n\t(d)\tIf there is a crack indication, before further flight, replace with a serviceable bolt of the same part number or an FAA approved equivalent bolt. \n\n\t(e)\tThese special inspections may be discontinued and normal maintenance inspections resumed after installation of inconel bolts (77711-10-34 and 77711-8-21, Series 10) or (77711-12-34, Series 40). \n\n\t(f)\tAlternate inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. \n\n\tAmendment 39-3575 became effective October 1, 1979. \n\n\tThis Amendment 39-3604 becomes effective November 1, 1979.
83-05-08 R1: 83-05-08 R1 BRITISH AEROSPACE, AIRCRAFT GROUP, SCOTTISH DIVISION: Amendment 39-4582 as amended by Amendment 39-4724. Applies to Model HP.137 Jetstream MK-1 and Series 200 airplanes (all serial numbers) certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To detect defective fuel filter bleed pipe Non-Return-Valve (NRV) Part Number (P/N) 702CD02, unless accomplished in the previous 200 hours time-in-service, within the next 20 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 200 hours time-in-service, accomplish the following: a) Remove, inspect, and test the fuel filter bleed pipe NRV P/N 702CD02 for correct operation in accordance with the "Action" section of Scottish Aviation Limited Jetstream SB No. 18/3 Revision 1, March 31, 1983. NOTE: SB No. 18/3, Revision 1, specifies a detailed test procedure to verify that the valve operates as intended. b) If a defective NRV is found, replace the valve prior to further flight. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) The inspections required by paragraph a) of this AD are no longer required when British Aerospace Modification No. 5179 is installed. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. Amendment 39-4582 became effective on March 17, 1983. This Amendment 39-4724 becomes effective September 23, 1983.
2019-20-03: The FAA is adopting a new airworthiness directive (AD) for various transport airplanes. This AD was prompted by reports of smoke and fumes in the flight deck. This AD requires modification of certain universal serial bus (USB) receptacles located in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.
79-03-03: 79-03-03 CESSNA: Amendment 39-3406. Applies to Model TU206G (S/Ns U20604459, U20604465, U20604473, U20604474, U20604480, U20604482 thru U20604484, U20604486, U20604487, U20604491, U20604493, U20604507, U20604567), Model T207A (S/Ns 20700453, 20700455, 20700456), and Model T210M (S/Ns 21062673, 21062699 thru 21062702, 21062704 thru 21062708, 21062711, 21062712, 21062715, 21062717 thru 21062722, 21062724, 21062726, 21062728 thru 21062730, 21062732, 21062734 thru 21062736, 21062738 thru 21062741, 21062746, 21062747 thru 21062752, 21062766, 21062767, 21062818) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine oil pressure and scavenge pump drive shaft and resulting oil pressure loss caused by turbocharger oil scavenge pump ingestion of failed turbocharger thrust bearing anti-rotation pins, within the next 10 hours' time-in-service after the effective date of this AD, accomplish the following: A) Check the Cessna P/N C295001-0101 (AiResearch P/N 406610-5) turbocharger nameplate to determine if the serial number is HE0101 through HE0160. B) If the serial number on the turbocharger nameplate is not one of those specified in Paragraph A), make an entry in the aircraft maintenance records indicating compliance with this AD and no further action is required. C) If the serial number on the turbocharger nameplate is one of those specified in Paragraph A), replace the turbocharger or replace the turbocharger center housing in accordance with applicable Cessna or AiResearch service instructions. D) Airplanes may be flown in accordance with FAR 21.197 to a location where replacement required by Paragraph C) may be accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on February 12, 1979 to all persons except thoseto whom it has already been made effective by an airmail letter from the FAA dated December 21, 1978.
65-06-02: 65-06-02 AERO PRODUCTS: Amdt. 39-47 Part 39 Federal Register March 13, 1965. Applies to A6441FN-606 Propeller Blades Shipped from Allison before February 19, 1965, That Have Not Been Overhauled. Compliance required as indicated, unless already accomplished. To prevent further blade failures as a result of fatigue cracks in the cuff ring, accomplish the following: (a) Inspect blades with less than 750 hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (b) Inspect blades with 750 or more but less than 1,000 hours' time in service on the effective date of this AD in accordance with (e) prior to the accumulation of 1,200 hours' time in service. (c) Inspect blades with 1,000 or more but less than 1,600 hours' time in service on the effective date of this AD in accordance with (e) within the next 200 hours' time in service. (d) Inspect blades with 1,600 or more hours' time in service on the effective date of this AD in accordance with (e) within the next 450 hours' time in service. (e) Remove the spinner assembly, fairing assemblies, blade deicing slip ring assembly and attaching parts from the blade, and clean the blade surface in the cuff ring area in accordance with Allison Commercial Service Letter No. 168 dated March 1, 1965. Inspect the cuff ring area for cracks by fluorescent or nonfluorescent magnetic particle process in accordance with Allison Commercial Service Letter No. 168, or by an equivalent method approved by the Engineering and Manufacturing Branch, FAA Central Region. (f) Remove cracked blades from service and report immediately by telephone or telegram to the Chief, Engineering and Manufacturing Branch, FAA Central Region, Kansas City, Missouri. NOTE: During the inspection required by this AD, particular attention should be given to the cuff ring fillets. This directive effective March 13, 1965.
2019-19-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Airbus SAS 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); and Airbus SAS Model A310 series airplanes. This AD was prompted by a report indicating that the trimmable horizontal stabilizer (THS) actuator ball nut trunnion lower attachment was missing parts. This AD requires a one-time detailed inspection of the THS actuator right-hand spherical bearing and retaining parts (bolt, tab washer, and end cap) for correct installation of the retaining parts and correct bolt position, and applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
80-07-06: 80-07-06 BEECH: Amendment 39-3730. Applies to Model 76 (Serial Numbers ME-1 through ME-252, ME-254, ME-256 through ME-261, ME-263 through ME-267, ME-269 through ME- 274, ME-279, ME-283, ME-284, ME-286, ME-288 through ME-295, ME-297, ME-299, ME-300, ME-302 through ME-307, ME-309, ME-311 through ME-313, ME-315 and ME-316) and Model 77 (Serial Numbers WA-1 through WA-76) airplanes certified in all categories. COMPLIANCE: Required as indicated unless already accomplished. To prevent a possible unbalanced rudder condition that could induce flutter, accomplish the following: A) Prior to further flight, fabricate and install a temporary placard in plain view of the pilot which reads as follows: "BEFORE EACH FLIGHT CHECK RUDDER AND RUDDER TRIM TAB (IF INSTALLED) FOR TRAPPED WATER BY: (1) MOVING RUDDER RAPIDLY USING RUDDER PEDALS AND HAVING A SECOND PERSON LISTEN FOR SOUND OF WATER (IF AMBIENT TEMPERATURE IS LESS THAN 32 DEGREES FAHRENHEIT MOVE AIRPLANE TO HEATED HANGER UNTIL ANY POSSIBLE WATER ACCUMULATION HAS MELTED) (2) DO NOT OPERATE AIRCRAFT UNTIL TRAPPED WATER IS REMOVED" and comply with the instructions in said placard. B) Within the next 25 hours time-in-service, (1) incorporate additional drainage in the rudder and rudder trim tab (if installed) by drilling new drain holes and (2) seal gaps in the top of the rudder and trim tab (if installed), all in accordance with Beechcraft Service Instructions No. 1116. C) When Paragraph B) has been accomplished, Paragraph A) is no longer applicable. D) The airplane may be flown in accordance with FAR 21.197 to a location where Paragraph B) can be accomplished, provided there is no trapped water in the rudder and trim tab (if installed). E) Any equivalent method of compliance with this letter must be approved by the Chief, Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209.This amendment becomes effective on April 3, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated March 12, 1980.
62-21-01: 62-21-01 CANADAIR: Amdt. 488 Part 507 Federal Register September 27, 1962. Applies to all Model CL-44D4 aircraft equipped with Rolls Royce Tyne Engines. Compliance required within the next 350 hours' time in service after the effective date of this AD. To preclude bearing failure resulting from sludge deposited in oil ways which feed the high pressure turbine bearing, accomplish the following: (a) Install high pressure turbine bearing scavenge oil temperature indicating system in accordance with Rolls Royce Modification 959 (Service Bulletin Ty72-384) and Canadair Service Information Circular No. 216-CL44D4. (b) If the oil flow through the scavenge line has not been checked within 100 hours prior to the installation of the temperature indicating system specified in (a), check the oil flow in accordance with the procedures outlined in Sections 2A and 2B of Rolls Royce Alert Service Bulletin No. A-Ty79-15 at the time the temperature indicating system is installed.(c) Appropriate changes to the airplane flight manual shall be made covering the applicable provisions of Section 2D of Service Bulletin A-Ty79-15 regarding feathering of an engine if the turbine bearing scavenge oil corrected temperature exceeds 180 degrees C. during cruise. (d) When the oil temperature indicating system is installed per paragraph (a) the inspections required in AD 62-9-2 as amended, may be discontinued. This directive effective October 29, 1962.
2019-18-09: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes; and Model C-130A, HP-C-130A, EC-130Q, and C-130B airplanes. This AD requires a visual inspection of the center wing upper and lower rainbow fittings for cracks, an eddy current inspection of the center wing lower rainbow fittings for cracks, and replacement if necessary. This AD was prompted by reports of cracked inner tangs of the center wing lower rainbow fittings. The FAA is issuing this AD to address the unsafe condition on these products.
2019-16-07: The FAA is superseding Airworthiness Directive (AD) 2016-12- 09, which applied to certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2016-12-09 requirements included removing existing and installing new fasteners, inspecting for and, if necessary, repairing cracking. This new AD requires repetitive inspections of the fastener holes at a certain frame and applicable on-condition actions, and, for certain airplanes, requires a modification, as specified in European Union Aviation Safety Agency (EASA) ADs, which are incorporated by reference. Also as specified in the EASA ADs, this AD also provide an optional terminating action for certain airplanes, which terminates the inspections. This AD was prompted by reports that cracks were found on an adjacent hole of certain frames of the center wing box (CWB) and a determination that the compliance time specified in AD 2016-12-09 for the modification of the insideCWB must be revised. The FAA is issuing this AD to address the unsafe condition on these products.