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85-12-06: 85-12-06 BRITISH AEROSPACE VISCOUNT: Amendment 39-5078. Applies to Model 700 and 800 series airplanes, certificated in all categories, as indicated in each paragraph below. To prevent failure of certain components in the main undercarriage, and wing trailing edge member spar and liner assemblies, accomplish the following within the compliance time specified in each paragraph below, unless previously accomplished: A. For all Model 800 series, pre-Modification F.1323 Standard, which are equipped with Dunlop AH.50961/2 Main Wheel Brake Units: Inspect, modify, and replace in accordance with Preliminary Technical Leaflet (PTL) No. 90 and Modification F.1794, both dated May 18, 1960, prior to the accumulation of 3,000 total landings. On those assemblies which have already achieved 2,750 landings, the requirements of PTL 90 and Modification F.1794 must be accomplished within 250 landings or 2 months, whichever occurs later, after the effective date of this AD. B. For all Model700 and 800 series, inspect the top boom/liner assemblies for cracks between station 132.85 and station 138 on all Model 700 series in accordance with PTL 309, Issue 2 dated December 10, 1979, and all Model 800 series in accordance with PTL 178, Issue 2 dated December 10, 1979, prior to the accumulation of 27,500 total landings. On those assemblies which have already achieved 27,250 or more total landings, initial inspections must be accomplished within 250 landings or 2 months, whichever occurs later, after the effective date of this AD. Repeat inspections at intervals not exceeding 2,000 landings or 12 months, whichever is sooner. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and modifications required by this AD. This amendment becomes effective July 15, 1985.
87-25-05: 87-25-05 BOEING HELICOPTER COMPANY (BOEING VERTOL): Amendment 39-5773. Applies to Boeing Helicopter Model 234 series helicopters certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent possible hazards in landing associated with a cracked aft landing gear spindle P/N 114L2322-5, -8, -9, or -11, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD or before the accumulation of 1,200 hours' time in service, whichever comes later, remove from service aft landing gear spindles P/N's 114L2322-5 and -8 and replace with spindle P/N 114L2322-9 or -11. Removal and installation shall be accomplished in accordance with paragraph 3, "Accomplishment Instructions," Boeing Vertol Service Bulletin No. 234-32-1009, dated February 23, 1987. (b) Remove from service spindle P/N 11402322-11 prior to the accumulation of 1,200 hours' time in service and spindle P/N 114L2322-9 prior to the accumulation of 3,500 hours' time in service. (c) 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 times specified in this AD. The removal or installation of spindles shall be done in accordance with paragraph 3, Accomplishment Instructions, Boeing Vertol Service Bulletin No. 234-32-1009, dated February 23, 1987. 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 Boeing Helicopter Company, Boeing Center, P.O. Box 16858, Philadelphia, Pennsylvania 19141. These documents may be examined at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or the Office of the Federal Register, 1100 L Street, N. W., Room 8401, Washington, D.C. This amendment 39-5773 supersedes AD 83-17-02, Amendment 39-4708. This amendment 39-5773 becomes effective December 15, 1987.
2006-08-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-200C and -200F series airplanes. That AD currently requires repetitive inspections to find fatigue cracking in the upper chord of the upper deck floor beams, and repair if necessary. For certain airplanes, the existing AD also provides an optional repair/modification, which extends certain repetitive inspection intervals. This new AD reduces the compliance time for all initial inspections and reduces the repetitive interval for a certain inspection. This AD results from new reports of cracks in the upper deck floor beams occurring at lower flight cycles. We are issuing this AD to find and fix cracking in certain upper deck floor beams. Such cracking could extend and sever floor beams at a floor panel attachment hole location and could result in rapid decompression and loss of controllability of the airplane. \n\n\nDATES: This AD becomes effective May 17, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2439, Revision 1, dated March 10, 2005, as listed in the AD as of May 17, 2006. \n\n\tOn March 15, 2004 (69 FR 5920, February 9, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2439, dated July 5, 2001.
99-21-25: This amendment adopts a new airworthiness directive (AD) applicable to Eurocopter France Model SE.3160, SA.315B, SA.316B, SA.316C, and SA.319B helicopters with a main gearbox (MGB), all part numbers, not modified in accordance with MOD 072241. This action requires, prior to further flight and thereafter prior to the first flight of each day, inspecting the MGB magnetic plug for metal particles. This AD also requires inspecting the MGB oil filter for metal particles. This amendment is prompted by the failure of a bevel wheel gear attachment bolt (bolt) during testing of an SA.315B MGB. The actions specified in this AD are intended to detect a condition that could cause bolt failure and damage to the MGB, resulting in loss of drive to the main rotor and subsequent loss of control of the helicopter.
86-13-02: 86-13-02 SAAB-FAIRCHILD: Amendment 39-5336. Applies to Model SF-340A series airplanes, serial numbers 340A-003 to -048 inclusive, certificated in any category. Compliance is required within 60 days after the effective date of this AD. To prevent rudder overloads, accomplish the following, unless already accomplished: A. Modify the rudder limiter in accordance with SAAB-Fairchild Service Bulletin SF340-27-018, dated May 10, 1985. B. 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. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturermay obtain copies upon request to SAAB-Fairchild Corporation, Product Support, S.58188, Linkoping, Sweden. This document 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. This amendment becomes effective July 24, 1986.
2006-07-25: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas airplanes, as listed above. That AD currently requires an initial general visual or dye penetrant inspection, repetitive dye penetrant inspections, and replacement, as necessary, of the rudder pedal bracket. This new AD also requires, for certain airplanes, replacing the rudder pedal bracket assemblies with new, improved parts, which terminates the repetitive inspections. This AD results from a report of numerous cracked rudder pedal brackets found during inspections of certain affected airplanes. We are issuing this AD to prevent failure of the rudder pedal bracket assembly, which could result in the loss of rudder and braking control at either the captain's or first officer's position.
84-20-07: 84-20-07 DeHAVILLAND: Amendment 39-4929. Applies to Models DHC-2 MK I (L- 20A, YL-20, U-6, and U-6A), MK II (S/N 80) Beaver, and MK III Turbo Beaver series airplanes, certificated in any category. Compliance: Required as indicated, unless already accomplished. NOTE: The compliance dates specified in paragraphs (b) and (c) below were established by superseded AD 83-05-03, Amendment 39-4576, effective March 7, 1983. To prevent failure of the wing lift strut, accomplish the following: (a) For ex-military airplanes with wing lift strut assemblies C2W545A/C2W546A and for airplanes fitted with ex-military strut assemblies C2W545A/C2W546A, comply with paragraphs (1) and (2) below within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished within the last 400 hours time-in-service, and thereafter at intervals not to exceed 500 hours time-in-service from the last inspection. (1) Detach each wing lift strut assembly from the attachment fitting on the wing. Ensure that each radius is smooth and blends smoothly into the lug without machine marks or nicks. Using a dye-penetrant method with at least a 10-power glass or an FAA approved equivalent method, inspect the lift strut upper fitting for cracks with particular attention given to the 1/8-inch radius junction of the lug to the attachment flanges. (2) If a crack, mark, or nick is found in the radius, replace the lift strut assembly before further flight with unused strut assemblies C2W1103A and C2W1104A, or with C2W1115-1 and C2W1115-2 for the MK I and MK III airplanes, and only with C2W1147 and C2W1148 strut assemblies for the MK II (S/N 80) airplane. (b) For MK I airplanes with wing lift strut assemblies C2W545A/C2W546A, comply on or before July 15, 1983, unless already accomplished, with the requirements of the "COMPLIANCE" Section in DeHavilland Service Bulletin No. 2/34, Revision A, dated May 13, 1983. (c) For MK I airplanes with wing lift strut assemblies C2W469A/C2W470A, 2W473A/C2W474A and C2W685A/C2W686A, comply on or before January 1, 1984, unless already accomplished, with the requirements of the "COMPLIANCE" Section in DeHavilland Service Bulletin No. 2/34, Revision A, dated May 13, 1983. (d) For the MK II (S/N 80) airplane within 30 days after application for U.S. Registry, replace the earlier strut assemblies C2W573 and C2W574, unless already accomplished, with strut assemblies C2W1147 and C2W1148. (e) For MK I and MK II (S/N 80) airplanes, comply as follows with the wing strut assembly retirement times in DeHavilland Service Bulletin No. 2/3, reissued May 13, 1983. (1) For aircraft engaged in normal operations at maximum gross weight of 5100 lb., comply with paragraphs 2.1 and 2.2 of the Service Bulletin. (2) For aircraft engaged in "special-purpose operations" at maximum gross weight of 5100 lb., comply with paragraphs 3.1 and 3.2 of the Service Bulletin. (3) For aircraft engaged in operations at gross weight in excess of 5100 lb., comply with paragraphs 4.1, 4.2, and 4.3 of the Service Bulletin. (f) For MK III airplanes, comply as follows with the wing strut assembly retirement times in DeHavilland Service Bulletin No. TB/9, reissued May 14, 1982. (1) For airplanes engaged in normal operations at maximum gross weight of 5100 lb. , or 5370 lb. with tip tanks full, comply with paragraphs 2.1 and 2.2 of the Service Bulletin. (2) For airplanes engaged in "special-purpose low level operations" at maximum gross weight of 5100 lb., or 5370 lb. with tip tanks full, comply with paragraphs 3.1 and 3.2 of the Service Bulletin. (g) Replace modified or repaired strut assemblies identified in paragraphs 5.1 and 5.2 of Service Bulletin No. 2/3, reissued May 13, 1983, in accordance with the times prescribed therein. (h) Whenever new wing strut assemblies are installed, the following new attachment bolts must be used: AN180C-26 orAN180-26 Bolt-strut, lower attachment C2W497 Bolt-strut, upper attachment (i) A special flight permit may be issued in accordance with FAR 21.197 to operate the airplane to a location where the requirements of this AD may be accomplished. (j) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. This AD supersedes AD 83-05-03, Amendment 39-4576. This amendment becomes effective on October 12, 1984.
99-21-15: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that currently requires removal of the fuel boost pump wiring in the conduits of the wing and center fuel tanks; an inspection to detect damage of the wiring, and corrective action, if necessary; and eventual installation of Teflon sleeving over the electrical cable. This amendment expands the inspection requirement to include airplanes with fewer than 20,000 flight hours; requires additional repetitive inspections for all airplanes; reidentifies the requirement to install Teflon sleeving as a nonterminating action; and removes the requirement to report inspection results. This amendment is prompted by the FAA's determination that Model 737-100 through -500 series airplanes that are not affected by the current AD must also be protected against excessive wire chafing of the fuel boost pump wiring and that all Model 737-100through -500 series airplanes must be repetitively inspected. The actions specified by this AD are intended to detect and correct chafing and prevent electrical arcing between the fuel boost pump wiring and the surrounding conduit, which could result in arc-through of the conduit, and consequent fire or explosion of the fuel tank.
86-22-04: 86-22-04 ROGERSON HILLER CORP.: Amendment 39-5430. Applies to Model UH-12D, UH-12E, and UH-12E4 series helicopters, including military Models OH-23F and OH-23G, and all those converted in accordance with STC's SH177WE and SH178WE, certificated in any category, equipped with main rotor blade assembly Parson's P/N 2253-1101-04 or 2253-1101-03. This AD supersedes AD 80-14-12, Amendment 39-3836. Compliance is required as indicated, unless already accomplished. To prevent main rotor blade failure due to cracking of the spar or delamination of the trailing edge skin from the spar, accomplish the following: (a) Prior to the first flight of each day after the effective date of this AD, visually check the main rotor blades (P/N 2253-1101-04 or -03) for cracks in the leading edge area identified in figure 1 of Rogerson Hiller Service Bulletin (SB) No. UH12-51-6, dated December 19, 1985. (b) Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service from the last inspection, conduct a dye penetrant or magnaflux inspection of the blade for cracks in accordance with paragraph IIB of Rogerson Hiller SB No. UH12-51-6, dated December 19, 1985. (c) Within the next 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, conduct a visual and coin tap inspection of the spar to trailing-edge-skin bond line for corrosion and voids in accordance with paragraph IIC of Rogerson Hiller SB No. UH12-51-6, dated December 19, 1985. (d) If the blade has not been overhauled and has over 1,000 hours' time in service, or has had the 2,500-hour overhaul and has more than 3,500 hours' time in service, overhaul the blade within the next 100 hours' time in service and thereafter at intervals not to exceed 1,000 hours' time in service. (e) When the overhauls required by paragraph (d) have been accomplished, conduct the dye penetrant checks required by paragraph (b) at intervals not to exceed 100 hours' time in service. NOTE 1: The overhauls required by paragraph (d) may be accomplished by an FAA authorized repair station whose certificate indicates approval for overhaul or major repair of Fairchild Hiller main rotor blades. NOTE 2: A maintenance record entry showing compliance with this AO is required by FAR Section 91.173. (f) If discrepancies are found as a result of compliance with this AD which exceed the limitations specified in Rogerson Hiller SB No. Uh12-51-6, dated December 19, 1985, replace the blade prior to further flight. (g) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. (h) Alternative inspections, modifications, blade overhaul methods, or other actions which provide an equivalent level ofsafety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. This procedure shall be done in accordance with Rogerson Hiller Service Bulletin UH12- 51-6, revised December 19, 1985. 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 Rogerson Hiller Corporation, 2140 West 18th Street, Port Angeles, Washington 98362-0262. Copies may be inspected at the Office of Regional Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas or at the Office of the FEDERAL REGISTER, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment supersedes Amendment 39-3836 (45 FR 46345), AD 80-14-12. This amendment becomes effective November 3, 1986.
2006-07-26: The FAA is adopting a new airworthiness directive (AD) for all Aerospatiale Model ATR42 airplanes. This AD requires one-time inspections to detect discrepancies (e.g., cracking, loose/sheared fasteners, distortion) of the upper skin and rib feet of the outer wing boxes, and repair if necessary. This AD results from a report of cracking on the upper skin and ribs of the outer wing box on an in- service airplane. We are issuing this AD to detect and correct these discrepancies, which could result in reduced structural integrity of the airplane.