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2022-08-03: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company) (Textron) Model 120 and 140 airplanes and all Model 140A airplanes. This AD was prompted by reports of seat belt center bracket failures from overstress. This AD requires determining if the seat belt center bracket is made of steel and replacing any non- steel brackets. The FAA is issuing this AD to address the unsafe condition on these products.
92-16-01: 92-16-01 BOEING: Amendment 39-8310. Docket No. 92-NM-11-AD.\n\n\tApplicability: Model 737-400 and 737-500 series airplanes; as listed in Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent floor panels with seats attached from breaking away from floor structure during a 9g forward load event, accomplish the following:\n\n\t(a)\tWithin 24 months after the effective date of this AD, inspect the side-of-body floor panels forward of Body Station 887 to determine if the panels were manufactured by Hexcel and the date of their manufacture; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991.\n\n\t\t(1)\tIf the floor panels were not manufactured by Hexcel; or if the floor panels were manufactured by Hexcel on or after January 7, 1991; no further action is necessary.\n\n\t\t(2)\tIf the floor panels were manufactured by Hexcel before January 7, 1991, prior to further flight, either replace the floor panels or repair all one-piece inserts in the panels, in accordance with the service bulletin.\n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport 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, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(c)\tSpecial 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.\n\n\t(d)\tThe inspection, repair, andreplacement shall be done in accordance with Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991. 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 Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on September 8, 1992.
98-13-39: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters that requires initial and repetitive inspections of the tail rotor shaft flapping hinge retainers (retainers) for cracks. This amendment is prompted by a report of high vibrations occurring on a helicopter while in service due to a cracked retainer. The actions specified by this AD are intended to detect cracks on the retainers that could lead to high tail rotor vibrations, loss of tail rotor control, and subsequent loss of control of the helicopter.
84-05-02: 84-05-02 BOEING: Amendment 39-4827. Applies to Model 767-200 series airplanes, certificated in all categories, listed in Boeing Service Bulletin No. 767-53-2, dated August 19, 1983, or later FAA approved revisions. Compliance required as indicated in the body of the AD. \n\n\tTo ensure the structural integrity of the horizontal stabilizer pivot hinge fitting and adjacent structure accomplish the following, unless already accomplished: \n\n\tA.\tPrior to the accumulation of 3000 landings, and thereafter at intervals not to exceed 300 landings, perform the following inspections: \n\n\t\t1.\tPenetrant inspect the upper support fittings for cracks, and check the bolts common to the pivot hinge fitting and the BS 1809.5 bulkhead intercostal fitting for breakage in accordance with Boeing Service Bulletin 767-53-2 dated August 19, 1983, or later FAA approved revisions. \n\n\t\t2.\tVisually inspect the surrounding structure for cracks. If cracks are found in the upper support fitting and not in the surrounding structure, accomplish the modification described in the Service Bulletin before further flight. If cracks are found in the surrounding structure, repair the airplane before further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office. \n\n\tB.\tPrior too accumulation of 6000 landings, accomplish the modification described in Boeing Service Bulletin 767-53-2 dated August 19, 1983, or later FAA approved revisions. This action terminates the repetitive inspections required by paragraph A., above. \n\n\tC.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, 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 adjustment period. \n\n\tF.\tFor the purpose of this AD, and when approved by an FAA Maintenance Inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tAll persons affected by this directive who have not already received Boeing Service Bulletin 767-53-2 dated August 19, 1983, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 30, 1984.
75-08-13: 75-08-13 MCDONNELL DOUGLAS: Amendment 39-2165. Applies to Model DC-10-10, DC-10-10F, DC-10-30, and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 4000 flight hours after the effective date of this AD, unless already accomplished. \n\n\tTo minimize the possibility of losing a wing engine nose cowl due to severed nose cowl attach bolts and engine unbalance loads, modify the wing engine nose cowls per McDonnell Douglas DC-10 Service Bulletin 71-53, "Powerplant - Cowling - Modify Engine Nose Cowl Attachments," dated September 25, 1974, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the requirements of this AD. \n\n\tThis amendment becomes effective May 16, 1975.
89-20-09 R1: 89-20-09 R1 MCDONNELL DOUGLAS: Amendment 39-6328 as corrected by Amendment 39-6383. Docket No. 89-NM-79-AD. \n\n\tApplicability: Model DC-10-30 and KC-10A (Military) series airplanes, as listed in McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of the use of the auxiliary hydraulic pumps, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this Airworthiness Directive (AD), inspect auxiliary hydraulic pumps 1 and 2 to determine if the correct electrical connector sockets are installed, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989. Any sockets detected which have the incorrect part number must be replaced, prior to further flight, with P/N DC65-8S sockets, in accordance with the service bulletin. \n\n\tB.\tWithin 15 days after inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Los Angeles Aircraft Certification Office, Attention: ANM-108L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, Attn: Manager, Warranty 73-44 (DC-10 Service Bulletin A-29-127). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD corrects AD 89-20-09 (Amendment 39-6328) which became effective on October 30, 1989. \n\n\tThis amendment (39-6383, AD 89-20-09 R1) becomes effective on November 3, 1989.
77-02-01: 77-02-01 BOEING: Amendment 39-2812 as amended by Amendment 39-3012 is further amended by Amendment 39-3067. Applies to Model 707-300, -400, -300B, -300C series airplanes certificated in all categories listed in Boeing Service Bulletin No. (S.B.) 3168 with more than 5000 landings. Compliance required as indicated unless already accomplished. \n\tA.\tWithin the next 250 landings, unless accomplished within the last 250 landings and at intervals thereafter not to exceed 500 landings, accomplish the following in accordance with Boeing Service Bulletin No. 3168, Revision 1, or later FAA approved revisions. \n\t\t(1)\tX-ray inspect the wing skin under the beavertail for cracks from the rear spar forward through stringer number 12 and the rear spar upper chord and the adjacent wing skin from W.S. 129 to W.S. 197. \n\t\t(2)\tVisually inspect the upper wing skin for cracks emanating from the fastener holes common to the rear spar upper chord from W.S. 117 to W.S. 197. \n\t\t(3)\tVisually inspect theaft edge of the upper wing skin under the doubler for cracks from BBL 70.5 to W.S. 117. \n\t\t(4)\tUltrasonic inspect the upper wing skin for cracks at the four fastener holes common to the rear spar upper chord just outboard of BBL 70.5. \n\t\t(5)\tWing skins and rear spar chords found cracked are to be repaired prior to further flight in accordance with Boeing Service Bulletin No. 2427 or Boeing Service Bulletin No. 2607, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Inspections are to continue until terminating action per paragraph F has been accomplished. \n\tB.\tWithin the next 600 landings unless accomplished within the last 600 landings and at intervals thereafter not to exceed 1200 landings, accomplish the following: \n\t\t1.\tUsing low frequency eddy current or X-ray inspection techniques described in S.B. 3280, inspect the following areas for cracks: \n\t\t\ta.\tRear spar upper chord and wing skin along the rear spar from wing station 197to 270. \n\t\t\tb.\tWing skin and upper flange of the stringers from rear spar through stringer No. 12, outboard (only) of the beavertail at the stringer splice fasteners as described in S.B. 3280. \n\t\t\tc.\tWing skin and upper flanges of stringer Nos. 10 and 11 at the right and left hand fuel filler cap fittings at W.S. 298 as described in S.B. 3280. \n\t\t2.\tWing skins, rear spar upper chords, stringers and stringer splices found cracked are to be repaired prior to further flight in accordance with S.B. 3280. Inspections are to continue until terminating action of paragraph F of this AD is accomplished. \n\tC.\tIf rear spar and/or adjacent wing skin repairs or modifications interfere with any of the inspections of paragraph A or B of this AD, inspect for cracks in accordance with (1) and (2) below or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(1)\tAt the intervals specified in paragraph A or B of this AD (as appropriate to the area whererepairs interfere with the required inspections): \n\t\t\ta.\tEddy current inspect the wing skin for cracks in the area adjacent to the repairs; or \n\t\t\tb.\tIf internal steel doublers are installed on the horizontal leg of the rear spar upper chord, conduct a close visual inspection of the vertical leg of the rear spar upper chord for cracks emanating from the horizontal leg. When doublers on the rear spar vertical leg prohibit a close visual inspection, inspect the exposed lower edge of the vertical leg of the rear spar upper chord for new cracks. \n\t\t(2)\tAt intervals not to exceed 4800 landings, visually inspect the exposed wing skin and exposed upper rear spar chord from inside and outside the wing. \n\tD.\tFor aircraft having the fastener holes oversized in the fuel filler cap area per Boeing Service Bulletin 2892, the inspections of paragraph B.1.c. of this AD may be deferred until the accumulation of 8000 landings after the oversizing for 707-300C airplanes and 10,000 landings after oversizing for 707- 300, -400, -300B airplanes. \n\tE.\tFor airplanes having the fastener holes oversized outboard, under and through the beavertail in accordance with Service Bulletin 2626, Revision 2, or later FAA approved revisions, the inspections of paragraph A.1 of this AD forward of the rear spar to stringer 12, may be deferred until the accumulation of 5000 landings after the oversizing for 707-300C series airplanes and 6000 landings after oversizing for 707-300, -400, 300B series airplanes. Also, the inspections of paragraph B.1.b. of this AD may be deferred until the accumulation of 12,000 landings after the oversizing for 707-300C series airplanes and 15,000 landings after oversizing for 707-300, -400, -300B series airplanes. \n\tF.\tTerminating action for this AD is: \n\t\t1.\tInstallation of a new wing skin and associated structure in accordance with S.B. 2607, Parts V or VI, or \n\t\t2.\tInstallation of external doublers in accordance with S.B. 2427, Part X(a) Drawing 65- 62721, andthe installation of the longer stringer splice angles at the fuel filler cap fittings in accordance with S.B. 2892, Revision 1. \n\tG.\tFor airplanes with rear spar and/or upper wing skins already modified in accordance with S.B. 2427, Part X(a) Drawing 65-68302, or S.B. 2606, Revision 2, and 2626, Revision 2 and 2731, or similar repairs the threshold for the inspections of paragraph A, B.1.a., and B.1.b., of this AD may be deferred upon submittal of airplane serial number, specific applicable modification accomplished, number of flights when modification was made and current number of flights, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator.I.\tAirplanes requiring repair or modification prior to the next flight may be flown in accordance with FAR 21.197 and 21.199 to a base where corrective action can be taken. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). References herein to manufacturer's service bulletins are current at the time of issuance of this directive. In each instance where the directive requires compliance with one or more such service bulletins, the requirements of the directive may also be met by compliance with later FAA approved revisions of the applicable service bulletins, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-2812 supersedes AD 68-07-03 (Amendment 39-571), AD 68-16-03 (Amendment 39-629), and paragraph (a) of AD 64-11-01 (Amendment 39-763). \n\tAmendment 39-2812 became effective February 22, 1977. \n\tAmendment 39-3012 became effective August 15, 1977. \n\tThis amendment 39-3067 becomes effective November 1, 1977.
2012-24-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and -400F series airplanes. This AD was prompted by multiple reports of integrated display unit (IDU) malfunctions and mode control panel (MCP) malfunctions. This AD requires installing new software, replacing the duct assembly with a new duct assembly, making wiring changes, and routing certain wire bundles. We are issuing this AD to prevent IDU malfunctions, which could affect the ability of the flightcrew to read primary displays for airplane attitude, altitude, or airspeed, and consequently reduce the ability of the flightcrew to maintain control of the airplane.
98-11-01 R1: This amendment revises Airworthiness Directive (AD) 98-11-01, which currently requires replacing the fuel tank vent valves and drilling a 4.8 millimeter (0.1875 inch) hole in each fuel filler cap on certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. AD 98-11-01 also requires inserting a temporary revision in the Pilot's Operating Handbook (POH) that specifies checking to assure that the fuel filler cap hole is clear of ice and foreign objects. This AD maintains the requirements of AD 98-11-01, and adds the option of modifying the fuel tank vent valves instead of the drilling and POH requirements carried over from AD 98-11-01. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified in this AD are intended to continue to prevent moisture from entering the fuel tank inward vent valve and then freezing after a cold soak at altitude, which could result in wing airfoil distortion and structural damage with consequent degradation of the airplane's handling qualities.
46-04-02: 46-04-02 CULVER: (Was Service Note 6 of AD-730-2.) Applies Only to Model LCA Having Stromberg Model NA-S3A1 Carburetors Installed. When inspecting or replacing carburetor float needle or needle seat, a check should be made to assure that when a rubber tipped needle is used, a seat having rounded edges is installed. Sharp-edged seats, when used with a rubber tipped needle, will cause sticking and cutting of the rubber tip. (This matter is also covered by Continental Service Bulletin No. M45-6 dated May 25, 1945, and Stromberg Aircraft Carburetor Service Bulletin No. 71.)