Results
2018-18-10: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, CN- 235-300, and C-295 airplanes. This AD was prompted by reports that cracks were found on the door mechanism actuator shaft assemblies of the nose landing gear (NLG). This AD requires repetitive inspections of the NLG door mechanism actuator shaft assemblies having certain part numbers, and corrective actions if necessary. This AD would also provide an optional terminating action for the repetitive inspections for Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes. We are issuing this AD to address the unsafe condition on these products.
66-30-01: 66-30-01 BEECH: Amdt. 39-325 Part 39 Federal Register December 21, 1966. Applies to Model JRB-6, D18C, D18S, E18S, E18S-9700 with Serial Numbers prior to BA445, C-45G, TC-45G, C-45H, and TC-45J (SNB-5) Airplanes That Have Been Modified in Accordance with Volpar, Inc., Supplemental Type Certificate No. SA4-1531 or SA111WE. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent moisture from collecting in the static line of the subject airplanes, accomplish the following: Install a drain in the static line in accordance with Volpar, Inc., Drawing No. 857, titled "Drain Installation - Static Pressure Line" dated 9-22-66 (Volpar, Inc., Service Bulletin No. 10, page 2) or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the compliance time if the request contains substantiating data to justify the adjustment for that operator. This directive effective December 21, 1966. This amendment effective March 1, 1967. Revised March 1, 1967.
2018-18-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 and -300 series airplanes, and Model A340-200 and -300 series airplanes. This AD was prompted by reports of cracked slat tracks at the location of the front stop attachment to the track. This AD requires a detailed inspection, repetitive special detailed inspections, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2005-22-07: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires inspecting for damage of the ground brackets, ground wires, and terminal lugs of the auxiliary power unit (APU) battery and the APU start transformer rectifier unit (TRU) as applicable; and corrective and related investigative actions. This AD results from reports indicating that during inspections on two airplanes, the ground brackets for the APU battery were found damaged. We are issuing this AD to detect and correct a damaged electrical bonding surface of the APU battery and APU start TRU ground connections, which could cause overheating of the ground connections and lead to possible consequent ignition of the adjacent insulating blankets.
47-32-11: 47-32-11 BELL: (Was Mandatory Note 11 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required not later than the next 25-hour inspection after September 15, 1947. The antenna mast should be supplemented with antenna mast support, 47-762-023-1. This support is intended to relieve the antenna loads from the lead-in mast. (Bell Service Bulletin 47C33 dated June 12, 1947, also covers this same subject.)
2018-18-14: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-710A2-20 and BR700- 710C4-11 turbofan engines. This AD was prompted by reports of deterioration of the intumescent heat resistant paint system on the electronic engine controller (EEC) firebox assembly that was found to be beyond acceptable limits. This AD requires replacement of affected EEC firebox assembly parts with improved parts, which have a more durable paint system. We are issuing this AD to address the unsafe condition on these products.
2018-18-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the longitudinal lap splices of the fuselage skin are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the longitudinal lap splices of the fuselage skin for cracking and protruding fasteners, and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.
97-26-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires an inspection to detect corrosion of the rear spars of the wings, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct possible corrosion on the rear spars of the wings, which could result in reduced structural integrity of the wings.
47-42-14: 47-42-14 DOUGLAS: (Was Mandatory Note 11 of AD-781-1.) Applies to DC-6 Serial Numbers 42854 to 42880, Inclusive; 42882 to 42884, Inclusive; 43000 and 43001. \n\nTo be accomplished not later than first blower overhaul after January 1, 1948. \n\nTo prevent bearing failures in the voltage regulator blowers, replace the bearings formerly packed with lubricant Z815 with new bearings containing lubricant Z801. \n\n(Douglas Service Bulletin DC-6 No. 43 describes the complete rework.)
66-30-03: 66-30-03 DORNIER: Amdt. 39-320 Part 39 Federal Register December 16, 1966. Applies to All Model DO 28 B-1 Airplanes. Compliance required as indicated. To detect cracks of the horizontal stabilizer spar in fuselage attachment brackets, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of the AD, unless already accomplished within the last 90 hours' time in service before the effective date of this AD and thereafter at intervals as specified below, visually inspect the welded hinge brackets P/N 28.315-01 H01 on the stabilizer front spars for cracks in the base plate in the area of the upper and lower spar flanges, using a lamp, mirror and at least a three-powered glass. (b) If no cracks are found as a result of the inspection required by (a), the bracket is considered serviceable and the inspection must be repeated at intervals not to exceed 100 hours' time in service since the last inspection. (c) If cracks ofless than 1/2 inch in length are found, the inspection must be repeated at intervals not to exceed 10 hours' time in service, up to a maximum of 100 hours' time in service since the initial inspection. Upon accumulation of 100 hours' time in service since initial inspection, replace bracket P/N 28.315-01 H01 with new bracket P/N 28.315-01 H03 or FAA- approved equivalent. (d) If cracks greater than 1/2 inch in length are found, prior to next flight, replace bracket P/N 28.315-01 H01 with new bracket P/N 28.315-01 H03 or FAA-approved equivalent. (e) The repetitive inspections required by (a), (b), and (c) may be discontinued after new replacement bracket P/N 28.315-01 H03 is installed. (Dornier Technical Bulletin No. 28-44 dated October 11, 1966, pertains to this subject.) This directive effective December 26, 1966.
49-52-02: 49-52-02 BELL: Applies to All Models 47B, 47B3, 47D, and 47D1 Series Helicopters. Compliance required as indicated. As a result of recent accidents, the following precautionary measures should be taken: 1. The main rotor hub (Bell P/N 47-120-136-1) must be replaced if it has been involved in an accident or sudden stoppage, for any reason, in which the following has occurred: (a) One or both main rotor blades were damaged to the extent that the steel core shows through the wood at any point. (b) A drag brace end fitting or the equalizer horn, or both, are damaged or distorted. (Bell Service Bulletin No. 65, dated August 2, 1949, covers the subject of this portion of the directive.) 2. All aluminum main rotor hubs (Bell P/N 47-120-136-1) must be replaced after 600 hours of operation unless it is necessary to replace them sooner as a result of being affected by the requirements of paragraph 1. In order to assist those operators who possess a part which has over 600 hours accumulated at the time of receipt of this directive, the following latitude in replacing the parts is permitted: Accumulated Time on Hub at Time of this Directive Replacement Limit 0-500 hours At 600 hours 501-800 Within the next 100 hours 801-899 At 900 hours 900 and up Before the next flight Hubs with less than 300 hours must be inspected visually (with a 10- to 20-power glass) at 300 hours, in addition to the inspections required by the manufacturers "Erection and Maintenance Manual" for the particular model. During this inspection, specific attention must be directed toward locating fatigue cracks in the shotpeened fillet radius, particularly on the leading edge side. The discovery of cracks in any portion of this radius is cause for immediate replacement of the part. In addition to the execution of the Form FAA 1226, "Malfunctioning and Defects Report," such a discovery should be reported immediately to the Bell Aircraft Corp., together with the number of hours accumulated on the hub, the serial number of the hub, model and serial number of the helicopter on which it was installed, and a statement to indicate whether or not the part had been involved in an accident such as described in paragraph 1. This supersedes AD 49-35-02.
66-28-06: 66-28-06 PIPER: Amdt. 39-311 Part 39 Federal Register November 15, 1966. Applies to Model PA-30 Airplanes, Serial Numbers 30-853, 30-902 through 30-1080, 30-1082 through 30- 1136, 30-1138 through 30-1198, 30-1200 through 30-1217, 30-1219 through 30-1226, and 30- 1228 through 30-1253. Compliance required as indicated, unless already accomplished. As a result of excessive vibration that could result in partial failure of the stabilator, accomplish the following: (a) Within the next 10 hours' time in service after May 3, 1966, attach the following operating limitation placard to the airspeed indicator in full view of the pilot: "Do not exceed 218 mph (190 knots) IAS." (b) Within the next 50 hours' time in service after November 25, 1966, accomplish one of the following, as applicable, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region: (1) For airplanes that have had the stabilator or stabilator trim tab repainted, altered, or repaired after leaving the factory, balance the stabilator in accordance with Piper Service Bulletin No. 229A, dated June 17, 1966, and Sketches A and B. Endorse the airplane log book to indicate whether the stabilator was balanced in accordance with (c) or (d) of Piper Service Bulletin No. 229A. (2) For airplanes that have not had the stabilator or stabilator trim tab repainted, altered, or repainted after leaving the factory, add balance weights, Piper P/Ns 25780- 02 and 25780-03, to the stabilizer arm by means of AN 4-36A bolt, AN 960-416 washers and MS 20365-428C nut in accordance with Piper Service Bulletin No. 229A, dated June 17, 1966, and Sketch A. If plates, Piper P/N 23179-00, are presently installed, they must all be installed on the left side of the balance weight arm as shown in Piper Service Bulletin No. 229A, Sketch A. Ensure that stabilator controls have proper movement before further flight. (c) After modification in accordance with either (b)(1) or (b)(2), the placard installed in accordance with (a) may be removed and replaced with operating limitation placard, Piper P/N SK-1835, which limits the Never Exceed Operating Airspeed to 230 mph, or an FAA-approved equivalent in accordance with Piper Service Bulletin No. 235, dated September 16, 1966, or an FAA-approved equivalent. However, this placard shall not be installed on airplanes that have a Never Exceed Operating Airspeed lower than 230 mph because of supplemental type certificate limitations, or FAA Form 337 approval limitations. NOTE: The modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region and described in a memorandum dated July 20, 1966, is no longer applicable since the AD to which it was related is superseded by this directive. (d) After modification in accordance with either (b)(1) or (b)(2), replace existing DMCR-approved Airplane Flight Manual Piper Report No. 1269, dated February 5, 1963, revisedNovember 8, 1965, with DMCR-approved Airplane Flight Manual, Piper Report No. 1269, dated February 5, 1963, DOA-approved revision dated August 31, 1966. NOTE: Existing Airplane Flight Manual supplements are still valid. Only the Basic Airplane Flight Manual should be replaced. For the requirements regarding the revising of the aircraft permanent maintenance record to reflect the 2.5 pounds added to the stabilator at a moment arm of 231.34 inches aft of datum during the modification specified in (b)(1) or (b)(2), see FAR 91.173. This supersedes AD 66-12-02. This directive effective November 25, 1966.
90-17-14: 90-17-14 SAAB-SCANIA: Amendment 39-6694. Docket No. 90-NM-55-AD. Applicability: All Model SF-340A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent moisture accumulation in the elevator deicer boot system, accomplish the following: A. Within 60 days after March 13, 1986 (the effective date of AD 86- 04-05, Amendment 39-5229), accomplish the following: 1. Modify the empennage deicer boot pneumatic system in accordance with SAAB Service Bulletin SF340-30-008, Revision 1, dated February 11, 1985; and 2. Modify the nacelle inlet protection device exhaust nozzle in accordance with SAAB Service Bulletin SF340-54-002, Revision 1, dated April 3, 1985. B. Within 7 days after the effective date of this amendment, and thereafter at intervals not to exceed 7 days, drain and check the two elevator deicing system drain traps in accordance with paragraph D.(2) of SAAB Service Bulletin SF340-30-008, Revision 2, dated December 8, 1989. 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, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence 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 SAAB-Scania, Product Support, S.58188, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment supersedes Amendment 39-5229, AD 86-04-05. This amendment (39-6694, AD 90-17-14) becomes effective on September 17, 1990.
66-20-05: 66-20-05 PIPER: Amdt. 39-276 Part 39 Federal Register August 18, 1966. Applies to Model PA-28-150, -160, and -180 Airplanes, Serial Numbers 1761 through 3533. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failures of the propeller spinner assembly, remove propeller spinner, P/N 63760 or 63760-03 as applicable, and propeller spinner attaching bulkhead, P/N 65208 or 65208- 03, as applicable, or accomplish the following: (a) For Model PA-28-150 and -160 airplanes, Serial Numbers 28-1761 through 28- 2434, modify spinner in accordance with Piper Service Letters Nos. 457 and 471A, and install spinner bulkhead assembly, P/N 65804-04; spacer, P/N 65806-00; and new propeller bolts, P/N AN 76-55S; in accordance with Piper Service Kit No. 757-047 or an FAA-approved equivalent. (b) For Model PA-28-150 and -160 airplanes, Serial Numbers 28-2435 through 28- 3199, modify spinner inaccordance with Piper Service Letter No. 471A, and install spinner bulkhead assembly, P/N 65804-04; spacer, P/N 65806-00; and new propeller bolts, P/N AN 76- 55S; in accordance with Piper Service Kit No. 757-047 or an FAA-approved equivalent. (c) For Model PA-28-150 and -160 airplanes, Serial Numbers 28-3200 through 28- 3533, install spinner bulkhead assembly, P/N 65804-04; spacer, P/N 65806-00; and new propeller bolts, P/N AN 76-55S; in accordance with Piper Service Kit No. 757-047 or an FAA-approved equivalent. (d) For Model PA-28-180 airplanes, Serial Numbers 28-1761 through 28-2434, modify spinner in accordance with Piper Service Letters Nos. 457 and 471A, and install spinner bulkhead assembly, P/N 65804-00, in accordance with Piper Service Kit No. 757-046 or an FAA-approved equivalent. (e) For Model PA-28-180 airplanes, Serial Numbers 28-2435 through 28-3199, modify spinner in accordance with Piper Service Letter No. 471A, and install spinner bulkhead assembly, P/N 65804-00, in accordance with Piper Service Kit No. 757-046 or an FAA-approved equivalent. (f) For Model PA-28-180 airplanes, Serial Numbers 28-3200 through 28-3533, install spinner bulkhead assembly, P/N 65804-00, in accordance with Piper Service Kit No. 757- 046 or an FAA-approved equivalent. (Piper Service Bulletin No. 234 also pertains to this subject.) This directive effective August 27, 1966.
86-25-02: 86-25-02 BOEING: Amendment 39-5479. Applies to Boeing Model 767 airplanes identified in Boeing Alert Service Bulletin 767-27A0062, dated January 24, 1986, certificated in any category. To prevent the uncommanded deployment of spoiler panels in flight as a result of a rotary variable differential transducer (RVDT) separation, accomplish the following within six months after the effective date of this AD, unless already accomplished: \n\n\tA.\tModify the flight control forward control quadrants in accordance with Boeing Alert Service Bulletin 767-27A0062, dated January 24, 1986, or later FAA-approved revisions. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment ofthe replacements required by this AD. \n\n\tAll persons affected by this directive who have not already received the above specified service bulletin from the manufacturer may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. It may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 12, 1987.
2005-20-39: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires examining the airplane's maintenance records to determine if the main landing gear (MLG) has been overhauled and if Titanine JC5A (also known as Desoto 823E508) corrosion- inhibiting compound ("CIC") was used during the overhaul. For airplanes for which the maintenance records indicate that further action is necessary, or for airplanes on which CIC JC5A may have been used during manufacture, this AD requires a one-time detailed inspection for discrepancies of certain components of the MLG, and corrective action if necessary. This AD results from twelve reports of severe corrosion on one or more of three components of the MLG. We are issuing this AD to prevent collapse of the MLG, or damage to hydraulic tubing or the aileron control cables, which could result in possible departure of the airplane from the runway and loss of control of the airplane.
85-21-04: 85-21-04 FAIRCHILD: Amendment 39-5150. Applies to Models F27 and FH227 series airplanes, certificated in any category. Compliance required as indicated. To detect cracks due to stress corrosion in the riveted rod end assembly, part number (P/N) 27-727404-11, on rudder control push-pull tubes, P/N's 27-727402-11 (or -41) and -31 (or -51), accomplish the following: A. Within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the last 150 hours time in service, and thereafter at intervals not to exceed 200 hours in service from the last inspection, inspect the riveted rod end, P/N 27-727404-3, of the rudder control push-pull tubes, P/N's 27-727402-11 (or -41) and -31 (or -51), for cracks, in accordance with Fairchild Service Bulletin FH227-27-31 for Model FH227 airplanes (serial numbers 501 through 578) and Service Bulletin F27-27-76 for Model F27 airplanes (serial numbers 1 through 128). B. If cracks are found, therod assembly must be replaced before further flight with a rod of the same part number, or FAA-approved equivalent part, that has been inspected and found serviceable in accordance with paragraph A., above; or replaced before further flight with a new rod end assembly, P/N 27-727404-31, or FAA-approved equivalent part. C. Installation of the new assembly, P/N 27-727404-31, may be considered terminating action for the repetitive inspections specified in paragraph A., above. D. Aircraft maintenance record entries must be made and a report in writing of the initial inspection findings, positive or negative, must be submitted to the FAA, New York Aircraft Certification Office, Room 202, Attention: ANE-170, 181 S. Franklin Avenue, Valley Stream, New York 11581. The report must state the location and length of any crack found during the initial inspection, and include the total time in service of the component at the time the crack was discovered. (Reporting requirement approved by the Office of Management and Budget under OMB No. 2120-0056.) E. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. G. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Fairchild Industries, Inc., Fairchild Republic Division, Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective November 14, 1985.
2018-17-21: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, and A320 series airplanes; and Model A321- 111, -112, -131, -211, -212, -213, -231, -232, -251N, -253N, and -271N airplanes. This AD was prompted by a revision of an airworthiness limitations document that specifies more restrictive maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate revised fuel airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
87-25-12: 87-25-12 FOKKER B.V.: Amendment 39-5797. Applies to Fokker Model F27 series airplanes, serial numbers 10102 through 10684, 10686, 10687, 10689 through 10692, certificated in any category. Compliance required within one year after the effective date of this AD, unless previously accomplished. To prevent flutter of rudder trim tab, accomplish the following: A. Modify the rudder trim tab in accordance with Part 2, Accomplishment Instructions, of Fokker Service Bulletin No. F27/55-62, dated August 18, 1986, or Revision 1, dated April 15, 1987. 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 the modifications required by this AD. All persons affectedby this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. 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 January 25, 1988.
66-20-03: 66-20-03 HAWKER SIDDELEY: Amdt. 39-274 Part 39 Federal Register August 13, 1966. Applies to de Havilland Model 114 Heron Series Airplanes Equipped With an Engine Fire Extinguisher System. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. (a) Inspect the engine air intake fire extinguishing system nozzle assembly to determine that 0.25 inch diameter radial holes are present in nozzle jet, P/N P.117. (b) Replace each nozzle jet without 0.25 inch diameter radial holes with jet, P/N P.117, with 0.25 inch diameter radial holes. (Hawker Siddeley Aviation Limited Technical News Sheet Series Heron (114) No. M.6., Issue 1, pertains to this subject.) This directive effective August 13, 1966.
73-01-01: 73-01-01 NORTH AMERICAN ROCKWELL - AERO COMMANDER: Amdt. 39-1578. Applies to Model 100-180 Serial Numbers 068, 5001 through 5213 certificated in all categories. Model 100 Serial Numbers 251 through 360 and those Model 100's retrofitted with Elano Corporation exhaust system (NEE Turbo System Inc.) P/N 099001, certificated in all categories. Compliance required as follows: For exhaust systems which have accumulated 500 or more hours time in service accomplish the following prior to the next 25 hours time in service unless already accomplished. To prevent loss or reduction of engine power due to exhaust outlet blockage accomplish the following: (1) Inspect and repair or replace the exhaust system components in accordance with FAA Advisory Circular AC No. 43.13-1 Chapter 14, Section 3. (2) Install Aero Commander exhaust outlet guard Part Number SK1093, or equivalent approved by Chief, Engineering and Manufacturing Branch, Southern Region, as follows: (a) Remove muffler heater shroud. (b) Drill 5/16 inch diameter hole through one wall of the exhaust tailpipe. Hole to be drilled on side of tail pipe closest to centerline of the airplane. Hole to be located 3 3/8 inches down from muffler outer wall. (c) Install outlet guard Part Number SK1093 in hole and position so that guard does not touch any part of the inner muffler parts. (d) Tighten guard around tailpipe and reassemble exhaust system. Aero Commander Service Bulletin SB 1019 covers this same subject. This amendment becomes effective December 29, 1972.
66-18-01: 66-18-01 AIR CRUISERS: Amdt. 39-267 Part 39 Federal Register July 29, 1966. Applies to Emergency Evacuation Slides, P/N's 15D22129 and 15D22129-1, Manufactured Before April 17, 1966, and Installed on Boeing Model 727 Series Airplanes. \n\n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent hang-up during operation, modify Air Cruisers emergency evacuation slides, P/N's 15D22129 and 15D22129-1, manufactured before April 17, 1966, and installed on Boeing Model 727 Series airplanes, in accordance with Procedures 1 and 2 of Air Cruisers Service Bulletin SB-114-66-2, dated April 18, 1966, or later FAA-approved revision, or an equivalent approved by an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. \n\n\tThis directive effective July 29, 1966.
2018-16-10: We are adopting a new airworthiness directive (AD) for certain GE Aviation Czech H80-200 turboprop engines. This AD requires replacing the beta switch and adjusting the engine push-pull control to prevent the propeller governor control from going to a negative thrust position. This AD was prompted by an accident involving an Aircraft Industries (AI) L 410 UVP-E20 airplane caused by one propeller going to a negative thrust position during the landing approach. We are issuing this AD to address the unsafe condition on these products.
2018-17-16: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; 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 Model A310 series airplanes. This AD was prompted by a static analysis performed by Airbus SAS that revealed some areas of the wing structure cannot sustain the damage limits previously published in certain structural repair manuals. This AD requires an inspection to determine whether repair or damage to certain wing areas is beyond the allowable limits; and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
89-19-08: 89-19-08 MCDONNELL DOUGLAS: Amendment 39-6318. (Docket No. 88-NM-125-AD) \n\n\tApplicability: McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes; equipped with outboard flap vane part numbers ARC 1455 or 1457-1, -2, -501, -502, -503, -504, -505, or -506; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the outboard flap vane, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD or within 5 calendar years after the installation of the outboard flap vanes, whichever occurs later, inspect the splice joint of the outboard flap vane for skin delamination, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988. \n\n\tB.\tWithin 18 months after the effective date of this AD, or within 5 calendar years after theinstallation of the outboard flap vane, whichever occurs later, and thereafter at intervals not to exceed 18 months, inspect the entire outboard flap vane for skin delamination, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988. \n\n\tC.\tIf the outboard flap vane skin delamination and the delamination at the splice joint are within the repairable limits specified in Figure 1, Sheet 5 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, accomplish the following: \n\n\t\t1.\tPrior to further flight, make temporary repairs to the outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; and \n\n\t\t2.\tWithin 6 months after accomplishing the temporary repairs and thereafter at intervals not to exceed 2 months, inspect the repairs in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; and \n\n\t\t3.\tWithin 24 months after accomplishing the temporary repairs, accomplish one of the following: \n\n\t\t\ta.\tReplace the outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; or \n\n\t\t\tb.\tAccomplish a permanent hot bond repair to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988; or \n\n\t\t\tc.\tAccomplish a permanent repair using a repair method approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region. \n\n\tD.\tIf the outboard flap vane skin delamination is greater than the limits for temporary repairs specified in Figure 1, Sheet 5 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, replace the outboard flap vane before further flight, or accomplish a permanent hot bond repair to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988. \n\n\tE.\tIf the outboard flap vane skin delamination is within the unrepaired flyable limits specified in Figure 1, Sheet 3 and 4 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, continue the inspections required by paragraph B., above. \n\n\tF.\tIf an outboard flap vane is repaired in a manner which results in a combination of old bonding technology and new bonding technology (hot bonding) continue the inspections required by paragraph B., above. \n\n\tG.\tInstallation of outboard vane assemblies ARC 1455-507, ARC 1455-508, ARC 1455-509, ARC 1455-510, ARC 1457-507, and/or ARC 1457-508 (as applicable), or the accomplishment of permanent hot bond repairs to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tH.\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 may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tI.\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 uponrequest to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). \n\n\tThese documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6318, AD 89-19-08) becomes effective on October 14, 1989.