Results
2017-11-05: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Corporation (RRC) AE 3007C and 3007C1 turbofan engines. This AD was prompted by analysis and by cracks found in the high- pressure turbine (HPT) wheel during an inspection. This AD requires replacement of the affected HPT wheels at new, lower life limits. We are issuing this AD to correct the unsafe condition on these products.
2001-24-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 707-100, -100B, -300, and -E3A (military airplanes); 727-100 and -200; 737-200, -200C, -300, -400, and -500; 747SP and 747SR; 747-100B, -200B, -200C, -200F, -300, -400, and -400D; 757-200 and -200PF; and 767-200 and -300 series airplanes. This AD requires inspection of the attachment of the shoulder restraint harness to the mounting bracket on certain observer and attendant seats to determine if a C-clip is used in the attachment, and corrective action, if necessary. This action is necessary to prevent detachment of the shoulder restraint harness of the attendant or observer seat from its mounting bracket during service, which could result in injury to the occupant of the seat. This action is intended to address the identified unsafe condition.
2001-24-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a one-time detailed visual inspection of certain wire bundles located in the aft section of the strut forward fairing panel of both engine struts to detect chafing damage, and repair or replacement of wiring, if necessary. This amendment also requires replacement of wires repaired by splicing and damaged wires that require splicing, and replacement of the support brackets of the existing wire bundles with new brackets and clamps, which would terminate the existing requirements. The actions specified by this AD are intended to prevent the potential for dual wire faults from grounded, separated, or shorted wires; which could result in inadvertent takeoff thrust overboost, in-flight loss of thrust, or engine shutdown.
2017-11-15: We are adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2L1F turbofan engines. This AD was prompted by a reduction in the life limit of the affected engines which is the result of a revised operating profile. This AD requires replacement of the high-pressure turbine (HPT) spacer/impeller, part number (P/N) 1539M12P02, at a newer, lower life limit. We are issuing this AD to correct the unsafe condition on these products.
97-21-12: 97-21-12 CONSTRUCCIONES AERONAUTICAS, S.A. CASA: Amendment 39-10165. Docket 96-NM-126-AD. Applicability: Model CN-235 series airplanes, as listed in CASA Service Bulletin SB-235-53-20, Revision 2, dated June 9, 1994 (for non-military airplanes); and Service Bulletin SB-235-53-20M, Revision 1, dated November 27, 1995 (for military airplanes); certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed bythis AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracking in the area of the center wing-to-fuselage attachment fitting, which consequently could reduce the structural integrity of this area, accomplish the following: (a) For non-military airplanes: Prior to the accumulation of 17,000 total landings, accomplish the actions specified in paragraphs (a)(1), (a)(2), and (a)(3) of this AD: (1) Remove all parts and other items in the area of the center wing-to-fuselage attachment fitting, in accordance with Paragraph 2.B. ("Removal") of the Accomplishment Instructions of CASA Service Bulletin SB-235-53-20, Revision 2, dated June 9, 1994. (2) After all parts and other items have been removed in accordance with paragraph (a)(1) of this AD, conduct a visual inspection, using a magnifier of at least 10x magnitude, to detect fatigue cracking in this area (ref: Figure 1, Sheet 1, of the service bulletin). If any cracking is detected, prior to further flight and prior to installing the reinforcing plate in accordance with paragraph (a)(3) of this AD, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (3) Install a reinforcing plate having CASA part number (P/N) 35-25010-0101 in the attachment area of the center wing-to-fuselage attachment fitting, in accordance with the service bulletin. (b) For military airplanes: Prior to the accumulation of 15,000 total landings, accomplish the actions specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD: (1) Remove all parts and other items in the area of the center wing-to-fuselage attachment fitting, in accordance with Paragraph 2.B. ("Removal") of the Accomplishment Instructions of CASA Service Bulletin SB-235-53-20M, Revision 1, dated November 27, 1995.(2) After all parts and other items have been removed in accordance with paragraph (b)(1) of this AD, conduct a visual inspection, using a magnifier of at least 10x magnitude, to detect fatigue cracking in this area (ref: Figure 1, Sheet 1, of the service bulletin). If any cracking is detected, prior to further flight and prior to installing the reinforcing plate in accordance with paragraph (b)(3) of this AD, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA. (3) Install a reinforcing plate having CASA part number (P/N) 35-25010-0101 in the attachment area of the center wing-to-fuselage attachment fitting, in accordance with the service bulletin. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector,who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (e) Certain actions shall be done in accordance CASA Service Bulletin SB-235-53-20M, Revision 1, dated November 27, 1995 (for military airplanes); and CASA Service Bulletin SB-235-53-20, Revision 2, dated June 9, 1994 (for non-military airplanes), which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1 1 April 13, 1994 2 2 June 9, 1994 3-11 Original July 29, 1993 This incorporation byreference 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 Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. NOTE 3: The subject of this AD is addressed in Spanish airworthiness directive 03/94, dated August 1994. (f) This amendment becomes effective on November 24, 1997.
93-01-21: 93-01-21 AIRBUS INDUSTRIE: Amendment 39-8475. Docket 92-NM-244-AD. Applicability: Model A320 series airplanes on which Modification 22561 has not been installed, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the smoke detection system to provide warning of a fire in the lavatory, accomplish the following: (a) Within 450 hours time-in-service after the effective date of this AD, perform a close visual inspection to detect damage or blockage of the flexible hoses that connect the smoke detector to the air extraction duct in each lavatory, and to detect contamination of the hoses, air extraction ducting, hose/duct connection, or inlet grid, in accordance with Airbus Industrie All Operator Telex (AOT) 26-07, dated October 6, 1992. (1) If any damaged hose is found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, repair or replace the damaged hose, in accordance with the AOT. If any damaged hose is repaired, that hose must then be replaced with a new hose within 400 hours time-in-service following the repair. (2) If any blocked hose or contaminated hose, air extraction ducting, hose/duct connection, or inlet grid is found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, clean the blocked or contaminated part, in accordance with the AOT. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, 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, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained fromthe Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection, repair, and replacement shall be done in accordance with Airbus Industrie All Operators Telex (AOT) 26-07, dated October 6, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 10, 1993.
2025-11-07: The FAA is superseding Airworthiness Directive (AD) 2024-19-11 for all Robinson Helicopter Company Model R44 and R44 II helicopters. AD 2024-19-11 required visually inspecting a certain flex plate assembly (flex plate) and certain clutch shaft forward yokes (yokes), including each flex plate bolt, and depending on the results, taking corrective actions. AD 2024-19-11 also required removing certain yokes from service within a specified threshold, or as an alternative, performing in-depth inspections. Since the FAA issued AD 2024-19-11, it has been determined that clarifications regarding the alternative inspections are necessary. This AD requires the actions of AD 2024-19- 11 and clarifies that the alternative inspections are repetitive and adds a particular paint remover option to use when performing those alternative inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2023-01-09: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by a report that electrical bonding jumpers had been installed on fuel scavenge lines even after the removal was required by previous AD rulemaking and that electrical bonding jumpers may have been installed in production or in service at other locations. This AD requires an inspection for electrical bonding jumpers and brackets on the fuel scavenge and vent lines at specific wing locations, and if installed, removal or modification of those jumpers and brackets. This AD also requires a records check to determine if certain maintenance tasks were performed and removal, modification, or rework if those tasks were performed. This AD also prohibits the use of earlier versions of certain maintenance tasks. The FAA is issuing this AD to address the unsafe condition on these products.
2010-22-08: We are adopting a new airworthiness directive (AD) for the Eurocopter France Model AS 350 B, BA, B1, B2, B3, and D, and Model AS355 E, F, F1, F2, and N helicopters, with certain main rotor servo- controls and tail rotor servo-controls. This AD requires replacing all servo-controls that are identified in the Applicability section of this AD. This AD is prompted by an internal review conducted by the manufacturer which revealed that some main and tail rotor servo- controls do not conform to the approved design. The actions specified by this AD are intended to prevent the distributor slide valve jamming in its sleeve, leading to reduced controllability of the rotors and subsequent loss of control of the helicopter.
2001-24-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires modification of the autopilot mode engagement/disengagement lever of the rudder artificial feel unit. This amendment requires a different modification of the lever. This amendment also revises the applicability to include Airbus Model A319 and A321 series airplanes, as well as all Model A320 series airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced controllability of the airplane due to the failure of the rudder artificial feel unit to disengage properly from autopilot mode during approach and landing.
72-07-09: 72-07-09 CESSNA: Amendment 39-1423 as amended by Amendment 39-1988. Applies to all 205, 206, P206, TP206 series; 182 series (Serial Numbers 18253599 through 18261528); U206 and TU206 series (Serial Numbers U206-0276 through U20601905); 207 and T207 series (Serial Numbers 20700001 through 20700216); 210 series (Serial Numbers 21057841 through 21059739); and T210 series (Serial Numbers T210-0001 through T210-0454 and 21059200 through 21059739) airplanes. Compliance: Required as indicated, except that the inspections accomplished per AD 71-21-1 are acceptable in lieu of the initial inspections required herein. To detect cracks and bolt looseness which could lead to inflight separation of the fin and rudder, within the next 50 hours' time in service after the effective date of this AD on all airplanes with 1000 or more hours' time in service, and thereafter at intervals not to exceed 1000 hours', except that 206 series airplanes with the floatplane vertical stabilizer are to be inspected initially at 500 hours and at 500 hour intervals thereafter, accomplish the following: A) Remove stinger and fairing between the vertical and horizontal stabilizer. B) Visually inspect the aft fin spar attachment bolts for indications of looseness (i.e. cracked inspection putty or signs of working). C) If any indications of looseness of the bolt attachments are found during the inspection required by Paragraph B, prior to further flight, accomplish the following: 1) Remove and reinstall bolts one at a time while dye penetrant inspecting attachment holes for cracks. 2) Check attachment holes for excessive elongation. AN5 bolt holes can be redrilled for AN6 bolts and AN6 bolt holes can be redrilled for AN7 bolts. Acceptable limits for bolt holes are as follows: a) 0.313 to 0.319 inches for AN5 bolts b) 0.375 to 0.381 inches for AN6 bolts c) 0.437 to 0.444 inches for AN7 bolts If reaming does not remove all signsof bolt hole elongation, repair or replace damaged parts, as appropriate. 3) When reinstalling bolts use the following torque values: a) AN5 140-225 inch pounds b) AN6 190-390 inch pounds c) AN7 500-840 inch pounds Add washers as required to provide sufficient threads when torquing the bolts. D) Visually inspect the forward and aft vertical fin attachment structure for cracks and dye penetrant or equivalent inspect the following for cracks: 1) the lower inboard corner of each rudder cable cutout in the aft bulkhead. 2) the area in the aft bulkhead between the rudder cable cutout and the bulkhead flange. E) If cracks are found during the inspection required by Paragraph D, prior to further flight: 1) Replace complete aft bulkhead assembly. 2) Dye penetrant or equivalent inspect forward face of the front fin spar attach fitting for cracks from the top of the mount holes to one inch above same. If cracks are found, thefront fin spar attach fitting must be replaced. 3) Dye penetrant or equivalent inspect the front fin spar attach bulkhead attachment holes for cracks. If cracks are found, accomplish one of the following: a) Replace the bulkhead. b) Ream the bolt holes to the next larger size (AN6) in accordance with the tolerances set forth in Paragraph C(2) provided all evidence of cracks is removed. c) An FAA-approved equivalent repair. F) Install inspection putty on all nuts and bolts. G) Replace stinger and fairings. H) Equivalent methods of compliance with this AD must be approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. I) Report any discrepancies on a Malfunction or Defect Report, FAA Form 8330.2 (Form 1226). (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). Cessna Service Letter SE72-3, dated February 11, 1972, pertains to this subject. NOTE: It is recommended that the inspection required by this AD, be accomplished any time the airplane has been exposed to severe wind or gust conditions. This AD supersedes AD 71-21-1. Amendment 39-1423 became effective April 1, 1972. This Amendment 39-1988 becomes effective October 17, 1974.
2017-11-16: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Model PC-12/47E airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as an error within the flight management system caused by installing Primus APEX software Build 10 or 10.9, which could cause deviation from the correctly calculated barometric vertical navigation nominal glide path. We are issuing this AD to require actions to address the unsafe condition on these products.
2004-07-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Model Astra SPX and 1125 Westwind Astra series airplanes, that requires detailed inspections and resistance measurements of the starter generator electrical cables of both engines to detect damage, and replacement of the electrical cable and cable support if any damage is found. This amendment also requires eventual replacement of the cable support. This action is necessary to prevent chafing of the starter generator cable, which could result in electrical arcing in the vicinity of a fuel line, and possible fire or explosion. This action is intended to address the identified unsafe condition.
2025-11-04: The FAA is adopting a new airworthiness directive (AD) for all Israel Aircraft Industries Ltd. Model 1124 and 1124A airplanes. This AD was prompted by the need to ensure proper thrust reverser system status and function and to minimize the possibility of thrust reverser operation in flight or before landing. This AD requires revising the limitations and normal procedures sections of the existing airplane flight manual (AFM). The FAA is issuing this AD to address the unsafe condition on these products.
98-21-31: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A300 series airplanes. This action requires incorporating into the FAA-approved maintenance program certain torque values for installing certain nuts and bolts of the engine attachment fittings; and follow-on actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent cracking of the nuts and bolts of the engine attachment fittings due to overtorquing; such cracking could propagate and result in separation of the engine from the airplane.
92-14-06: 92-14-06 BRITISH AEROSPACE: Amendment 39-8288. Docket No. 92-NM-24-AD. Applicability: Model Viscount 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of elevator structural integrity and reduced controllability of the airplane, accomplish the following: (a) Within 60 days after the effective date of this AD, visually inspect the external surface of the left and right elevator lower skins for skin quilting, corrosion, and delamination, in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 196, dated March 1991. (b) As a result of the inspection required by paragraph (a) of this AD, accomplish the procedures specified in either paragraph (b)(1) or (b)(2) of this AD, as applicable, in accordance with British Aerospace Viscount Alert PTL 196, dated March 1991: (1) If no discrepancies are detected, apply water displacing fluid andanti-corrosion protective treatment to the inner surfaces of the elevator lower skins, and rebalance the elevators. (2) If any discrepancies are detected, prior to further flight, replace quilted, corroded, or delaminated skins with a single thickness skin; apply water displacing fluid and anti-corrosion protective treatment to the inner surfaces of the elevator lower skins; and rebalance the elevators. (c) Repeat the visual inspection of the elevator skins required by paragraph (a) of this AD, and inspect the condition of the corrosion protective treatment inside the elevators, at intervals not to exceed 850 hours time-in-service or 12 months, whichever occurs first. Replace any quilted, corroded, or delaminated skins, and renew any deteriorated corrosion protective treatment, prior to further flight, in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 196, dated March 1991. (d) An alternative method of compliance or adjustmentof 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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspection and replacement shall be done in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 196, dated March 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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. (g) This amendment becomes effective on August 20, 1992.
90-15-16: 90-15-16 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6666. Docket No. 90- CE-07-AD. Applicability: Models Jetstream 3101, and 3201 (Serial Numbers 757, 770 through 840, 842 through 847, 849, and 850) airplanes certificated in any category. Compliance: Required within the next 500 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent jamming of the cabin door in an emergency, accomplish the following: (a) Modify the cabin door structure as described in BAe Jetstream Alert Service Bulletin (ASB) 52-A-JM 7704 dated November 17, 1989. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B- 1000 Brussels, Belgium. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. All persons affected by this directive may obtain copies of the document referred to herein upon request to British Aerospace PLC, Manager, Product Support, Commercial Aircraft Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW, Scotland; Telephone (44-292) 79888; Facsimile (44-292) 79703; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041; Telephone (703) 435-9100; Facsimile (703) 435-2628; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6666, AD 90-15-16) becomes effective on September 11, 1990.
2001-24-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires an inspection of the wiring in the left-hand tunnel area of the forward cargo compartment for evidence of chafing, and repair, if necessary. The actions specified by this AD are intended to prevent such chafing, which could result in subsequent shorting to structure, and consequent smoke and possible fire in the airplane. This action is intended to address the identified unsafe condition.
2001-24-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires installation of a backup pressure regulating valve on the oil pump of the propeller control unit (PCU) on both engines. The actions specified by this AD are intended to prevent a build-up of oil pressure in the oil pump of the PCU should the existing valve fail. Such failure of the pressure regulating valve could lead to oil leaks, fracture of the pump, inability to maintain engine oil pressure, and inability to feather the propeller, with consequent reduced controllability of the aircraft. This action is intended to address the identified unsafe condition.
81-24-08: 81-24-08 GARRETT TURBINE ENGINE COMPANY (formerly the AiResearch Manufacturing Company of Arizona): Amendment 39-4248. Applies to all Model TFE 731-2, -3, -3R, -3A and -3B turbofan engines installed in aircraft certified in all categories equipped with turbine interstage transition ducts, Part No. 3071486-3, -4, -5, -6, or 3072318-1, (hereafter referred to as duct(s)). Compliance required as indicated, unless already accomplished. To prevent separation of the engine rear mount from the duct, accomplish the following: (a) Prior to the accumulation of 350 hours additional time in service from the effective date of this AD, determine from aircraft records or physical inspection whether or not the installed engine model number and serial number is included in the list of engines identified in paragraph 2.C. (Table 1) of Garrett Service Bulletin TFE 731-72-3159 dated April 23, 1981, hereafter referred to as Bulletin -3159. Comply with paragraph (b) or (c) of this AD, asapplicable. The engines listed had acceptable ducts installed during manufacture. (b) For the TFE 731 engines listed in paragraph 2.C. of Bulletin -3159, for which it can be ascertained that the duct has not been replaced since manufacture, prior to the accumulation of 1050 hours additional time in service from accomplishment of paragraph (a), determine the part number and serial number of the installed duct by inspection of the duct identification marking. (1) Determination that the installed duct, by specific part number and serial number, is one of the listed ducts in paragraph 2.D. of Bulletin -3159, constitutes terminating action for this AD. (2) All other part numbers 3071486-3, -4, -5, -6 and 3072318-1 ducts require accomplishment of paragraph (c)(2) of this AD prior to return to service. (c) Prior to return to service after accomplishment of paragraph (a) and with a determination that the installed TFE 731 engine is not one of those listed in paragraph 2.C. of Bulletin -3159, or is listed in paragraph 2.C. of Bulletin -3159 but the duct has been replaced or has an unknown history, determine the installed duct part number and serial number from aircraft records or inspection of the duct identification marking. (1) Determination that the installed duct, by specific part number and serial number, is one on the list of serviceable ducts in paragraph 2.D. of Bulletin -3159 constitutes terminating action for this AD. NOTE: The ducts listed in paragraph 2.D. of Bulletin -3159 have been radiographic (x-ray) inspected during the manufacturing process and may be continued in service with no further action required by this AD. (2) All other Part Numbers 3071486-3, -4, -5, -6, and 3072318-1 ducts must be replaced with a serviceable duct, or x-ray inspected in accordance with paragraph (d), or proof load inspected in accordance with paragraph (e), or modified by installing an aft mount auxiliary bracket in accordance with paragraph(f) of this AD, before the engine may be returned to service. (d) Radiographic (x-ray) inspect the electron beam weld attachment of all three engine rear mount clevises on each duct in accordance with instructions provided in Paragraph 2.D. of Bulletin -3159. (1) If the x-ray inspection of all three engine mount clevises is acceptable, reidentify the duct with identifier code of the x-ray facility and new part number as follows: Part Number 3072318-1 is reidentified as Part Number 3072318-3. Part Number 3071486-3 is reidentified as Part Number 3071486-7. Part Number 3071486-4 is reidentified as Part Number 3071486-8. Part Number 3071486-5 is reidentified as Part Number 3071486-9. Part Number 3071486-6 is reidentified as Part Number 3071486-10. (2) If the x-ray inspection of the three engine mount clevises reveals an unsatisfactory weld penetration at a position which is not used to mount the engine to the aircraft, the mount is to be destroyed by cutting through the unsatisfactory clevis mounting bolt hole and the duct reidentified. The bolt hole cut through and duct reidentification must be in accordance with Paragraph 2.F. of Bulletin -3159 as follows: Part Number 3072318-1 is reidentified as Part Number 3076070-1. Part Number 3071486-3 is reidentified as Part Number 3071486-11. Part Number 3071486-4 is reidentified as Part Number 3071486-12. Part Number 3071486-5 is reidentified as Part Number 3071486-13. Part Number 3071486-6 is reidentified as Part Number 3071486-14. (3) If the x-ray inspection of the three engine mount clevises reveals an unsatisfactory weld penetration at a position which is used to mount the engine to the aircraft, the duct must either be rejected or modified by incorporating an aft mount auxiliary bracket in accordance with paragraph (f) of this AD. All unsatisfactory engine mount clevises not used to mount the engine are to have those unsatisfactory clevis mounting bolt holes cut through inaccordance with Paragraph 2.F.(1) of Bulletin -3159. Reidentify ducts in accordance with paragraph (f) of this AD. (e) Inspect the electron beam weld attachment of all three engine rear mount clevises on the duct by performing a proof load inspection in accordance with instructions provided in Paragraph 2.E. of Bulletin -3159. (1) If the proof load inspection of all three engine mount clevises is acceptable, reidentify the duct by electrochemically etching "PL1" (0.0004 inch maximum depth) as a suffix to the existing duct part number. The duct may then be returned to service for a period not to exceed 1050 hours additional time in service, at which time either reinspect the duct by performing the proof load inspection again, or perform a radiographic (x- ray) inspection in accordance with Paragraph (d) of this AD, or modify the duct using the aft mount auxiliary bracket in accordance with Paragraph (f) of this AD, or replace with a serviceable duct. (2) If a second proof load inspection of all three engine mount clevises is acceptable, reidentify the duct by electrochemically etching "PL2" (0.0004 inch maximum depth) as a suffix to the existing duct part number. The duct may be returned to service for a second and final period not to exceed 1050 hours additional time in service. At or before the completion of this additional period of service, the duct must be either inspected by radiographic (x-ray) inspection in accordance with Paragraph (d) of this AD, or modified using the aft mount auxiliary bracket in accordance with Paragraph (f) of this AD, or replaced with a serviceable duct. "PL1" adjacent to the unchanged duct part number indicates the first successful accomplishment of the proof load inspection of all three engine mount clevises. "PL2" adjacent to "PL1" following the unchanged duct part number indicates the second successful accomplishment of the proof load inspection of all three engine mount clevises. (3) If the proof load inspection of the three engine mount clevises reveals an unsatisfactory weld penetration at a position which is not used to mount the engine to the aircraft, provided the engine mount clevis which is to be used for aircraft installation is found acceptable, the ducts are to be modified by cutting through the unacceptable mounting bolt hole of the engine mount clevis in accordance with paragraph 2.F.(1) of Bulletin - 3159. Ducts are to be reidentified by electrochemically etching a new part number thereon, (0.0004 inch maximum depth) as follows: Part Number 3072318-1 is reidentified as Part Number 3076070-1 PL1 Part Number 3071486-3 is reidentified as Part Number 3071486-11 PL1 Part Number 3071486-4 is reidentified as Part Number 3071486-12 PL1 Part Number 3071486-5 is reidentified as Part Number 3071486-13 PL1 Part Number 3071486-6 is reidentified as Part Number 3071486-14 PL1 The duct may be returned to service for a period not to exceed 1050 hours additional timein service, at which time the duct must be replaced with a serviceable duct, reinspected by a second proof load inspection (PL2), inspected by radiographic (x-ray) inspection in accordance with paragraph (d) of this AD, or modified using the auxiliary aft mount bracket, in accordance with paragraph (f) of this AD. (i) Ducts with a second satisfactory proof load inspection of the engine mount clevis used for aircraft installation are to be reidentified by electrochemically etching "PL2" as suffix to the previously reidentified duct part number, i.e., 3071486-14PL1 PL2. At or before a period not to exceed 1050 hours additional time in service after the second proof load inspection of the engine mount clevis the duct must be replaced with a serviceable duct, radiographic (x-ray) inspected in accordance with paragraph (d) of this AD, or modified using the aft mount auxiliary bracket, as allowed in paragraph (f) of this AD. (ii) Ducts which fail the second proof load inspection must comply with paragraph (d) or (f) of this AD or be removed from service. (4) If the proof load inspection of the three engine mount clevises reveals an unsatisfactory weld penetration at a position which is used to mount the engine to the aircraft on which it is to be installed, the duct may be modified by incorporating an aft mount auxiliary bracket in accordance with paragraph 2.B., omitting paragraph 2.B.(10), of Garrett Service Bulletin TFE 731-72-3170, dated April 23, 1981. Reidentify as designated in following paragraph. Engine mount clevises found to have unsatisfactory weld penetration at other positions not used to mount the engine are to have those unsatisfactory clevis mounting bolt holes cut through in accordance with paragraph 2.F.(1) of Bulletin -3159. Ducts modified by incorporating an aft mount auxiliary bracket after failing proof load inspection are to be reidentified by electrochemically etching (to a maximum depth of 0.0004 inch) the duct with the following part numbers: Old Part No. Auxiliary Bracket Location Looking forward along engine axis from the rear New Part No. 3071486-3/-4/-5/-6 Left 3073362-1 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Top 3073362-2 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Right 3073362-3 PL1 PL2 as applicable 3072318-1 Left 3073362-4 PL1 PL2 as applicable 3072318-1 Top 3073362-5 PL1 PL2 as applicable 3072318-1 Right 3073362-6 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Left and Top 3073362-7 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Top and Right 3073362-8 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Left and Right 3073362-9 PL1 PL2 as applicable 3071486-3/-4/-5/-6 Left, Top and Right 3073362-10 PL1 PL2 as applicable 3072318-1 Left and Top 3073362-11 PL1 PL2 as applicable 3072318-1 Top and Right 3073362-12 PL1 PL2 as applicable 3072318-1 Left and Right 3073362-13 PL1 PL2 as applicable 3072318-1 Left, Top and Right 3073362-14 PL1 PL2 as applicable The aft mount auxiliary bracket requires a longer rear engine mount bolt which is a new aircraft part. Therefore, each type aircraft will require an FAA approved service bulletin to complete the installation. If an FAA approved aircraft service bulletin is not available for the particular installation required, the duct must be returned to the engine manufacturer. (f) Modify the duct by installing an aft mount auxiliary bracket at the mount clevis position which is to be used to mount the engine to the aircraft in accordance with paragraph 2.B. of Garrett Service Bulletin TFE 731-72-3170 dated April 23, 1981. The aft mount auxiliary bracket requires a longer rear engine mount bolt which is a new aircraft part. Therefore, each type aircraft will require an FAA approved service bulletin to complete the installation. If an approved aircraft service bulletin is not available for the particular installation required, the duct must be returned to the engine manufacturer. Ducts which are modified by incorporating this aft mount auxiliary bracket may not have the bracket removed and be returned to service unless the radiographic (x-ray) inspection of all three engine mount clevises in accordance with paragraph (d)(1) of this AD is performed and the weld penetration of all three clevises is found to be satisfactory. If the x-ray inspection of all three engine mount clevises is acceptable, reidentify the duct with identifier code of the x-ray facility and new part number as provided for in paragraph 2.D.(4) of Bulletin -3159. NOTE: Ducts with an engine mount clevis found to have improper weld penetration or which have had any clevis cut through in accordance with paragraph 2.F. of Bulletin -3159 may be returned to the engine manufacturer. The duct may be returned to service when it is determined to be serviceable. Special flight permits may be issued in accordance with FAR 21.197 and21.199 to operate airplanes to a base for the accomplishment of inspections or modifications required by this AD. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western-Pacific Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 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 Garrett Turbine Engine Company, P.O. Box 5217, Phoenix, Arizona 85010. These documents may also be examined at FAA Western-Pacific Region Office, Rules Docket in Room 6W14, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, Rules Docket in Room 916, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historicalfile on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western-Pacific Region Office. This amendment becomes effective January 6, 1982.
92-26-05: 92-26-05 BRITISH AEROSPACE: Amendment 39-8432. Docket No. 92-NM-72-AD. Applicability: Model ATP series airplanes, serial numbers 2001 through 2044, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 30 days after the effective date of this AD, perform a one-time functional inspection to detect tightness or seizure of the nose wheel steering quadrant pivot and the upper steering control toggle link assembly, in accordance with British Aerospace Service Bulletin ATP-32-37, dated February 14, 1992. (1) If the quadrant pivot/upper toggle link attachment bolt can be turned freely, in accordance with paragraph 2.A.(1) through 2.A.(8) of the Service Bulletin, no further action is necessary. (2) If the quadrant pivot/upper toggle link attachment bolt is still tight, prior to further flight, if possible, remove and replace the bolt, in accordance with paragraphs 2.A.(9) and 2.A.(8) of the Service Bulletin. After this procedure, if the bolt turns freely, no further action is necessary. (3) If the quadrant pivot/upper toggle link attachment bolt is found to be seized and cannot be removed, prior to further flight, check to see if the upper toggle link is free to rotate about the bolt, in accordance with paragraphs 2.A.(10) through 2.A.(12) of the Service Bulletin. (i) If the upper toggle link is free to rotate about the bolt, prior to the accumulation of 50 landings after the functional inspection required by this AD, accomplish paragraph (a)(4) of this AD. (ii) If the upper toggle link is not free to rotate about the bolt, prior to further flight, accomplish paragraph (a)(4) of this AD. (4) If the upper toggle link has been checked in accordance with paragraph (a)(3)(i) or (a)(3)(ii) of this AD, repair the quadrant pivot/upper toggle link and bolt assembly, visually inspect the support channels/structure for deformation or cracks, and repair or replace any deformed or cracked structure, in accordance with paragraph 2.B. of the Service Bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections, repair, and replacement shall be done in accordance with British Aerospace Service Bulletin ATP-32-37, dated February 14, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 1, 1993.
2017-11-11: We are adopting a new airworthiness directive (AD) for NavWorx, Inc. (NavWorx), Automatic Dependent Surveillance Broadcast (ADS-B) Universal Access Transceiver Units (unit). This AD requires removing, disabling, or modifying the ADS-B unit. This AD was prompted by a design change that results in the unit communicating unreliable position information. The actions in this AD are intended to address an unsafe condition on these products.
70-12-10: 70-12-10 DORNIER, AG: Amdt. 39-1005. Applies to Model DO-28D-1 airplanes with Serial Numbers 0401, and 4002 through 4039. To prevent disconnection of the right hand elevator trim tab system, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, replace washer P/N MS20002-C5 on the right hand elevator trim tab actuator bellcrank with a larger washer P/N 28.01.303 -111.43 in accordance with Dornier Alert Service Bulletin A024-1303, dated 23 February 1970, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective June 11, 1970.
2001-17-28 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that currently requires a one-time inspection to detect abrasion damage and installation discrepancies of the wire bundles located below the P37 panel, corrective action if necessary, relocating the wire support standoff, and installing protective sleeving over the wire bundles. This amendment removes the requirements to relocate the wire support standoff and install the protective sleeving, and revises the applicability by removing certain airplanes. The actions specified in this AD are intended to detect and correct such abrasion damage and installation discrepancies, which could result in arcing to structure and consequent fire or loss of function of affected systems. \n\n\tThe incorporation by reference of certain publications listed in the regulations, is approved by the Director of the Federal Register as of December 11, 2001.\n\n\tThe incorporation by reference of certain other publications listed in the regulations was approved previously by the Director of the Federal Register as of September 13, 2001 (66 FR 45579, August 29, 2001).\n\n\tComments for inclusion in the Rules Docket must be received on or before January 25, 2002.
2001-23-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Aeromot-Industria Mecanico Metalurgica Itda. (Aeromot) Models AMT-100 and AMT-200 powered sailplanes. This AD requires you to inspect (one-time) the main landing gear lever and elevator control rod for interference, warping, or incorrect gaps; and requires you to reconfigure or replace discrepant parts. This AD also requires you to report to the Federal Aviation Administration (FAA) any instances of interference, warping, or incorrect gaps. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Brazil. The actions specified by this AD are intended to detect and correct bending or warping in the main landing gear lever before it interferes with the elevator control rod. Such interference could result in the elevator control becoming jammed with consequent loss of control of the powered sailplane.