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87-10-01: 87-10-01 PRATT & WHITNEY CANADA: Amendment 39-5959. Final copy of priority letter AD. Applies to Pratt & Whitney Canada (PWC) JT15D-1, -1A, -1B, -4, -4B, and -4D turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of certain fan blades, accomplish the following within the next 15 calendar days or within the next 25 hours time in service from the effective date of this AD, whichever occurs first, and thereafter prior to the installation of any non-inspected fan blades: (a) Visually inspect the fan blade root fillet radius, including the area on the airfoil one-half inch above the radius runout, for surface finish in accordance with the accomplishment instructions of PWC Service Bulletin (SB) Number 7257, Revision Number 2, dated July 2, 1987. NOTE: Prior compliance with the accomplishment instructions of PWC SB Number 7257, dated April 23, 1987, is an equivalent means of compliance. (b) Remove from service, fan blades which exhibit machining striations and replace with a serviceable part, prior to further flight. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (e) Upon submission of substantiating data by an owner or operator, through an FAA airworthiness inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. PWC SB Number 7257, Revision Number 2, dated July 2, 1987, identified and described in this document is incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive whohave not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney Canada, Box 10, Longueuil, Quebec, Canada J4K 4X9. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 87-ANE-15, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5959, becomes effective July 15, 1988, as to all persons except those persons to whom it was made immediately effective by priority letter AD Number 87-10-01, issued May 7, 1987, which contained this amendment.
2019-14-11: The FAA is adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Model DA 42 NG and Model DA 42 M-NG 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 unsafe condition in the MCAI is insufficient clearance of the gust lock mounts on the pilot side rudder pedals. The FAA is issuing this AD to address the unsafe condition on these products.
87-23-05 R1: 87-23-05 R1 PRATT & WHITNEY: Amendment 39-5755 as revised by Amendment 39-6296. Applicability: Pratt & Whitney (PW) JT9D-7R4D, -7R4D1, -7R4E, -7R4E1, -7R4E4, -7R4G2, and -7R4H1 series turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent fan blade fragment penetration of the fan case assembly, accomplish the following prior to December 31, 1990: (a) Modify and reidentify JT9D-7R4G2 series turbofan engines in accordance with PW Service Bulletin (SB) JT9-7R4-72-311, Revision 3, dated February 19, 1988, as follows: (1) Modify fan case assembly by installing shield, Part Number (P/N) 802094. (2) Modify outer front fan exit case assembly (fan exit case and vane assembly), by installing ring segments, P/N 803264-01, 803265-01, and 802448. (3) Reidentify the modified fan case assembly, outer front fan exit case assembly, and the fan exit case and vane assembly. (b) Modify and reidentify JT9D-7R4D, -7R4D1, -7R4E, -7R4E1, -7R4E4, and -7R4H1 series turbofan engines in accordance with PW SB JT9D-7R4-72-312, Revision 5, dated March 31, 1989, as follows: (1) Modify fan case assembly by installing shield, P/N 802095, on engines with steel fan case assemblies and shield, P/N 802096, on engines with titanium fan case assemblies. (2) Modify outer front fan exit case assembly, or detail of fan exit case and vane assembly, and install ring segments, P/N 803261-01, 803262-01, and 802447. (3) Reidentify the modified fan case assembly, the outer front fan exit case assembly, and the fan exit case and vane assembly. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, submitted through an FAA Airworthiness Inspector, may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803. The modification and reidentification of the fan case assembly, outer front fan exit case assembly, and the fan exit case and vane assembly shall be done in accordance with PW SB JT9D-7R4-72-311, Revision 3, dated February 19, 1988 [pages 1, 7, 9-12, 17, 21, and 24, Revision 3, dated February 19, 1988; pages 2-6, 8, 13-16, 18-20, 22, and 23, Revision 2, dated August 19, 1987]; or PW SB JT9D-7R4-72-312, Revision 5, dated March 31, 1989 [pages 1, 3, 7-18, Revision 5, dated March 31, 1989; page 2, Revision 2, dated June 26, 1987; page 4, Revision 5, dated February 9, 1987; and page 6, Original issue, dated January 19, 1987]. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Pratt & Whitney, Publications Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6296, AD 87-23-05 R1) becomes effective on March 23, 1990.
2019-15-05: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-AE3, Trent 1000- CE3, Trent 1000-D3, Trent 1000-G3, Trent 1000-H3, Trent 1000-J3, Trent 1000-K3, Trent 1000-L3, Trent 1000-M3, Trent 1000-N3, Trent 1000-P3, Trent 1000-Q3 and Trent 1000-R3 engines. This AD requires removal of the affected high-pressure turbine (HPT) disk front cover plate before reaching its new life limit. This AD was prompted by a recent analysis that determined the HPT disk front cover plate may have a safe life below its declared life limit. The FAA is issuing this AD to address the unsafe condition on these products.
95-25-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes. This action requires inspection(s) to detect cracks of the fuselage-mounted half of hinge assemblies of the small cargo door, and replacement of any cracked hinge assembly with a new hinge assembly. This amendment is prompted by a report that the hinges of the small cargo door on these airplanes are made of a material that is sensitive to stress corrosion cracking. The actions specified in this AD are intended to prevent failure of the hinges of the small cargo door due to stress corrosion cracking, which could result in opening and/or separation of the door while the airplane is in flight, and resultant rapid decompression and/or structural damage to the airplane.
2007-01-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires inspecting for fouling and chafing damage of the outboard brake control cable of the main landing gear, replacing the control cable if necessary, reworking the control cable cover, and, if applicable, manufacturing/installing an offset plate on the control cable cover. This AD results from a review of brake control cable operation conducted by the manufacturer. We are issuing this AD to prevent abrasion and wear of the outboard brake control cable, which could lead to cable separation and reduced control of airplane braking.
97-06-13: 97-06-13 ROLLS-ROYCE PLC: Amendment 39-9970. Docket 97-ANE-09. Applicability: Rolls-Royce plc (R-R) RB.211 Trent 800 series turbofan engines, installed on but not limited to Boeing 777 series aircraft. Note 1: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines 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 (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this 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 loss of oil, that could cause an engine fire, and inflight engine shutdowns and airplane diversions caused by oil loss and from bearing failures, accomplish the following: (a) Inspect angle drive upper shroud tubes as follows: (1) Within 50 CIS after the effective date of this AD, visually inspect and measure the frettage and fluorescent penetrant inspect (FPI) for cracks the angle drive upper shroud tubes in accordance with R-R Service SB No. RB.211-72-C089, Revision 1, dated January 24, 1997. (2) Thereafter, at intervals not to exceed 50 CIS since last inspection, visually inspect and measure the frettage and FPI for cracks the angled drive upper shroud tubes, in accordance with R-R SB No. RB.211-72-C089, Revision 1, dated January 24, 1997. (3) Prior to further flight, remove from service angled drive upper shroud tubes that exhibit frettage measured in excess of 0.020 inches, or any cracks, and replace with serviceable parts. (4) Installation of an improved angled drive upper shroud tube with a lower splitter fairing with revised sealing in accordance with R-R SB No. RB.211-72-C114, dated February 6, 1997, constitutes terminating action to the inspection requirements of paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (5) Prior to initiation of ETOPS, or prior to September 30, 1997, whichever occurs first, install an improved angled drive upper shroud tube with a lower splitter fairing with revised sealing in accordance with R-R SB No. RB.211-72-C114, dated February 6, 1997. (b) Inspect the intermediate gearbox housing (IGH) and external gearbox lower bevel box (LBB) housing as follows: (1) Within 5 CIS after the effective date of this AD, perform an initial visual inspection of the IGH and LBB housing for cracks, in accordance with R-R Mandatory SB No. RB.211-72-C129, Revision 2, dated March 21, 1997. (2) Within 10 CIS after the effective date of this AD, perform an initial FPI of the IGH for cracks, in accordance with R-R Mandatory SB No. RB.211-72-C129, Revision 2, dated March 21, 1997. (3) Thereafter, at intervals not to exceed 5 CIS since last visual inspection, visually inspect the IGH and LBB housing for cracks, and at intervals not to exceed 10 CIS since last FPI, FPI the IGH, in accordance with R-R Mandatory SB No. RB.211-72-C129, Revision 2, dated March 21, 1997. (4) Within 10 CIS after the effective date of this AD, perform an FPI of the IGH for porosity in accordance with R-R Mandatory SB No. RB.211-72-C129, Revision 2, dated March 21, 1997. (5) Within the next 5 CIS, remove from service IGHs that exhibit porosity levels in excess of the acceptable criteria listed in the SB and replace with serviceable parts. (6) Prior to further flight, remove from service cracked IGHs and LLB housings and replace with serviceable parts. (c) Inspect the master magnetic chip detector as follows: (1) Within 100 hours time in service (TIS) after the effective date of this AD, perform an initial inspection of the master magnetic chip detector in accordance with Mandatory SB No. RB.211-79-C093, Revision 1, February 28, 1997. (2) Thereafter, at intervals not less than 60 hours TIS and not greater than 130 hours TIS since last inspection, perform repetitive inspections of the master magnetic chip detector in accordance with Mandatory SB No. RB.211-79-C093, Revision 1, dated February 28, 1997. (d) 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the EngineCertification Office. (e) 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 aircraft to a location where the inspection requirements of this AD can be accomplished. (f) The actions required by this AD shall be performed in accordance with the following R-R service documents: Document No. Pages Revision Date SB No. RB.211- 72-C089 1-3 1 January 24, 1997 Total pages: 3. SB No. RB.211- 72-C129 1-3 2 March 21, 1997 4-6 1 March 7, 1997 7 2 March 21, 1997 Total pages: 7. SB No. RB.211- 72-C114 1-48 Original February 6, 1997 Supplement 1-4 Original February 6, 1997 Total pages: 52. SB No. RB.211- 79-C093 1,2 1 February 28, 1997 Total pages: 2. 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 Rolls-Royce North America, Inc., 2001 South Tibbs Ave., Indianapolis, IN 46241; telephone (317) 230-3995, fax (317) 230-4743. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 15, 1997.
82-26-04: 82-26-04 DORNIER: Amendment 39-4518. Applies to Model DO28D-1 (Serial Nos. 4036, 4037, 4050, 4055 through 4058, 4303, 4308 through 4318, 4321 through 4325, 4331 and 4332) airplanes, certificated in any category, when equipped with ARC PA-500A autopilot actuators. COMPLIANCE: Required as indicated, unless already accomplished. To prevent restriction of control movement due to jamming of the ARC PA-500A actuator gear train, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 100 hours time-in-service, inspect the ARC PA-500A actuator in accordance with Dornier Service Bulletin No. 1069-2820, dated May 27, 1980, which incorporates ARC Field Engineering Service Bulletin No. 181. Prior to further flight correct any unsafe condition noted by adjustment or replacement of parts as necessary. (b) Within 12 months after the effective date of this AD, modify the ARC Model PA-500A actuator(s) in accordance with Dornier Service Bulletin No. 1069-2820, dated May 27, 1980, which incorporates ARC Field Engineering Service Bulletin No. 181. (c) The inspections required by paragraph (a) of this AD may be discontinued when the modifications required in paragraph (b) of this AD have been accomplished. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) The intervals between repetitive inspections required by this AD may be adjusted up to 10 hours time-in-service to allow them to be accomplished concurrent with other scheduled maintenance on the airplane. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective on December 27, 1982.
97-15-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes (formerly referred to as Beech Models 1900, 1900C, and 1900D airplanes). This action requires installing lubrication fittings in the airstair door handle and latch housing mechanisms. The AD results from reports of the airstair door not opening because the door was frozen shut. The actions specified by this AD are intended to prevent moisture from accumulating and freezing in the airstair door handle and latch housing, which could result in the door freezing shut and passengers not being able to evacuate the airplane in an emergency situation.
2007-01-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100B SUD, 747-200B, 747-300, 747-400, 747- 400D, and 747SP series airplanes. This AD requires repetitive inspections for cracking of the crease beam and adjacent intercostals, stringers, frames, and skin panels; and related investigative and corrective actions if cracking is found. This AD results from a report indicating that an operator discovered crease beam cracking on two Model 747 airplanes. We are issuing this AD to detect and correct cracking of the crease beam and adjacent structure, which could become large and result in in-flight depressurization and inability of the airframe structure to sustain flight loads.
2007-02-11: We are adopting a new airworthiness directive (AD) to supersede AD 2002-21-11, which applies to certain EXTRA Flugzeugbau GmbH (EXTRA) Model EA-300S airplanes. AD 2002-21-11 currently requires you to inspect, using a fluorescent dye check penetrant method, the upper longeron at the horizontal stabilizer attachment for cracks, repair any cracks found, and modify the horizontal stabilizer. That AD also requires a limit on operation to the Normal category until the initial inspection and modification on airplanes with less than 200 hours time-in-service is done. Since we issued AD 2002-21-11, cracks have been found on Models EA-300L and EA-300/200 airplanes. Consequently, this AD adds airplanes to the Applicability section and requires you to inspect and modify the upper longeron at the horizontal stabilizer attachment. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect, correct, and prevent cracks in the upper longeron at the horizontal stabilizer attachment, which could result in structural failure of the aft fuselage. This failure could lead to loss of control.
84-08-05 R1: 84-08-05 R1 BOEING: Amendment 39-4852 as amended by Amendment 39-4889. Applies to Boeing Model 727-100 airplanes modified to install a Performance Data Computer under STC SA1602NM. To preclude the loss of airspeed information due to conditions related to the pitot- static system, accomplish the following no later than November 5, 1984, unless already accomplished. \n\n\tA)\tConnect the first and second pilots' flight instruments to the appropriate pitot-static systems to conform with Civil Air Regulations (CAR) 4b.612 using a means approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB)\tPerform a leak check of the pitot-static system in accordance with Federal Aviation Regulations (FAR) Part 91.170. \n\n\tC)\tPerform a functional test of the air data system. \n\n\tD)\tPerform a functional check of the pitot heat system. \n\n\tE)\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\tAmendment 39-4852 became effective May 7, 1984. \n\tThis Amendment 39-4889 becomes effective August 1, 1984.
2019-14-01: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) TAY 650-15 and TAY 651-54 turbofan engines with low-pressure compressor (LPC) fan blade module M01300AA or M01300AB, installed. This AD was prompted by reports of LPC fan blade retention lug fractures on engines with a high number of dry- film lubrication (DFL) treatments. This AD requires determining the number of DFL treatments applied on each LPC fan blade, and removing from service and replacing the affected LPC fan blades if the DFL treatment limit is exceeded. The FAA is issuing this AD to address the unsafe condition on these products.
46-38-03: 46-38-03 ERCO: (Was Mandatory Note 7 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft Serial Numbers 345 to 2134, Inclusive. To be accomplished prior to November 15, 1946. In order to prevent possible fuel system failures, the dural elbow fitting AN 914-2D between the fuel filter and the carburetor should be replaced with elbow fitting AN 914-2. (Erco Service Bulletin No. 12 dated July 11, 1946, covers this same subject.)
85-04-02: 85-04-02 BOEING: Amendment 39-5007. Applies to the Model 767-200 series airplanes certificated in all categories. Compliance is required as indicated unless previously accomplished. To prevent fuel boost pump seizures in flight, as a result of operation with cold fuel, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, install a cockpit placard which limits fuel tank temperature to -37 degrees C (-35 degrees F), in accordance with Boeing Service Bulletin 767-28-14 dated June 20, 1984, or later FAA approved revision. \n\n\tB.\tWithin one year after the effective date of this AD, replace at least one fuel boost pump in each main fuel tank and at least one fuel boost pump in each center auxiliary fuel tank (if activated) with an improved boost pump, in accordance with Boeing Service Bulletin 767-28-14 dated June 20, 1984, or later FAA approved revision. \n\n\tC.\tWithin two years after the effective date of this AD, replace all unimproved fuel boost pumps in each main tank and all unimproved fuel boost pumps in each center auxiliary tank (if activated) with improved fuel boost pumps, in accordance with Boeing Service Bulletin 767- 28-14 dated June 20, 1984, or later FAA approved revision. \n\n\tD.\tThe fuel temperature limitation and cockpit placard required by paragraph A., above, may be removed after at least one improved fuel boost pump is installed in each tank location required by paragraph B., above. \n\n\tNOTE: The center auxiliary fuel tank boost pumps need not be replaced on airplanes with deactivated center auxiliary fuel tanks (i.e., those not able to be fueled); however, this deviation must be recorded in the permanent aircraft records. All center auxiliary fuel tank boost pumps must be replaced with the improved boost pumps identified in Boeing Service Bulletin 767-28-14 prior to activation of the center auxiliary fuel tank. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used whenapproved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThis amendment becomes effective March 28, 1985.
63-13-03: 63-13-03 HARTZELL: Amdt. 577 Part 507 Federal Register June 22, 1963. Applies to Models HC-93Z30-2/10152-5 1/2, HC-B3Z30-2/ 10152-5 1/2, and HC-B3Z30-2/10160-6 Propellers Installed on Pratt and Whitney R-985 Engines. Compliance Required as indicated. To preclude propeller blade slippage and blade shank failures, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, on blades with less than 1,975 hours' total time in service that have not been previously indexed in the manner described in (e)(4), accomplish the following: (1) By means of a portable propeller blade protractor, measure the angle of each blade on the propeller at the 30-inch radius station, when each is set in a true horizontal position. (2) Should the relative blade angle between each blade of a given propeller differ by more than 1 degree ( a tolerance of + 1/2 degree is permissible) from each of the other blades, inspections in accordance with(e) shall be accomplished before further flight, regardless of propeller total time in service. However, if the blades are set within acceptable limits, they shall be indexed in accordance with (e) (4), and shall be inspected and reworked in accordance with (e) before the accumulation of 2,000 hours' total time in service. (b) Blades with less than 1,975 hours' total time in service that have been previously indexed in the manner described in (e)(4) shall be inspected and reworked in accordance with (e) before the accumulation of 2,000 hours' time in service. (c) Blades with 1,975 hours' or more total time in service on the effective date of this AD, shall be inspected and reworked within 25 hours' time in service after the effective date of this AD in accordance with (e). (d) Blades for which the total time in service cannot be determined shall be inspected and reworked in accordance with (e) within 25 hours' time in service after the effective date of this AD. (e)The inspection and rework shall be accomplished as follows: (1) Inspect for cracks, the blade and blade shank by a dye penetrant method, and the hub by a magnetic particle process, in accordance with instructions outlined in Hartzell Overhaul Manual No. 114, and Hartzell Service Bulletin No. 83. Remove cracked blades from service before further flight. (2) Shot peen the blade shank and hub per instructions and specifications in Hartzell Service Bulletin No. 83. (Not applicable to the HC-93Z30 hub.) (3) The blades of the propellers shall be checked for proper blade clamp clearances, and the blade angles set up as outlined in Hartzell Service Bulletin No. 69 and Overhaul Manual No. 114. (4) The blades and clamps shall be indexed with red plastic tape as indicated in Hartzell Service Bulletin No. 69, Supplement No. 1. During the routine preflight inspections this provides a method for visual inspection of any blade slippage in the blade clamps. (Hartzell Service Bulletins Nos. 69 dated September 16, 1959, Supplement No. 1 dated September 19, 1962, 83 dated October 18, 1962, cover this subject, and Hartzell Manuals Nos. 104A and 114 also apply, including all supplements thereto of the preceding releases.) This directive effective July 23, 1963.
98-22-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all CASA Model C-212 series airplanes, that currently requires replacement of the cover of the power control quadrant pedestal with a cover that incorporates slot protection. This amendment requires repetitive inspections for deterioration or damage of the slot protection installed in the cover of the power control quadrant pedestal. This amendment also requires eventual modification of the cover, which constitutes terminating action for the repetitive inspections. 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 deterioration of the slot protection installed in the cover of the power control quadrant pedestal, which could allow foreign objects to jam or interfere with the power or trim control system and result in reduced controllability of the airplane.
2019-13-02: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 airplanes. This AD was prompted by reports of cracking in the lower lobe skin panel assemblies of the fuselage and an evaluation by the design approval holder (DAH) indicating that these assemblies are subject to widespread fatigue damage (WFD). This AD requires replacement of lower lobe skin panel assemblies, detailed inspections for scribe lines, and applicable on- \n\n((Page 34770)) \n\ncondition actions. The FAA is issuing this AD to address the unsafe condition on these products.
98-04-49: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A320-111, -211, -212, -214, -231, -232, and -233 series airplanes, that requires repetitive ultrasonic inspections to detect fatigue cracking in the wing/fuselage joint cruciform fittings, 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 fatigue cracks on the wing/fuselage joint cruciform fittings, which could result in reduced structural integrity of the wing/fuselage.
87-22-02 R1: 87-22-02 R1 SOCATA: Amendment 39-5756 as revised by Amendment 39-6436. Applicability: Models TB 10, TB 20, and TB 21 (Serial Numbers 1 through 795 inclusive) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent structural failure of the horizontal stabilizer/elevator attachment and loss of pitch control, accomplish the following: (a) Upon the accumulation of 700 hours total time-in-service (TIS) or within the next 25 hours TIS, whichever comes later, unless previously accomplished per AD 87-22-02 (unrevised), visually inspect for cracks on the forward and aft surface of fuselage frame Number 9 (Socata P/N TB 10.21.010.102) in the area of the hinge and attachment fittings of the horizontal stabilizer/elevator. If the existence of a crack is uncertain, remove the horizontal stabilizer and attachment fittings and perform a dye penetrant inspection of the area. (1) If no cracks are found as a result of the inspection in paragraph (a) above, repeat the inspection at intervals not to exceed 100 hours TIS thereafter. (2) If cracks are found as a result of any of the above inspections, prior to further flight replace the cracked fuselage frame Number 9 with a new serviceable part. (b) The repetitive inspections specified in paragraph (a)(1) of this AD may be suspended for a period not to exceed 700 hours TIS after the repairs specified in paragraph (a)(2) have been accomplished. (c) If Modification No. 70, specified in SOCATA Service Bulletin No. 35/1, dated December 1987, has been installed on the airplane, and if no crack existed in the fuselage frame when Modification No. 70 was installed, then the repetitive inspections specified in paragraph (a)(1) are no longer required. (d) Airplanes may be flown in accordance with Section 21.197 of the FAR to a location where these inspections may be performed. Once any crack is detected on fuselage frame Number 9,no further flight is authorized until repairs are completed. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. 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 Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Product Support Manager, SOCATA-Groupe Aerospatiale, U.S. Marketing and Product Support, 2701 Forum Drive, Grand Prairie, Texas 75053; Telephone (214) 641-3614; or SOCATA-Groupe Aerospatiale, B.P. 38, 65001 Tarbes, France; Telephone 62 51 7300; or may examine these documents at the FAA, CentralRegion, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-22-02, Amendment 39-5756. This amendment (39-6436, AD 87-22-02 R1) becomes effective on February 26, 1990.
2000-23-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B16 (CL-604) series airplanes. This action requires, among other actions, a general visual inspection to detect gaps between the vane bracket(s) and the adjacent skin; corrective actions, if necessary; and replacement of the six flap vane actuator beams with new beams. This action is necessary to detect and correct corrosion of the inboard flap actuator beam assembly and gaps between the vane brackets and adjacent skin, which could compromise the structural integrity of the flap systems and reduce the controllability of the airplane in the event that a flap vane actuator or a flap vane bracket fails during flight. This action is intended to address the identified unsafe condition.
87-04-20: 87-04-20 PARTENAVIA: Amendment 39-5547. Applies to certain Partenavia Models P-68, P-68B, P-68C, P-68C-TC, P68 "OBSERVER" and P68TC "OBSERVER" (Serial Numbers (S/N) 1 to 340 inclusive) airplanes equipped with photogrammetric hatch, certificated in any category. Compliance: Required within 50 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To preclude possible loss of braking and/or loss of aileron control, accomplish the following: (a) For airplanes with Serial Numbers (S/N) 1 to 298 inclusive, visually inspect the aileron control cable to the right side of the photogrammetric hatch for interference with the brake oil line in accordance with steps 1 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of Partenavia Service Bulletin (S/B) No. 68 dated January 31, 1986 (referred to hereafter as S/B NO. 68). (1) If no discrepancy is found, return the airplane to service. (2) If a discrepancy is found, prior to furtherflight, accomplish the following: (i) Replace damaged oil tube. Carefully inspect and, if necessary, replace the aileron control cable. (ii) To prevent further interference between the brake oil lines and the aileron control cable, install a clamp (MS 21919-DG9) as shown in figure 2 on page 3/3 of S/B No. 68. (iii) Visually check that the clamp is properly installed and the interference is no longer present. (iv) Return the airplane to service. (b) For airplanes with S/N 299 to 340 inclusive: (1) Remove carpeting from around the photogrammetric hatch. (2) Cut a rectangular inspection hole 3.35 inches by 2.35 inches (85 x 60mm) in accordance with figures 1 and 2 on page 3/3 of S/B No. 68. (3) Manufacture a rectangular cover plate for the above inspection hole in accordance with figure 2 on page 3/3 of S/B No. 68. (4) Visually inspect the aileron cable to the right of the photogrammetric hatch for interference with the brake oilline in accordance with steps 3 through 6 of Part 1A, "INSPECTION INSTRUCTIONS" of S/B No. 68. (i) If no discrepancy is found, return the airplane to service. (ii) If a discrepancy is found, prior to further flight, accomplish paragraph (a)(2) of this AD. (c) For all aircraft having clamp (P/N MS 21919-DG9) installed on the brake oil line in accordance with Part II, "Repair Instructions" of Partenavia S/B No. 68 dated January 31, 1986, no further action is necessary. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche S.p.A., Via Cava, 80026 Casoria (Naples), Italy; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 16, 1987.
89-08-09: 89-08-09 BOEING: Amendment 39-6188. \n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 76A2074 dated January 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for uncommanded thrust operation due to engine control cable rupture, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, inspect control cable pulley bracket assemblies of the outboard engines located at Inboard Leading Edge Station (ILES) 1116 for proper installation and wear, and attach decals, in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-76A2074, dated January 19, 1989. \n\n\tB.\tIf the installation is incorrect, prior to further flight, remove and install the pulley bracket in the correct position; and/or if parts are found to be worn, prior to further flight, replace worn parts; in accordance with theaccomplishment instructions of Boeing Service Bulletin 747-76A2074. \n\n\tC.\tReport any incorrect pulley bracket installations detected during the inspections required by paragraph A., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after the completion of the inspection. \n\n\tD.\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\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, Seattle Aircraft Certification Office. \n\n\tE.\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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6188, AD 89-08-09) becomes effective on April 24, 1989.
2019-12-11: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports indicating there is a possibility of excessive error in the signal generated by the angle of attack (AOA) transducer. This AD requires replacing certain AOA transducers. The FAA is issuing this AD to address the unsafe condition on these products.
2006-12-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 series airplanes. This AD requires inspecting the support bracket of the crew oxygen cylinder installation to determine the manufacturing date marked on the support, and performing corrective action if necessary. This AD results from a report indicating that certain oxygen cylinder supports may not have been properly heat-treated. We are issuing this AD to prevent failure of the oxygen cylinder support under the most critical flight load conditions, which could cause the oxygen cylinder to come loose and leak oxygen. Leakage of oxygen could result in oxygen being unavailable for the flightcrew or could result in a fire hazard in the vicinity of the leakage.