Results
83-02-02: 83-02-02 DEHAVILLAND: Amendment 39-4553. Applies to DHC-6 Models 1, 100, 200, and 300 (all serial numbers) airplanes certificated in any category. COMPLIANCE: Required on or before May 1, 1983, unless already accomplished. To prevent catastrophic failure of the wing, wing carry through, and attaching structure, accomplish the following: a) Modify and replace the structural components listed in DeHavilland Structural Components Service Life Limits Manual PSM 1-6-11, Revision 2, approved by DOT Canada August 29, 1978 in accordance with the respective schedules listed therein. b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. c) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, ANE- I70, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective on February 4, 1983.
99-21-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319-131, A320-232 and -233, and A321-131 and -231 series airplanes, that requires replacement of all titanium thrust links with steel thrust links. 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 failure of the titanium thrust links due to the life limit of the thrust links, which in combination with other failures, could result in the separation of an engine from the airplane.
90-16-01: 90-16-01 AIRBUS INDUSTRIE: Amendment 39-6680. Docket No. 90-NM-62-AD. Applicability: Model A300 series airplanes, serial numbers up to and including 253, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent malfunction of the main landing gear in the free fall mode, accomplish the following: A. Within 100 landings after November 27, 1989 (the effective date of AD 89-23-01), inspect both main landing gears (MLG) for defective uplock control bellcrank support bearings, Part Number (P/N) 8116-16 in accordance with All Operators Telex (AOT) 32/88/02, dated December 14, 1988. If a defective bearing is found, replace it with a serviceable bearing prior to further flight. B. Replace both MLG uplock control bellcrank support bearings, P/N 8116-16, with new sealed bearings, P/N 8106-16, in accordance with Airbus Industrie Service Bulletin A300-32- 395, dated November 30, 1989, as follows: 1. Within 30 months after the effective date of this AD, if bearings, P/N 8116-16, were replaced at the time of accomplishing paragraph A., above. 2. Within 15 months after the effective date of this AD, if bearings, P/N 8116-16 were not replaced at the time of accomplishing paragraph A., above. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 89-23-01, Amendment 39-6366. This amendment (39-6680, AD 90-16-01) becomes effective on August 31, 1990.
98-03-01: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere Falcon 200 series airplanes, that requires reducing the life limit of the polyurethane foam used in the fuselage fuel tanks. 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 ensure replacement of the polyurethane foam in the fuselage fuel tanks when it has reached its maximum life limit; polyurethane foam that is not replaced in a timely manner could result in fuel contamination or increased risk of explosion in the fuselage fuel tank.
2019-08-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a determination that certain areas in the tire/wheel threat zones could be susceptible to damage, which could result in loss of braking on one main landing gear (MLG) truck, loss of nose wheel steering, and loss of directional control on the ground when below rudder effectiveness speed. This AD requires installing hydraulic tubing, a pressure-operated check valve, and new flight control software. We are issuing this AD to address the unsafe condition on these products.
93-10-06: 93-10-06 PIPER AIRCRAFT CORPORATION: Amendment 39-8586. Docket No. 90-CE-21-AD. Supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers J-2 Series 500 through 1975 J-3, NE-1, and L-4 All serial numbers J-4 Series 4-401 through 4-1649 J-5, J-5C, L-14, AE-1, and HE-1 Series 5-1 through 5-1389 PA-11 Series 11-1 through 11-1678 PA-12 Series 12-1 through 12-4036 PA-14 Series 14-1 through 14-523 PA-15 15-1 through 15-388 PA-16 16-1 through 16-736 PA-17 17-1 through 17-215 PA-18 and PA-18A 18-1 through 18-8309025, 1809001 through 1809032, and 1809034 through 1809040 PA-19 19-1, 19-2, and 19-3 PA-20 Series 20-1 through 20-1121 PA-22 Series 22-1 through 22-9848 PA-25 Series 25-1 through 25-8156024 Compliance: Required as indicated, unless already accomplished. To prevent in-flight separation of the wing from the airplane caused by corroded wing lift struts or cracked forks, accomplish the following: (a) Within the next 30 calendar days after the effective date of this AD or within two calendar years after the last inspection accomplished in accordance with AD 77-03-08, whichever occurs later, remove the wing lift struts in accordance with the applicable maintenance manual, and accomplish the actions of either paragraph (a)(1), (a)(2), (a)(3), or (a)(4) below: (1) Inspect the wing lift struts for corrosion in accordance with the instructions in either Piper Service Bulletin (SB) No. 528D, dated October 19, 1990, or Piper SB No. 910A, dated October 10, 1989, as applicable. NOTE 1: Inspection methods such as x-ray or boroscope may be utilized provided they are approved as an alternative method of compliance in accordance with the procedures specified in paragraph (f) of this AD. (i) If corrosion is not found, reinspect at intervals not to exceed 2 calendar years. (ii) If corrosion is found, prior to further flight, accomplish either paragraph (a)(2), (a)(3), or (a)(4) of this AD. (iii) If holes have been drilled in sealed struts to attach cuffs, door clips, or other hardware, reinspect the wing lift struts at intervals not to exceed 2 calendar years. (2) Install original equipment manufacturer (OEM) part number wing lift struts or FAA-approved equivalent wing lift struts that have been inspected and found airworthy. Inspect these wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 2 calendar years. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA Parts Manufacturer Approved (PMA) equivalent wing lift strut assemblies on each wing. NOTE 2: These new sealed wing lift strut assemblies contain both a sealed strut and redesigned fork. (4) Install F. Atlee Dodge wing lift struts in accordance with the instructions to Supplemental Type Certificate (STC) SA4635NM, and inspect the wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 5 calendar years. (b) Within the next 100 hours time-in-service (TIS) after the effective date of this AD or within 500 hours TIS after the last inspection accomplished in accordance with AD 81-25-05, whichever occurs later, remove the wing lift strut forks and accomplish the actions of either paragraph (b)(1), (b)(2), (b)(3), or (b)(4) below: (1) Inspect the wing lift strut forks using currently approved magnetic procedures. (i) If no cracks are found, reinspect at intervals not to exceed 500 hours TIS and replace the lift strut forks at the time specified in either paragraph (b)(1)(i)(A) or (b)(1)(i)(B) below: (A) If airplane is or has been equipped with floats, upon the accumulation of 1,000 hours TIS. (B) If airplane has never been equipped with floats, upon the accumulation of 2,000 hours TIS. (ii) Replacement parts shall be of the same part number of the existing part and shall be manufactured with rolled threads or an FAA-approved equivalent part. Lift strut forks manufactured with machined (cut) threads shall not be utilized. (iii) If cracks are found, prior to further flight, install forks as specified in either paragraph (b)(2), (b)(3), or (b)(4) of this AD. (2) Install OEM part number wing lift strut forks that have been inspected and found airworthy. Reinspect using currently approved magnetic procedures at intervals specified in paragraph (b)(1) of this AD. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA PMA equivalent wing lift strut assemblies on each wing. The installation of these assemblies may have already been accomplished in accordance with paragraph (a)(3) of this AD. (4) Install F.Atlee Dodge wing lift strut forks in accordance with the instructions to STC SA4635NM. (c) The installation of new sealed wing lift strut assemblies as specified in paragraphs (a)(3) and (b)(3) of this AD is considered terminating action for the repetitive inspection requirement of this AD. (d) The installation of F. Atlee Dodge wing lift strut forks as specified in paragraph (b)(4) of this AD is considered terminating action for the repetitive inspection requirement of paragraph (b)(1) of this AD. (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) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (g) The inspections required by this AD shall be done in accordance with Piper Service Bulletin No. 528D, dated October 19, 1990, or Piper Service Bulletin No. 910A, dated October 10, 1989, as applicable. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-8586) supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. (i) This amendment becomes effective on July 9, 1993.
97-04-09: 97-04-09 AEROSPATIALE: Amendment 39-9933. Docket 97-NM-24-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, on which the lower lugs of the barrel of the main landing gear (MLG) have been overhauled or repaired, certificated in any category. NOTE 1: This AD does not affect new barrel assemblies that have never been overhauled or repaired. NOTE 2: This AD applies to each airplane 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 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 (b) 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 fatigue cracking in the lower lugs of the barrel and consequent collapse of the MLG, accomplish the following: (a) Prior to the accumulation of 2 years time-in-service since last overhaul or repair of the barrel lower lugs of the MLG, or within 60 days after the effective date of this AD, whichever occurs later, perform an ultrasonic inspection to detect fatigue cracks of the lower lugs of the barrel of the MLG, in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. (1) If no echo is detected or the echo is less than 20%, repeat the ultrasonic inspection thereafter at intervals not to exceed 700 landings. (2) If any echo is greater than or equal to 20%, prior to furtherflight, replace the barrel assembly with a new or serviceable barrel assembly, in accordance with the service bulletin. After replacement, prior to the accumulation of 2 years time-in-service on that replacement part, accomplish the actions specified in paragraph (a) of this AD. (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, ANM-113. NOTE 3: 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 sections 21.197 and 21.199of 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. (d) The inspections and replacement shall be done in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, 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 March 7, 1997.
98-21-25: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Models 3101 and 3201 airplanes that are equipped with the ground inhibit function (Modification JM7813A (SB 27-JM7813A) or JM7813B). This AD requires removing the ground inhibit time delay and the ground test relay from the stall warning and protection system and rewiring part of the stall warning and protection system to assure that system reliance is maintained after relay removal. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the ground inhibit relay while it is in the energized position caused by the current design, which could result in failure of the stall warning system and possible loss of control of the airplane in certain situations if the crew was not aware that the system had failed.
89-15-04: 89-15-04 BOEING: Amendment 39-6250. \n\tApplicability: Model 757-200 series airplanes through line number 164, equipped with Pratt and Whitney PW2000 engines, certificated in any category. \n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent engine in-flight shutdown and engine damage, due to loss of engine oil resulting from cracked oil pressure indicator tube assemblies, accomplish the following: \n\n\tA.\tRemove five oil pressure indication system tube assemblies and replace them with flexible hose assemblies, in accordance with Boeing Service Bulletin 757-79-0005, dated May 26, 1988. \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\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6250, AD 89-15-04) becomes effective on July 24, 1989.
98-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the lower surface panel on the wing center box; and repair, if necessary. This amendment also requires modification of the lower surface panel on the wing center box, 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 fatigue cracking of the lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
2019-03-29: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by an incident of uncommanded nose wheel steering (NWS) in-service; subsequent investigation revealed that the steering selector valve (SSV) is susceptible to jamming in the open position due to particulate contamination of the hydraulic system. This AD requires modifying the left-hand hydraulic system of the NWS control system and, for certain airplanes, torqueing the [[Page 18705]] fittings on a certain tube assembly. We are issuing this AD to address the unsafe condition on these products.
2006-18-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB-Fairchild SF340A (SAAB/SF340A) and SAAB 340B airplanes, that requires modification and repetitive inspections of the hot detection system of the tail pipe harness of the engine nacelles. The actions specified by this AD are intended to prevent false warning indications to the flightcrew from the hot detection system due to discrepancies of the harness, which could result in an unnecessary aborted takeoff on the ground or in-flight engine shutdowns. This action is intended to address the identified unsafe condition.
87-08-09: 87-08-09 AIRBUS INDUSTRIE, BOEING, BRITISH AEROSPACE, LOCKHEED, AND MCDONNELL DOUGLAS: Amendment 39-5613. Applies to Airbus Industries Models A300 and A310; Boeing Models 707, 720, 727, 737, 747, 757, and 767; British Aerospace Models BAe 146 and BAC 1-11; Lockheed Model L-1011; and McDonnell Douglas Models DC-8, DC-9 (includes MD-80 series), and DC-10; certificated in any category.\n\n\tTo eliminate the possibility of a chemical reaction between atmospheric oxygen and volatile gases from the tire inner liner producing a tire explosion, accomplish the following, unless already accomplished:\n\n\tA.\tWithin 180 days after the effective date of this AD, to ensure that all aircraft tires mounted on braked wheels do not contain more than 5 percent oxygen by volume, accomplish paragraph 1. or 2., below. Either of these procedures is acceptable, or they may be used together:\n\n\t\t1.\tInstall a placard, either in each wheel well or on or near each landing gear strut incorporating braked wheels, and in a location so as to be easily seen and readable by a person performing routine tire servicing. This placard shall state "INFLATE TIRES WITH NITROGEN ONLY." The words "SERVICE" or "FILL" may be substituted for the word "INFLATE".\n\n\t\t2.\tIncorporate into the FAA-approved maintenance program procedures that include the following items: \n\n\t\t\ta.\tOn braked wheels, install only tires that have been inflated with dry nitrogen or other gases shown to be inert such that the gas mixture does not exceed 5 percent oxygen by volume.\n\n\t\t\tb.\tTires on braked wheels may be serviced with air at remote locations where dry nitrogen is not available, provided that:\n\n\t\t\ti.\tthe oxygen content does not exceed 5 percent by volume; or\n\n\t\t\tii.\twithin the next 15 hours time-in-service, the tire must be purged of air and inflated with dry nitrogen so that the oxygen does not exceed 5 percent by volume.\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 (Airbus Industrie, Boeing, and British Aerospace models); or the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region (Lockheed and McDonnell Douglas models).\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 of the modification required by this AD.\n\n\tThis Amendment becomes effective June 1, 1987.
98-19-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A310, A300-600, and A320 series airplanes, that currently requires inspections to verify proper installation of the grill over the air extraction duct of the lavatory and to detect blockages in the air extraction duct of the lavatory, and correction of any discrepancies. This amendment adds a requirement for modification of the grill of the air extraction duct, which, when accomplished, terminates the repetitive inspections. This amendment also expands the applicability of the existing AD to include additional 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 obstructions in the air extraction system of the lavatory, which may result in the failure of the smoke detection system to detect smoke in the lavatories.
2019-06-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes. This AD was prompted by reports of hydraulic leakage caused by damage to aileron and elevator actuators from lightning strikes. This AD requires an inspection or records check to inspect for certain parts, detailed inspections of aileron and elevator power control units (PCUs), and applicable on- condition actions. We are issuing this AD to address the unsafe condition on these products.
87-07-04: 87-07-04 MCDONNELL DOUGLAS: Amendment 39-5586. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, and KC-10A (Military) airplanes, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage to the airplane due to engine core cowl door separation, accomplish the following: \n\n\tA.\tWithin eighteen months after the effective date of this AD, modify the engine core cowl doors by installing a secondary retention system for the engine core cowl doors in accordance with the Accomplishment Instructions of McDonnell Douglas Model DC-10 Service Bulletin 71-142, dated September 26, 1986, or later FAA-approved revision; or in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles 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 the airplane to a base for accomplish of modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective April 27, 1987.
87-04-24: 87-04-24 BEECH AIRCRAFT CORPORATION: Amendment 39-5599. Applies to the following Beech airplanes certificated in any category. \n\n\nMODEL\nSERIAL NUMBERS S/N\nREFERENCE SERVICE \nINSTRUCTION NO.\n65-A90, B90,\nLJ-114 thru LJ-1139;\nBeechcraft Mandatory \nC90, C90A;\n\nService Instruction\nE90;\nLW-1 thru LW-347;\nNo. 2028, Rev. III,\nF90;\nLA-2 thru LA-236\nrevised February 1987\n200, B200;\nBB-2; BB-6 thru BB-1211; \nBB-1213 thru BB-1253; \nBB-1255 thru BB-1261; \nBB-1263 thru BB-1267;\n\n200C, B200C;\nBL-1 thru BL-112 and \nBL-124 thru BL-127;\n\n200CT, B200CT;\nBN-1 thru BN-4;\n\n200T, B200T\nBT-1 thru BT-31; \n\n300\nFA-1 thru FA-38 and \nFA-40 thru FA-50\n\n1900\nUA-1 thru UA-3\n\n1900C\nUB-1 thru UB-62\n\nH90 (T-44A)\nLL-1 thru LL-18,\nLL-20 thru LL-31,\nLL-33 thru LL-40,\nLL-42 thru LL-48, and \nLL-50 thru LL-61\nBeech T-44A Service\nInstructions No. \nT-44A-0058, Rev. 1 \nA200 (C-12A)\nBD-1 thru BD-30;\nBeech C-12 Service\nA200 (C-12C)\nBC-1 thru BC-75;\nInstructions No.A200CT (C-12D)\nBP-1, BP-22, BP-24 thru BP-39; \nBP-40 and BP-45;\nC-12-0103, Rev. 1\nA200CT (RC-12D)\nGR-1 thru GR-13;\n\nA200CT (RC-12G)\nFC-1 thru FC-3; \n\nA200CT (FWC-12D)\nBP-7 thru BP-11; \n\nA200C (UC-12B)\nBJ-1 thru BJ-66\n\nA200CT (C-12D)\nBP-46 thru BP-51;\nBeech C-12 Service\nA200CT (C-12F)\nBP-52 thru BP-63;\nInstructions No.\nB200C (C-12F)\nBL-73 thru BL-112 and\nBL-118 thru BL-123; \nC-12-0112\n65-A90-1 (U-21A)\nLM-1 thru LM-63,\nLM-65, LM-67 thru LLM-69, \nLM-71 thru LM-107, \nand LM-112 thru LM-124;\nBeech U-21 Service \nInstruction No.\nU-21-0002, Rev. 1\n65-A90-1 (JU-21A)\nLM-64, LM-66, LM-70;\n\n65-A90-1 (U-21G)\nLM-125 thru LM-141; \n\n5-A90-1 (RU-21A)\nLM-108 thru LM-111;\n\n6 65-A90-2 (RU-21B)\nLS-1 thru LS-3;\n\n65-A90-3 (RU-21C)\nLT-1 and LT-2;\n\n65-A90-4 (RU-21H)\nLU-1 thru LU-16 \n\n\n\tCompliance: Required as indicated after the effective date of this AD, unless previously accomplished. \n\n\tTo preclude malfunction of the elevator trim cable system, accomplish the following: \n\n\t(a)\tWithin the next 10 hours time-in-service, perform the following: \n\n\t\t(1)\tFor Models 65-A90, B90, C90, C90A airplanes (S/N LJ-114 thru LJ-1110), and Model E90 airplanes (S/N LW-1 thru LW-347), which have complied with AD 86-20- 03, paragraph (b), and for Models C90A airplanes (S/N LJ-1111 thru LJ-1139), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part IV of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(2)\tFor Models F90 airplanes (S/N LA-2 and LA-235); Models 200 and B200 airplanes (S/N BB-2, BB-6 thru BB-1211 and BB-1213 thru BB-1217); and for Models 200C and B200C airplanes (S/N BL-1 thru BL-112 and BL-124); and for Models 200CT and B200CT airplanes (S/N BN-1 thru BN-4); and for Models 200T and B200T airplanes (S/N BT-1 thru BT-30), which have complied with AD 86-20-03, paragraph (b), and for Models F90 airplane (S/N LA-236); and for Models 200 and B200 airplanes (S/N BB-1218 thru BB-1253, BB-1255 thru BB-1261, BB-1263 thru BB-1267); and for Models B200C airplanes (S/N BL-125 thru BL-127); and for Models B200T airplane (S/N BT-31), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part V of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(3)\tFor Models 1900 airplanes (S/N UA-1 thru UA-3) and for Models 1900C airplanes (S/N UB-1 thru UB-44), which have complied with AD 86-20-03, paragraph (b), and for Models 1900C airplanes (S/N UB-45 thru UB-62), which have a redesigned elevator trim cable system installed at the Beech factory without moisture protection; modify the elevator trim system in accordance with Part VI of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t(b)\tFor those airplanes that have not been modified in accordancewith paragraph (b) of AD 86-20-03, within the next 25 hours time-in-service, accomplish the following: \n\n\t\t(1)\tCheck the operation of the elevator trim system and mark the elevator trim indicator scale in accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t\t(2)\tFor Models 65-A90, B90, C90, C90A, and E90 airplanes, mark the elevator trim tab push rods in accordance with Part I or Part II of Beech Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\tNOTE: The following airplanes have been previously marked by the manufacturer per paragraphs (a)(1) and (a)(2) of AD 86-20-03: Models C90A (S/N LJ-1077 thru LJ-1110), F90 (S/N LA-223 thru LA-235), B200 (S/N BB-1193 thru BB-1217), B200C (S/N BL-72 thru BL-112 and BL-124), 300 (S/N FA-1 thru FA-38 and FA-40 thru FA-50), 1900 (S/N UA-1 thru UA-3), and 1900C (S/N UB-9 thru UB-44). \n\n\t\t(3)\tPlace the Elevator Trim System Preflight Check Procedure, shown in Attachment 1 of this AD, in the Limitations Section of the FAA Approved Flight Manual for the Models 65-A90, B90, C90, E90, and 200T/200CT airplanes; and the Limitations Section of the Pilot's Operating Handbook and the FAA Approved Airplane Flight Manual for the Models C90, C90A, F90, 200/200C, B200/B200C, B200T, B200CT, 300, and 1900/1900C airplanes. \n\n\t(c)\tPrior to May 15, 1987, modify the elevator trim system on all airplanes which have not complied with the requirements of paragraph (a) of this AD, in accordance with Part III of Beechcraft Service Bulletin No. 2028, Rev. III, dated February 1987. \n\n\t(d)\tCompliance with paragraph (b) of this AD is no longer necessary after the modification required in paragraph (c) of this AD is accomplished. \n\n\t(e)\tAirplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. \n\n\t(f)\tAn equivalent means of compliance with this AD may be used, if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Beechcraft Aero and Aviation Centers or Beech Aircraft Corporation, Commercial Service Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine copies of the document(s) referred to herein at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis AD supersedes AD 86-20-03, Amendment 39-5413. \n\n\tThis amendment becomes effective on April 14, 1987, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 23, 1987, and is identified as AD 87-04-24. \n\nATTACHMENT 1 - 87-04-24 \n\nOPERATING LIMITATION: \n\n\tThe Elevator Trim System Preflight check procedure, as defined below, must be conducted prior to each flight. \n\n\tTo verify that the elevator trim cable is not fouled or disengaged from the cable drum, the following Elevator Trim System Preflight Check is required prior to each flight of the Beech Model 65-A90, B90, C90, C90A, E90, F90, 200, B200, 200C, B200C, 200CT, B200CT, 200T, B200T, 300, 1900 and 1900C airplanes: \n\nCOCKPIT \n\n\t1.\tControl Locks - REMOVE \n\n\t2.\tElevator Trim: \n\n\t\ta.\tAll airplanes except 1900/1900C - SET TO "O" UNITS \n\n\t\tb.\t1900/1900C airplanes - SET TWO UNITS NOSE UP CAUTION \n\n\t\t\tThe elevator trim system must not be forced past the limits which are indicated on the elevator trim indicator scale either manually, electrically (except Model 300) or by action of the autopilot (except Model 300). \n\nTAIL SECTION \n\n\t1.\tElevator Trim Tab \n\n\t\ta.\tVERIFY "O" (NEUTRAL) POSITION \n\n\t2.\tOn Model 65-A90, B90, C90, C90A and E90 airplanes, the elevator trim tab "O" (neutral) position is determined by observing that the alignment marks on the elevator trim tab pushrods align with the alignment marks on the elevator (See Figure 1 or 2 below), when the elevator is resting against the downstops. \n\n\t3.\tOn Model F90, 200 Series, 300 and 1900/1900C airplanes, the elevator trim tab "O" (neutral) position is determined by observing that the trailing edge of the elevator trim tab aligns with the trailing edge of the elevator, when the elevator, when the elevator is resting against the downstops.\n\n WARNING \n\n\tThe above Preflight Inspection check MUST be repeated prior to take-off if the elevator trim is allowed to reach limit travel at any time prior to take-off as a result of MANUAL, ELECTRICAL (except Model 300) OR AUTOPILOT (except Model 300) OPERATION of the trim system.
99-18-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires a one-time inspection of the propeller de-ice system to verify the proper functioning of the engine indication and crew alert system (EICAS) for the de-ice system; and corrective action, 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 prevent failure of the EICAS to provide a warning to the flightcrew in the event of failure of the propeller de-ice system, which could result in damage to the airplane and consequent loss of controllability of the airplane.
2019-07-10: We are adopting a new airworthiness directive (AD) for Northrop Grumman LITEF GmbH LCR-100 Attitude and Heading Reference System (AHRS) units installed on various aircraft. This AD requires removing certain LCR-100 AHRS units from service. This AD was prompted by test results showing loss of or invalid data. The actions of this AD are intended to prevent an unsafe condition on these products.
2019-07-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that certain split ball bearings used in main landing gear (MLG) side brace actuator assemblies are manufactured from material that does not meet the required material properties. This AD requires an inspection of the left and right MLG side brace actuator assemblies and, if necessary, replacement of the split ball bearings. We are issuing this AD to address the unsafe condition on these products.
89-03-15: 89-03-15 DORNIER: Amendment 39-6130. Applicability: Models Do28 D and Do28 D-1 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service and every 100 hours time-in-service thereafter after the effective date of this AD, unless already accomplished. To preclude the loss of the horizontal tail, accomplish the following: (a) Visually inspect in accordance with Dornier Service Bulletin No. 1110-3204, dated April 15, 1988, as follows: (1) Inspect the rivet connections between the left hand and right hand horizontal tail bearing fittings and the lateral skins for loose rivets. If loose rivets are found, before further flight replace the loose rivets in accordance with Dornier Service Bulletin No. 1110-3204, and (2) Inspect the rear fuselage frame 10420 and the corner gusset for cracks. If cracks are detected, before further flight repair as follows: (i) For cracks less than 25mm (.98 inch), stop drill the crack in accordance with Dornier Service Bulletin No. 1110-3204. (ii) For cracks 25mm or longer (.98 inch or more), repair the airplane in accordance with instructions from Dornier approved by the Manager, Aircraft Certification Staff, AEU-100. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) 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 a copy of the document referred to herein upon request to Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; or Dornier GmbH, P.O. Box 2160, D- 8000 Munchen 66, Federal Republic of Germany; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6130, AD 89-03-15) becomes effective on March 3, 1989.
94-25-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Fokker Model F28 series airplanes. This action requires a revision to the Airplane Flight Manual that prohibits takeoff in certain icing conditions unless either a tactile inspection is performed or specific takeoff procedures are followed. This amendment is prompted by several accidents in which Fokker Model F28 series airplanes lost aerodynamic lift when attempting takeoff with ice contamination on their wings. The actions specified in this AD are intended to prevent degradation of aerodynamic lift during takeoff when icing conditions exist.
87-12-06: 87-12-06 SIKORSKY AIRCRAFT: Amendment 39-5602. Applies to all Model S-76A/B series helicopters, certified in all categories. Compliance is required within the next 25 hours' time in service unless already accomplished. To prevent possible loss of electrical power due to DC generator ground failure, accomplish the following: (a) Perform inspection to determine the wiring configuration and connections of the GCU. Inspect the ground and power path connections of both generators for corrosion and proper torque, and inspect the ground connections of the GCU to determine their configuration. Modify and repair, as necessary. Accomplish these inspections and modifications in accordance with the Sikorsky Alert Service Bulletin, ASB-76-24-8, dated January 30, 1987. (b) Upon request, with substantiating data, an alternate means of compliance which provides an equivalent level of safety or adjustment in the compliance time may be used when approved by the Manager, Boston Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, MA 01803. These procedures shall be accomplished in accordance with Sikorsky ASB-76-24-8, dated January 30, 1987. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Sikorsky Aircraft, 6900 North Main Street, Stratford, Connecticut 06601-1381. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment becomes effective June 10, 1987.
2019-07-09: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 model turbofan engines. This AD was prompted by reports of intermediate-pressure compressor (IPC) rotor seal failures. This AD requires initial and repetitive on-wing borescope inspections (BSIs) of affected IPC rotor seals and removing any cracked parts from service. We are issuing this AD to address the unsafe condition on these products.
2000-02-39: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A300 series airplanes. This action requires either a one-time ultrasonic inspection, or repetitive visual inspections and eventual ultrasonic inspection, to detect cracking of the longitudinal skin splice above the mid-passenger door panels, 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 in this AD are intended to detect and correct cracking of the longitudinal skin splice above the mid-passenger door panels, which could result in reduced structural integrity of the fuselage pressure vessel.