Results
80-07-10: 80-07-10 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3714. Applies to A109A helicopters, certificated in all categories. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent ambiguous or incorrect indication of engine operating condition, accomplish the following: (a) For those helicopters that have engine failure indicator, P/N 109-0729-22-3, installed, replace the engine failure indicator, P/N 109-0729-22-3, with a new indicator, P/N 109- 0729-22-5, and incorporate temporary pages in the Rotorcraft Flight Manual, in accordance with Agusta Bollettino Tecnico No. 109-9, dated February 23, 1978 or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region. (b) For those helicopters that have engine failure indicator, P/N 109-0729-22-5, installed, unless already accomplished, incorporate temporary pagesin the Rotorcraft Flight Manual, in accordance with Agusta Bollettino Tecnico No. 109-9, dated February 23, 1978 or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (c) If a Rotorcraft Flight Manual includes permanent pages which incorporate the material on temporary pages 3-5 required by paragraphs (a) and (b) of this AD, the temporary pages need not be incorporated. This amendment becomes effective March 27, 1980.
2008-10-06 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Model 747-400, -400D, and -400F series airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires phasing in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2021-23-08: The FAA is adopting a new airworthiness directive (AD) for certain Learjet Inc. (Learjet) Model 45 airplanes. This AD was prompted by reports of corrosion found on the upper surface of the lower center wing mid spar splice plate. This AD requires repetitively inspecting the center wing area for corrosion and deterioration of protective treatments, removing any corrosion, and treating any deteriorated areas. The FAA is issuing this AD to address the unsafe condition on these products.
2009-22-10: We are adopting a new airworthiness directive (AD) for the specified ECF helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), the Technical Agent for the aviation authority of France. The MCAI AD states there have been two cases of failure of the screw that secures the main rotor blade (blade) deicing system distributor retaining clamp (clamp). Analysis revealed that these failures were the result of insufficient clearance of the screw and the clamp assembly causing the screw to bend and also by some screws having nonconforming material hardness. Also, some of the screw heads were missing a lock-wiring hole preventing the use of lock-wiring between the screw head and the nut. These actions are intended to detect failure of the clamp attachment screw leading to damage to the main or tail rotor blades and risk to persons on the ground by impact from a departed screw or clamp.
90-02-06: 90-02-06 PIPER: Amendment 39-6453. Applicability: Models PA-25, PA-25-235, and PA-25-260 (all Serial Numbers) airplanes certificated in any category which have incorporated the metal wing skin modification by Supplemental Type Certificate (STC) SA501SW. Compliance: Required upon the accumulation of 500 hours time-in-service since incorporation of STC SA501SW, or within the next 25 hours time-in-service after the effective date of this AD, whichever is later, unless previously accomplished. To detect cracks or other damage in the forward wing spar cap(s), accomplish the following: (a) Remove the wing walk lower rear and lower front (leading edge) skin panels from each wing. (b) Detach the leading edge and lower wing skin panels of each wing sufficiently to allow inspection of the left and right spar lower cap from the wing-fuselage attach lug to the wing-compression strut attachment. (c) Visually inspect the uncovered lower front spar caps for cracks using a 10-power (10X) glass, and also with standard dye or fluorescent penetrant inspection procedures. Place special attention to the holes common to the bulbed spar flange with the wing ribs and the wing attach angles. (d) If no cracks are found, reinstall the lower wing skin and leading edge panels in accordance with STC SA501SW. (e) If cracks are found in the wing front spar cap(s), prior to further flight remove and replace the spar(s) with serviceable part(s) of the same part number and reinstall the wing skins and panels in accordance with STC SA501SW. (f) Within seven days after the completion of the inspections required above, submit a report of results of all inspections, positive or negative, to the Manager, Special Programs Office, FAA, Fort Worth, Texas 76193-0190. Reports must include the airplane serial number, aircraft total time, time since STC SA501SW was installed, and time since compliance with AD 80-21-08. If cracks are found, reports mustalso include crack location and total crack length to the nearest tenth of an inch. (Reporting approved by the Office of Management and Budget under OMB Control No. 2120-0056.) (g) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, may be approved by the Manager, Special Programs Office, FAA, Fort Worth, Texas 76193-0190. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Special Programs Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Hutcherson Air Service, P.O. Box 940, Plainview, Texas 79072, 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 (39-6453, AD 90-02-06) becomes effective on February 8, 1990.
82-03-07: 82-03-07 ROBINSON HELICOPTER COMPANY: Amendment 39-4324. Applies to Model R-22, certified in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the main rotor blade which would result in loss of control and crash of the helicopter, accomplish the following: (a) Prior to further flight, after the effective date of this AD, remove all main rotor blades P/N A016-1, Revision A through Revision V, (S/N 0100 through S/N 0593) from service. (b) Mark all main rotor blades, P/N A016-1, Revision A through Revision v, (S/N 0100 through S/N 0593), "UNAIRWORTHY" in letters at least 1/2" high and mark "UNAIRW0RTHY" on data plate using a metal stamp. (c) The life limit for main rotor blades P/N A016-1, Revision W, (S/N 0600 through D81'0), previously established at 300 hours had been increased to 1,000 hours based I on fatigue testing. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199to operate helicopters to a base for the accomplishment of actions required by this AD. (e) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA Northwest Mountain Region. This supersedes priority mail AD 81-24-10 which had superseded AD 81-19-03, Amendment 39-4224 (46 FR 47442). This amendment becomes effective March 4, 1982, to all persons except those to whom it was made immediately effective upon receipt of Emergency AD 82-03-07 dated January 29, 1982.
77-02-10: 77-02-10 CANADAIR: Amendment 39-2821. Applies to all CL-44D4 and CL-44J airplanes, certificated in all categories. Compliance required within the next six months, unless already accomplished within the last six months, and thereafter at subsequent intervals not to exceed twenty-four months, after the effective date of this AD. (a) To detect corrosion in the fuselage skin in the area where the bonding strip under the ice guards contacts the fuselage, inspect bonding strip in accordance with Canadair Service Information Circular No. 385-CL44, dated May 19, 1975, or an approved equivalent inspection. (b) If corrosion is detected, replace bonding strips and repair fuselage skin in accordance with the circular referenced in paragraph (a) or an approved equivalent alteration. (c) The repetitive inspection required by this AD also applies to aircraft on which the beryllium copper bonding strips have been replaced by aluminum alloy in accordance with the circular referenced in paragraph (a) or an approved equivalent part. (d) Equivalent inspections of parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon request, with substantiating data submitted through an FAA maintenance inspector, the compliance time of this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This Amendment is effective February 4, 1977.
93-02-11: 93-02-11 BRITISH AEROSPACE: Amendment 39-8494. Docket 92-NM-140-AD. Applicability: All Model HS 125-700A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 6 months after the effective date of this AD, visually inspect left and right wing upper skins for corrosion beneath the boundary layer fence, in accordance with British Aerospace Service Bulletin S.B. 57-73, Revision 1, dated May 29, 1992. (1) If any corroded parts are found in which the corrosion is within the limits described in British Aerospace Service Bulletin S.B. 57-73, Revision 1, dated May 29, 1992, prior to further flight, repair in accordance with that service bulletin. (2) If any corroded parts are found in which the corrosion exceeds the limits described in British Aerospace Service Bulletin S.B. 57-73, Revision 1, dated May 29,1992, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, submit a report of inspection findings to British Aerospace, in accordance with Appendix A of British Aerospace Service Bulletin S.B. 57-73, Revision 1, dated May 29, 1992. Report all findings, including nil defects, to: Service Support Manager, BAe 125, Corporate Jets Limited (H121), Customer Support Department, Comet Way, Hatfield, Hertfordshire, AL10 9TL, England; fax 0707 253959 or 252367; telex 21429 (BAA HPS-G). Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (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, 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: 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 FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection, repair, and report submission shall be done in accordance with British Aerospace Service Bulletin S.B. 57-73, Revision 1, dated May 29, 1992, which contains the following list of effective pages: Page Number Revision Level Shown on PageDate Shown on Page 1-2 1 May 29, 1992 3-5, A1, A2, A3 Original July 30, 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, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on March 26, 1993.
86-16-10: 86-16-10 CANADAIR: Amendment 39-5378. Applies to all Canadair CL-44D4 and CL-44J airplanes certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the aft attachment lugs on the main landing gear upper forging, P/N 44-87573-2, accomplish the following, unless already accomplished. A. Within the next 30 days after the effective date of this Airworthiness Directive (AD), and at intervals thereafter not to exceed 2000 hours time-in-service or one year, whichever occurs first: 1. Remove the parts shown in Figure 1 of Canadair Service Information Circular (SIC) No. 419-CL44, dated May 18, 1978, from both main landing gear legs: jack attach bracket assemblies, P/N 44-87593; spacers, P/N 44-87639; pins, P/N 44-87725-2; attaching parts, and bushings, P/N 44-87624-2, if necessary. 2. Inspect the bore of the upper and lower jack attachment lugs of the left and right main gear leg upper forgings, P/N 44-87573-2, for cracks, using fluorescent penetrant procedures. 3. Replace cracked parts, prior to further flight, with serviceable parts of the same part number which have been inspected in accordance with the requirements of this AD. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections and replacement of parts required by this AD. D. Upon the request of an operator, an FAA Maintenance Inspector, subject to approval by the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Canadair Limited, Commercial Aircraft Technical Services, Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This Amendment becomes effective September 8, 1986.
69-23-04: 69-23-04 DOWTY ROTOL: Amdt. 39-872. Applies to the following Dowty Rotol propellers with propeller cylinder P/N's RA 44133/1 or RA 44709 or RA 62807 or RA 67888, except propeller cylinders modified by Modification No. (c) VP.2422: (c) R.130/4-20 - 4/12E installed on Vickers Viscount Model 745D aircraft; (c) R.148/4-20 - 4/21E on Viscount Model 744 aircraft; (c) R.186/4-30 - 4/16 on Hawker Siddeley Argosy AW-650 aircraft; and (c) R.175/4-30 - 4/13E on Fairchild F.27 and F.27B aircraft. Compliance is required as indicated, unless already accomplished. To prevent failure of propeller cylinders, at the next scheduled propeller overhaul after the effective date of this AD, or before the cylinder accumulates 6,000 hours total time in service, whichever occurs later, incorporate Dowty Rotol Modification No. (c) VP.2480 in accordance with Dowty Rotol Service Bulletin No. 61-564, Revision 4, dated December, 1968, or later ARB- approved issue, or FAA-approved equivalent. Thisamendment becomes effective December 11, 1969.
2010-01-06: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There has been one case reported of failure of a shaft (tailstock) on an elevator Power Control Unit (PCU), Part Number (P/ N) 390600-1007. Continued actuation of the affected PCU caused damage to the surrounding structure. * * * Each elevator surface has three PCUs, powered by separate independent hydraulic systems, and a single elevator PCU shaft failure may remain dormant. Such a dormant loss of redundancy, coupled with the potential for a failed shaft to produce collateral damage, including damage to hydraulic lines, could possibly affect the controllability of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-24-02: 91-24-02 TURBOMECA: Amendment 39-8087, Docket No. 91-ANE-35. Applicability: Turbomeca Arriel 1B, 1D, Arriel 1D, and Arriel 1D1 turboshaft engines, installed on but not limited to, Aerospatiale AS350 Ecureuil aircraft. Compliance: Required as indicated, unless already accomplished. To prevent free wheel clutch failure and the inability to transmit power from the engine to the main rotor drive shaft, accomplish the following: (a) For engines that have not incorporated the modifications contained in either Turbomeca Service Document 72.292.0140 (Modification TU 211), dated June 14, 1990, or Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1990, and have a free wheel assembly serial number (S/N) of 793 or higher; or a S/N less than 793 and have had a maintenance action performed on the free wheel assembly, accomplish the following: (1) Install a free wheel clutch in accordance with Turbomeca Service Document 72.292.0141 (Modification TU 212),dated July 13, 1990, within 20 days from the effective date of this AD. (2) Install a free wheel shaft in accordance with Turbomeca Service Bulletin 292.72.0146 (Modification TU 221), dated May 8, 1991, within 20 days from the effective date of this AD. (3) Engines equipped with free wheel assemblies having a S/N lower than 793, that have not had a maintenance action performed on the free wheel assembly, are not required to incorporate the above modifications. NOTE: Information regarding free wheel clutch assembly S/N and free wheel clutch repair history may be found on the equipment Log Card and in the engine logbook. (b) For engines that have incorporated the modifications contained in Turbomeca Service Document 72.292.0140 (Modification TU 211), dated June 14, 1990, comply with paragraphs (b)(1) and (b)(2) of this AD. For engines that have incorporated Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1991, comply with paragraph (b)(2) only,as follows: (1) Install a free wheel clutch in accordance with the requirements of Turbomeca Service Document 72.292.0141 (Modification TU 212), dated July 13, 1990, at next shop visit or by March 31, 1992, whichever occurs first. (2) Install a free wheel shaft in accordance with the requirements of Turbomeca Service Bulletin 292.72.0146 (Modification TU 221), dated May 8, 1991, at next shop visit or by March 31, 1992, whichever occurs first. (c) For the purpose of this AD, a shop visit is defined as exposure of the free wheel assembly at a shop capable of performing the modification. (d) For the purpose of this AD, maintenance action is defined as any maintenance performed on any free wheel assembly component. (e) 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. (f) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts. (g) The modification shall be done in accordance with the following Turbomeca service documents: DOCUMENT NO. PAGE NO. DATE 292.72.0146 1-7 August 5, 1991 Total Pages: 7 72.292.0141 1-4 July 13, 1990 Total Pages: 4 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 Turbomeca, Technical Publications Department, 64511 Bordes Cedex, France. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts, or atthe Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8087, AD 91-24-02) becomes effective on February 21, 1992.
83-22-04: 83-22-04 AVCO LYCOMING: Amendment 39-4748. Applies to all Avco Lycoming IO-540-G1B5, -G1C5, -G1D5, -K1A5, -K1A5D, -K1B5, -K1C5, -K1D5, -K1F5, -K1F5D, -K1G5, -K1G5D, -K1J5, -K1J5D, - M1B5D, -S1A5, -AA1A5: AEIO-540-L1B5D; TIO-540-F2BD, -J2BD, -N2BD, -S1AD, -U2A, -V2AD; LTIO-540-F2BD, -J2BD, -N2BD, S1AD -U2A, -V2AD; LTI-540-F2BD, -J2BD, -N2BD, -U2A, -V2AD; TIO-541-E1A4, -E1B4, -E1C4; TIGO-541-E1A, series engines equipped with Bendix Models RSA-10DB1, RSA-10DB2, RSA-10ED1, and RSA-10ED2 fuel injectors as identified in Bendix Service Bulletin RS-88, including Supplement 1, Section 1.A. (1), (2) and (3). Compliance required within the next 50 hours in service after the effective date of this AD, unless previously accomplished. To prevent engine failure due to fatigue failure of the injector fuel diaphragm stem, replace P/N 2539806 fuel diaphragm assembly with P/N 2541803 and perform flow calibration and nameplate reidentification in accordance with Section 2 Accomplishment Instructions of Bendix Energy Controls Division Service Bulletin RS-85, or FAA approved equivalent. An equivalent method of compliance with this AD, may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. Upon submission of substantiation data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. In accordance with FAR 21.197 and 21.199, the aircraft may be flown to a location where the alterations required by this AD can be performed. AVCO Lycoming S/B No. 467, Bendix Energy Control Service Bulletin Nos. RS-85 including Supplement No. 1, Revised August 10, 1983, and RS-88 including Supplement No. 1, Revised August 10, 1983, identified and described in this directive are incorporated herein and made by reference 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 may obtain copies upon request to Bendix Energy Controls Division, 717 North Bendix Drive, South Bend, Indiana 46620. These documents may also be examined at the Office of Regional Counsel, FAA New England Regional Office, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained at the New England Regional Office. This amendment becomes effective on November 4, 1983.
2021-23-17: The FAA is superseding Airworthiness Directive (AD) 2020-25-05 for all Hoffmann GmbH & Co. KG (Hoffmann) model HO-V 72 propellers. AD 2020-25-05 required amending the existing aircraft flight manual (AFM) with abnormal propeller vibration instructions. AD 2020-25-05 also required visual inspection and non-destructive test (NDT) inspection of the propeller hub and, depending on the results of the inspections, replacement of the propeller hub with a part eligible for installation. AD 2020-25-05 also required replacement of the propeller hub before exceeding 30 years since the date of manufacture. This AD was prompted by reports of cracks at different positions on two affected propeller hubs and subsequent manufacturer revision of the service information, which showed that the 30-year life limit of the propeller hub is no longer needed. This AD requires amending the existing AFM by inserting abnormal propeller vibration instructions, visual inspection and NDT inspection of the propeller hub and, depending on the results of the inspections, replacement of the propeller hub with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2010-01-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: \n\n\tThe Civil Aviation Authority of the United Kingdom (UK) has informed EASA (European Aviation Safety Agency) that significant quantities of Halon 1211 gas, determined to be outside the required specification, have been supplied to the aviation industry for use in fire extinguishing equipment. * * * \n* * * * *\n\n\t* * * This Halon 1211 has subsequently been used to fill certain FFE (Fire Fighting Enterprises) portable cabin and toilet compartment fire extinguishers that are now likely to be installed in or carried on board aircraft. \n\n\tThe contaminated nature of this gas, when used against a fire, may provide reduced fire suppression, endangering the safety of the aircraft and its occupants. In addition, extinguisher activation may lead to release of toxic fumes, possibly causing injury to aircraft occupants. \n* * * * *\n\nThis AD requires actions that are intended to address the unsafe condition described in the MCAI.
75-16-05: 75-16-05 PILATUS AIRCRAFT LTD: Amendment 39-2280. Applies to B4-PC11 gliders Serial Numbers up to and including 159, certificated in all categories. Compliance is required as indicated. To detect improper aileron control connecting bolt installation and to prevent aileron jamming accomplish the following: (a) Within the next ten hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the aileron control connecting bolts on the aileron control differential bellcrank to ensure the bolts are oriented correctly in accordance with Pilatus B4-PC11 Operating Manual, Figure 1, Page 26, or an FAA-approved equivalent. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, shorten all bolts P/N 116.35.11.070 used on aileron control differential bellcranks and airbrake control bellcranks, in accordance with the accomplishment instructions contained in Pilatus Aircraft Ltd. Service Bulletin No. 1003 dated June 1974, or an FAA- approved equivalent, or replace with modified or replacement bolts supplied by manufacturer or with equivalent FAA-approved bolts. This amendment becomes effective July 28, 1975.
2009-26-17: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model DC-10-10, DC-10-10F, DC-10-15, DC- 10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, and DC-10-40F airplanes. That AD currently requires installing or replacing with improved parts, as applicable, the bonding straps between the metallic frame of the fillet and the wing leading edge ribs, on both the left and right sides of the airplane. This new AD revises the applicability by adding and removing certain airplanes. This new AD requires, for certain airplanes, repositioning or replacing two bonding straps, and doing a bonding-resistance check and an inspection to determine correct installation of certain bonding straps, and applicable corrective actions. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks in the event of a severe lightning strike, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
71-21-09: 71-21-09 HARTZELL PROPELLERS: Amdt. 39-1313 as amended by Amendment 39- 1466. Applies to Models HC-E2YK-2RB, HC-E2YR-2RB, and HC-E2YL-2( ) Propellers equipped with 8465-7R, 7663-4, or J7663-4 noncounterweighted type blades. Compliance required as indicated, unless already accomplished. To prevent overspeeds in flight due to inadvertent loss of the propeller's air charge, accomplish the following: (a) Propellers with 900 hours or more time in service since new or last overhaul as of the effective date of this AD, must be modified in accordance with paragraph (c) within the next 100 hours' time in service. (b) Propellers with 900 hours or more time in service since new or last overhaul as of the effective date of this AD must be modified in accordance with paragraph (c) prior to the accumulation of 1,000 hours in service since new, or last overhaul. (c) Install appropriate Spring Backup Kit and the propeller in accordance with Hartzell Service Letter No. 62dated June 23, 1970, revised August 6, 1970, or subsequent FAA- approved revision. An equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region Amendment 39-1313 was effective November 14, 1971. This amendment 39-1466 is effective June 27, 1972.
46-31-01: 46-31-01 STINSON: (Was Mandatory Note 1 of AD-764-1.) Applies to Model L-5B, - 5C, -5E, -5E-1, -5G Aircraft. Compliance required at time of civil certification or, if already certificated, prior to next periodic inspection. The hinged back of the rear seat must be permanently fastened to preclude the possibility of interference with the rear control stick.
90-20-21: 90-20-21 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment No. 39-6745. Docket No. 90-NM-69-AD. Applicability: De Havilland Model DHC-8-100 series airplanes, Serial Numbers 1 through 156 and 158 through 193, certificated in any category. Compliance: Required within 300 days after the effective date of this AD, unless previously accomplished. To prevent deformation or loss of the engine forward side cowl doors due to compartment overpressurization, and subsequent loss of fire extinguishing capability, accomplish the following: A. Modify the cowl door retention latch arrangement and install pressure relief features on both engine cowlings, in accordance with the Accomplishment Instructions in de Havilland Service Bulletin No. 8-71-13, Revision C, dated January 12, 1990. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO. C. 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 Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplne Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6745, AD 90-20-21) becomes effective on October 26, 1990.
71-17-01: 71-17-01 MAULE AIRCRAFT: Amendment 39-1261. Applies to Model M-4-180 serial numbers 3001 C through 3005C and Model M-4-220 serial numbers 2001C through 2070C, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive. To prevent fuel line blockage due to low spots and to maintain the firewall fire protection, accomplish the following: (1) Inspect the fuel line located underneath the front seats for low undrainable spots. If low spots are found, remove low spots by hand bending and resecure fuel line with additional clamps or ty-raps. With the aircraft in a three point position, this fuel line must have a downward slope from the right side to the left side of the aircraft. (2) Inspect fuel feed line firewall bulkhead fitting located on the left side of the firewall and ascertain that it is a steel AN832-6 fitting. If the fitting is aluminum, replace it with an AN832-6steel fitting. Maule Service Letter 23 covers the above inspections and changes. This amendment becomes effective August 16, 1971.
2009-26-16: We are adopting a new airworthiness directive (AD) for certain Model MD-11 and MD-11F airplanes. This AD requires a one-time inspection to determine if wires touch the upper surface of the center upper auxiliary fuel tank and marking the location, if necessary; a one-time inspection of all wire bundles above the center upper auxiliary fuel tank for splices and damage; a one-time inspection for damage to the fuel vapor barrier seal and upper surface of the center upper auxiliary fuel tank; and corrective actions, if necessary. This AD also requires installation of nonmetallic barrier/shield sleeving, new clamps, new attaching hardware, and a new extruded channel. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2009-25-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: In-Service experience has shown cases where several oxygen containers could not fully open. Investigations have revealed that these events are due to an insufficient clearance between the oxygen container and the adjacent panels (Passenger Service Unit (PSU), spacers or filler panels). Incorrect opening of the oxygen containers could lead to non deployment of oxygen masks. This condition, if not detected and corrected, could prevent passengers from being supplied with oxygen in case of in flight cabin depressurization * * *. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
77-13-11: 77-13-11 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2936. Applies to Model DH/BH-125 airplanes, all series, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the knife edges of the emergency brake reducing valve, P/N AC.61516, and consequent complete loss of emergency braking capability without advance warning, accomplish the following: (a) Comply with paragraph (b) or (c) of this AD as follows, and, thereafter, continue to comply with paragraph (b) or (c) of this AD at intervals not to exceed 4500 landings since last compliance. (1) For airplanes having emergency brake control valve knife edges that have accumulated less than 4300 landings, since new, on the effective date of this AD, compliance is required prior to the accumulation of 4500 landings. (2) For airplanes having emergency brake control valve knife edges that have accumulated 4300 or more landings, since new, onthe effective date of this AD, compliance is required prior to the accumulation of an additional 200 landings. (3) For airplanes for which no records exist that indicate the number of landings the emergency brake control valve knife edges have accumulated, compliance is required prior to the accumulation of 200 landings after the effective date of this AD. (b) Replace the emergency brake control valve knife edges with new parts in accordance with Part A of Section 2 entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. (c) Replace the entire emergency brake reducing valve, P/N AC.61516, with a valve fitted with new knife edges and install the valve in accordance with Part B of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. This amendment becomes effective July 25, 1977.
2009-25-11: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 airplanes. The existing AD currently requires repetitive inspections for cracking, and repair as necessary, of lower lobe body frames (sections 42 and 46) of the fuselage. The existing AD also provides for optional modification of the frames, which terminates the repetitive inspections. This new AD requires additional repetitive inspections for cracking of certain fuselage frames, and corrective actions if necessary. This AD results from a new report of a crack found in a body frame with a tapered side guide bracket at fuselage station 1800, located on the left side between stringers 39 and 40; the frame was severed. We are issuing this AD to detect and correct the loss of structural integrity of the fuselage, which could result in rapid depressurization of the airplane.