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76-08-05: 76-08-05 DEHAVILLAND AIRCRAFT of CANADA, LTD: Amendment 39-2585. 1. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15, 17, 22, 23, 26, 27 and 28, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/341. Compliance required within the next 100 hours in service after the effective date of this AD. To provide a more positive current return path from the fuel booster pump motor so as to eliminate the possibility of a fire hazard due to overheating of the pump, install cable jumper in accordance with "Modification Procedure" paragraph of DeHavilland Technical News Sheet, Series Otter, No. 22, or an approved equivalent alteration. --------------------------------------------------------------- 2. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15, 17 thru 42, 44, 45, 46, 52 thru 65 and 67 thru 70, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/558.Compliance required within the next 100 hours in service after the effective date of this AD. To provide a greater margin of safety in the event of an engine compartment fire, replace breather pipe assembly part No. C3-E-3-5 and drain box part No. C3-L-11 with breather pipe assembly part No. C3-E-3-22 and drain box part No. C3-L-21 in accordance with paragraph "DATA" of DeHavilland Engineering Bulletin, Series "O", No. 5 or an approved equivalent alteration. --------------------------------------------------------------- 3. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 96 except 16, 77, 78, 79, 91, 93 and 94, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/680. Compliance required within the next 100 hours in service after the effective date of this AD. To prevent failure of the left hand upper exhaust pipe, part No. C3-EE-6/B, at a point immediately below the existing clamp bracket, install two additionalclamps part No. C3-EE-18 and support strut, part No. C3-EE-42, on exhaust pipes in accordance with paragraph 5. "PROCEDURE" of DeHavilland Engineering Bulletin, Series "O", No. 19, or an approved equivalent alteration. --------------------------------------------------------------- 4. Applies to all DHC-3 (U-1A) Airplanes prior to Serial Number 390 except Serial Number 320, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/865. Compliance required within the next 100 hours in service after the effective date of this AD. To reduce the possibility of in-flight failure of the oil delivery line from the Constant Speed Unit and resultant loss of engine oil, install an improved oil line assembly installation in accordance with paragraph "PROCEDURE" of DeHavilland Engineering Bulletin, Series "O", No. 68, Issue 3, or an approved equivalent alteration. --------------------------------------------------------------- 5. Appliesto all DHC-3 (U-1A) Airplanes prior to Serial Number 435, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/888. Compliance required at next engine removal but not later than the next 100 hours in service after the effective date of this AD. To provide fireproof integrity of the engine firewall, replace aluminum rivets with monel rivets and install sixteen additional steel bolts in accordance with paragraph "PROCEDURE" of DeHavilland Engineering Bulletin, Series "O", No. 72, or an approved equivalent alteration. --------------------------------------------------------------- 6. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15 and 17, certificated in all categories. Compliance required as indicated: a. Within 50 hours in service after the effective date of this AD, unless already accomplished, inspect the fuselage former cap strips at Station 153.77 and 174.22 on left and right sides of the aircraft, in accordance with the procedure described in DeHavilland Aircraft, Ltd. Technical News Sheet, Series Otter No. 24, Modification Data, Part "A", or an approved equivalent inspection procedure. b. If additional rivets are determined necessary, after the inspection in paragraph (a) is completed, accomplish the installation in accordance with the above DeHavilland Modification Data, Part "B", or an approved equivalent alteration. --------------------------------------------------------------- 7. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15, 17, 22, 23 and 25 thru 28, certification in all categories. Compliance required within the next 25 hours in service after the effective date of this AD, unless already accomplished. To ensure adequate locking of the rear cargo door, install straps, P/N C3-FF-351, or C3- FF-361-5 in accordance with the Modification Procedures and Sequence of Operation described in DeHavilland Aircraft, Ltd. Technical News Sheet, SeriesOtter No. 17, or install an approved equivalent alteration. --------------------------------------------------------------- 8. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15, 17, 18, 20 thru 23, and 25 thru 31, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/349. Compliance required within the next 25 hours in service after the effective date of this AD. To prevent the cargo doors from being inadvertently opened, install handle guards, P/N C3-FS-524, on right and left side cargo door in accordance with paragraph "MODIFICATION DATA" of DeHavilland Aircraft, Ltd. Technical News Sheet, Series Otter, No. 21, or install an approved equivalent alteration --------------------------------------------------------------- 9. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 3 thru 17 except 16, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/193. Compliance required within the next 100 hours in service after the effective date of this AD. To stiffen skin panels around the access holes located in the rear of the fuselage, add required stiffeners in accordance with the "Modification Procedure" described in DeHavilland Aircraft of Canada, Ltd. Technical News Sheet, Series Otter, No. 9, or an approved equivalent alteration. --------------------------------------------------------------- 10. Applies to DHC-3 (U-1A) Airplanes with Serial Numbers 3 thru 15, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/149. Compliance required within the next 25 hours in service, unless already accomplished. To preclude the failure of existing attachments, replace 3/16 rivets with AN174-6 bolts for the attachment of the Rudder Quadrant Support Bracket, P/N C3-FS-169, in accordance with the "Modification Procedure" described in DeHavilland Aircraft, Ltd. Technical News Sheet, Series Otter No. 3, or an approved equivalent alteration. --------------------------------------------------------------- 11. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 15, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/203. Compliance required within 50 hours in service. To prevent rudder control reversal, install safety block, P/N C3-FS-504, for rudder pedal linkages, in accordance with the "Modification Procedure" described in DeHavilland Aircraft, Ltd. Technical News Sheet, Series Otter, No. 4, or an approved equivalent alteration. -------------------------------------------------------------- 12. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 208, except 135, 171, 176, 190, 193, 195, 197, 202 thru 204 and 207, certificated in all categories, but not altered in accordance with DeHavilland Modification 3/699. Compliance required within 100 hours in service after the effective date of this AD. Replace the present lower rudder hinge assembly, P/N C3-TR-14 in accordance with paragraph 6 "PROCEDURE" in DeHavilland Aircraft, Ltd. Engineering Bulletin, Series "O", No. 28, or an approved equivalent alteration. -------------------------------------------------------------- 13. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 177 except 16 and 67, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/670. Compliance required within 50 hours in service after the effective date of this AD. To prevent structural damage due to ground handling, reinforce the fuselage structure on left and right side, at the horizontal stabilizer attachment brackets, Station 427, in accordance with paragraph 6. "PROCEDURE" in DeHavilland Engineering Bulletin, Series "O", No. 29, or an approved equivalent alteration. --------------------------------------------------------------- 14. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 1 thru 300 and 324, certificated in all categories. Compliance required within the next 25 hours in service after the effective date of this AD, unless already accomplished. To prevent failure of the rudder control system, inspect Rudder Control Bellcrank Assemblies, P/Ns C3-CF-15 and CS-CF-15-7, for cracks using a dye penetrant method with a glass of at least 10 power, or using an approved equivalent inspection. For area of assemblies to be inspected refer to DeHavilland Aircraft of Canada, Ltd. Engineering Bulletin, Series "O", No. 63, Page 2, Figure 1. Replace cracked parts before further flight with parts of the same part number or approved equivalent parts. --------------------------------------------------------------- 15. Applies to all DHC-3 (U-1A) Airplanes operating on skis or wheel-skis, certificated in all categories. Compliance required, unless already accomplished, each time skis or wheel-skis are installed, or, within the next 50 hours in service, if the skis or wheel-skis arealready installed, and thereafter at intervals not to exceed 250 hours in service since the last inspection while operating on skis or wheel-skis. To detect cracks and preclude failures of the bolts attaching the upper end of the axle and compression struts to the fuselage, accomplish the following: a. Inspect in accordance with paragraph (1), (2) and (3) under the sub-title "Procedure" in DeHavilland Service Bulletin No. 3/12, Issue 2, or in accordance with an approved equivalent inspection. b. Replace cracked bolts, P/N C3U72-3 (axle strut) and P/N C3U142-5 with new bolts of the same part numbers, or approved equivalent bolts. c. If bolts are undamaged, reinstall and grease in accordance with DHC-3 Maintenance Manual Lubrication Instruction. --------------------------------------------------------------- 16. Applies to DHC-3 (U-1A) Amphibian Airplanes Serial Numbers 2 thru 410 only, certificated in all categories, but not altered in accordance with DeHavilland Modification 3/837. Compliance required within the next 100 hours in service after the effective date of this AD. In order to preclude damage due to landing on wheels, reinforce fuselage, forward and aft of joint, Station 264.00, in accordance with the "PROCEDURE" described in DeHavilland Aircraft, Ltd. Engineering Bulletin, Series "O", No. 57, Issue 2, or an approved equivalent alteration. --------------------------------------------------------------- 17. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 253, certificated in all categories. Compliance required within the next 25 hours in service after the effective date of this AD, unless already accomplished. Replace the two ESNA clinch nuts, P/N 22-NC6-048, holding the fork attachment fitting, P/N C3T15-5, to the tailplane with two ESNA clinch nuts, P/N 22- NC4-048, in accordance with paragraph 6. "PROCEDURE" in DeHavilland Aircraft of Canada, Ltd. Engineering Bulletin, Series "O", No. 47, Issue 2, orwith an approved equivalent alteration. --------------------------------------------------------------- 18. Applies to DHC-3 (U-1A) Airplanes, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/909. To prevent possible adverse airplane flutter effects from the flap interconnect tab on the elevator accomplish the following: 1. Compliance required within the next 50 hours in service after the effective date of this AD. a. Attach the following operating limitation placard near the airspeed indicator in full view of the pilot: "VNE SPEED SHALL NOT EXCEED 150 MPH (130 KNOTS) CAS." b. Conduct an inspection of the items listed in DeHavilland Aircraft of Canada, Ltd. Service Bulletin, Series Otter, No. 3/4, or an approved equivalent inspection. 2. Within three months after the effective date of this Airworthiness Directive accomplish either: a. An alteration of the red radial VNE line and the cautionary yellow arc of the airspeed indicator to reflect the VNE speed = 150 MPH (130 Knots) CAS, in accordance with an approved alteration; or b. A modification of the elevator tab horn in accordance with DeHavilland Aircraft of Canada, Ltd. Service Bulletin, Series Otter, No. 3/6, or an approved equivalent modification. 3. When either alteration in paragraph 2 of this AD item is incorporated the placard in paragraph 1(a) can be removed. --------------------------------------------------------------- 19. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 1 thru 356, certificated in all categories. 1. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. Perform the following in accordance with the "PROCEDURE" in DeHavilland Aircraft of Canada, Ltd. Engineering Bulletin, Series "O", No. 66, or an approved equivalent procedure. a. Visually inspect the wing strut spars P/N C3W101-4, on wing struts P/N C3W101-9, at both ends for cracks. b. If a crack is found at either end of the wing strut spar, which is less than 0.75 inch in length and does not enter a rivet hole, repair the spar prior to next flight, as in paragraph 3 of the above Bulletin, or an approved equivalent repair. c. If a crack is found longer than 0.75 inch in a strut spar, or a crack enters a rivet hole, prior to next flight, replace with a part of the same part number or an approved equivalent part, or repair in accordance with an approved procedure. --------------------------------------------------------------- 20. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 155, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/735. Compliance required within the next 100 hours in service after the effective date of this AD. To prevent inadvertent damage to the horizontal tail front hinge supporting structure, install "NO PUSH" signs on the leading edges of the left and right horizontal tail and elevator horns as indicated in paragraph 5 "PROCEDURE" of DeHavilland Aircraft of Canada, Ltd. Engineering Bulletin, Series "O", No. 32, or an approved equivalent alteration. --------------------------------------------------------------- 21. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 26, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/721. Compliance required at the next 50 hours in service after the effective date of this AD. To prevent damage to the horizontal tail front attachment brackets, accomplish the following: a. Reinforce the joint between the horizontal tail from attachment brackets, P/N C3-T5-15 and the horizontal tail structure by the installation of a pair of doubler plates on the horizontal tail lower surface skin in accordance with paragraph 6 "PROCEDURE " of DeHavilland Aircraft of Canada, Ltd. Engineering Bulletin, Series "O", No. 33, or an approved equivalent alteration procedure. b. Replace the existing 5/32 inch diameter dural rivets, P/N AN 456AD5 with 3/16 inch diameter steel bolts, P/N AN 173-6, for the attachment of the front attachment brackets to the horizontal tail, or approved equivalent parts. --------------------------------------------------------------- 22. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 192, except 176, 178, 181 and 190 certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/729. Compliance required within the next 50 hours in service after the effective date of this AD. To prevent the possible loss of the aileron center hinge bearing and to serve as a stop, install bolt, P/N C3-WF-54-3, in the outboard flap center hinge assembly in accordance with the "PROCEDURE" described in DeHavilland Engineering Bulletin, Series "O", No. 30, or with an approved equivalent alteration. -------------------------------------------------------------- 23. Applies to DHC-3 (U-1A) Airplanes, Serial Number 2 thru 126 except 67, 106, 114 and 120, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/711. Compliance required within the next 50 hours in service after the effective date of this AD. To prevent buckling or cracking in the nose flap center hinge ribs, reinforce the inboard nose flap center hinge rib in accordance with paragraph 6 "PROCEDURE" in DeHavilland Engineering Bulletin, Series "O", No. 24, or with an approved equivalent alteration. --------------------------------------------------------------- 24. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 270, 272, 275, 276 and 278, certificated in all categories and having steel bushings fitted to flap control rod sub assembly C3CF170-4, Mod. 3/288, but not altered in accordance with DeHavilland Modification No. 3/807. Compliance required within the next 25 hours in service after the effective date of this AD. To prevent the possible loss of the flap, replace the flap control rod sub assembly C3CF170-4 with C3CF170-11 in accordance with paragraph 6 "PROCEDURE" in DeHavilland Engineering Bulletin, Series "O", No. 49. --------------------------------------------------------------- 25. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 73 except Serial Numbers 16, 25, 27, 34, 43, 47 thru 51 and 67, certificated in all categories. Compliance required within the next 100 hours in service after the effective date of this AD, unless already accomplished. To provide adequate rivet connection of the top outer wing skin to the inner corrugated skin, inspect the top surface of the wing for excessive spacing between rivets, in accordance with paragraph 5 "PROCEDURE" in DeHavilland Engineering Bulletin, Series "O", No. 17 or an approved equivalent inspection. If excessive rivet spacing exists, install, before next flight, CR-163 4-2 Cherry rivet in accordance with the procedure in DeHavilland Engineering Bulletin, Series "O", No. 17, or with an approved equivalent alteration. --------------------------------------------------------------- 26. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 71 except 16, 25, 27, 34, 43, 47 thru 51 and 54, certificated in all categories, but not altered in accordance with DeHavilland Modification 3/458. To detect damage to the rudder control system, caused by heavy ground gust conditions on parked aircraft, accomplish the following visual inspection, after the effective date of this AD: a. Inspect, within the next 25 hours in service, unless already accomplished within the last 25 hours in service. b. Repeat this inspection at intervals thereafter not to exceed 100 hours in service. c. Inspect in accordance with paragraph 6 "DATA" in DeHavilland Aircraft, Ltd. Engineering Bulletin, Series Otter, No. 1, or an approved equivalent inspection. --------------------------------------------------------------- 27. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 54, certificated in all categories. Compliance required within the next 50 hours in service after the effective date of the AD, unless already accomplished. a. For rudder quadrant hub assemblies, P/N C3-CF-127, install six additional AN 456AD-4-14 rivets in accordance with paragraph 6. "DATA" in DeHavilland Engineering Bulletin, Series Otter, No. 3, or install an approved equivalent alteration. b. For elevator quadrant hub assemblies, P/N C3-CF-126, replace with P/N C3-CF-126-7, in accordance with paragraph 6. "DATA" in DeHavilland Engineering Bulletin, Series "O", No. 22, or an approved equivalent alteration. --------------------------------------------------------------- 28. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 1 thru 201, certificated in all categories, incorporating DeHavilland Modification No. 3/731, and P/N C3-CF-450-9 and -11, but not altered in accordance with DeHavilland Modification 3/772. Compliance required within the next 50 hours in service after the effective date of this AD. To prevent displacement of the wing flap actuating jack head assembly sintered metal filter, with consequent marginal engagement between the filter internal retainer and seal holder, remove sintered metal filter assembly from flap hydraulic jack, P/N C3-450-9 and -11 in accordance with paragraph 6. "PROCEDURE" in DeHavilland Aircraft of Canada, Ltd., Engineering Bulletin, Series "O", No. 38, or an approved equivalent alteration. -------------------------------------------------------------- 29. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 1 thru 40, certificated in all categories. Compliance required within the next 50 hours in service, unless already accomplished. To provide a more positive retainer for the piston tube of the main landing gear compression strut, P/N C3-U-104, alter the landing gear in accordance with "Modification Procedure" in DeHavilland of Canada, Ltd., Technical News Sheet, Series Otter, No. 23 including amendment No. 1, or an approved equivalent alteration. -------------------------------------------------------------- 30. Applies to DHC-3 (U-1A) Airplanes, Serial Number 1 thru 15 except 7, certificated in all categories without tail wheel steering, but not altered in accordance with DeHavilland Modification 3/132. Compliance required within the next 25 hours in service. To prevent possible loss of tail wheel assembly in flight, install P/Ns C3-UT-40, CW- UT-41, CW-UT-42, in accordance with "Modification Procedure" in DeHavilland Aircraft of Canada, Ltd., Technical News Sheet, Series Otter No. 6, or an approved equivalent alteration. --------------------------------------------------------------- 31. Applies to all DHC-3 (U-1A) Airplanes equipped with combination wheel-skis, certificated in all categories, but not altered in accordance with DeHavilland Modification 3/874. Compliance required at the next ski installation or within the next 50 hours in service after the effective date of this AD, whichever occurs first. To insure adequate lubrication of the main landing ski axle pin, install new axle pin P/N C3U5286-3 and bushing P/N C3U5287-3 in accordance with the "Modification Procedure" in DeHavilland Aircraft of Canada, Ltd., Engineering Bulletin, Series "O", No. 70, Issue 2, and its amendments 1 and 2, or an approved equivalent alteration. -------------------------------------------------------------- 32. Applies to DHC-3 (U-1A) Airplanes, Serial Numbers 2 thru 37 except 16 and 19, certificated in all categories, but not altered in accordance with DeHavilland Modification No. 3/374. Compliance required within the next 50 hours in service after the effective date of this AD. To provide a stronger and more positive attachment of the rear cabin seats to the luggage compartment post, install eyebolts P/N AN 43-17A, in accordance the "Modification Procedure" in DeHavilland of Canada, Ltd., Technical News Sheet, Series Otter, No. 25, or an approved equivalent alteration. --------------------------------------------------------------- Equivalent placards, signs, parts, inspection, procedures, instructions, repairs, alterations and modification, as applicable, must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Compliance with this Airworthiness Directive must be noted in the log book of the aircraft by referencing the Airworthiness Directive number and the specific item complied with; example: AD 76-08-05(2) if item 22 is being complied with. Upon request, with substantiating data submitted through an FAA maintenance inspector, the compliance times of this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective April 29, 1976.
2001-24-25: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, and - 40 series airplanes and C-9 airplanes. This amendment requires modification of the spoiler control system, and installation of protective interlock box assemblies in the spoiler circuit. This amendment is necessary to prevent smoke/fire in the flight compartment in the event that the automatic spoiler actuator overheats, and/or loss of the spoiler control system, which could significantly reduce the braking effectiveness of the airplane. This action is intended to address the identified unsafe condition.
85-07-05 R1: 85-07-05 R1 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39- 5028 as revised by Amendment 39-6354. Docket No. 89-NM-25-AD. Applicability: Model L-1011 series airplanes, Serial Numbers -1002 through -1221 that have not been modified in accordance with Lockheed Service Bulletin 093-21-184, dated November 21, 1983, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To minimize the potential for unrecoverable loss of all AC/DC electrical power, including the emergency bus, accomplish the following: A. Within 3,600 flight hours after May 9, 1985 (the effective date of Amendment 39- 5028), extend and reroute Fenwall thermal overheat sensors below the Mid-Electrical Service Center (MESC) floor, remove excess flow sensors, and modify the structure below the MESC floor in accordance with the Lockheed Service Bulletin 093-21-214, Revision 1, dated December 9, 1983; Revision 2, dated September 10, 1984; Revision 3, datedApril 21, 1986; or Part 1 of the Accomplishment Instructions of Revision 4, dated August 15, 1988. B. Within 3,600 flight hours after May 9, 1985 (the effective date of Amendment 39- 5028), extend the duct isolation barrier in accordance with Lockheed Service Bulletin 093-21-222, Basic Issue, dated January 9, 1984; Revision 1, dated April 30, 1984; or Revision 2, dated August 15, 1988. C. Within 3,600 flight hours after the effective date of this amendment, further extend the duct isolation barrier, add overheat sensors, and revise the insulation blanket retention, in accordance with Lockheed Service Bulletin 093-21-227, Basic Issue, dated August 15, 1988. D. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: 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, Los Angeles Aircraft Certification Office. E. 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 Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Department 65-33, Unit 20, Plant A-1. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This AD revises Amendment 39-5028, AD 85-07-05, which became effective on May 9, 1985. This amendment (39-6354, AD 85-07-05 R1) becomes effective on November 13, 1989.
75-15-03: 75-15-03 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2264: Applies to Model G-1159 airplanes, Serial Number 1 through 164 and 775. Compliance required as indicated: (1) Flight Manual. The emergency procedure set forth in Section A is effective upon receipt of this AD and must be incorporated in the Grumman Gulfstream II ARM, unless previously incorporated by Grumman Interim Revision 16-5 dated July 2, 1975. (2) Operating Limitation. The limitation set forth in Section B is effective upon receipt of this AD. It must be incorporated in the Grumman Gulfstream II AFM and remains effective until Grumman American Service Change 199 has been accomplished. (3) Replacement of stall barrier filters. Compliance with the filter change outlined in Section C is required within two hundred (200) flight hours, or three months, after the effective date of this AD, whichever occurs first. A. Emergency Procedures - Page 3-21 under Stall Barrier Malfunction, after item 5, add: If the stick pusher actuates in flight and cannot be deactivated using the above procedures, it is probable that a hydraulic malfunction has occurred in the stall barrier system. In this event, it will be necessary to continue the flight with the stall barrier actuated. The following procedures are recommended: 1. Cruise. With gear and flaps retracted, the airplane can be trimmed at airspeeds above approximately 200 knots. For maximum aircraft nose up trim, use the manual trim available beyond electric trim limit. The trim speed is reduced to a value below 200 knots when the flaps are extended. The trim tab deflection necessary for a trimmed condition will increase drag and reduce range by a small but undetermined amount. 2. Approach and Landing. a. The airplane CG may be adjusted as far aft as practicable, without exceeding the aft CG limit, by moving baggage and passengers rearward. b. Burn off fuel as required for a maximum landing gross weight of 46,000 pounds. c. With flaps 20 degrees, gear down, the airplane can be trimmed down to approximately 180 KIAS. d. On final approach at 170 KIAS, lower gear and landing flaps and reduce speed to 165 KIAS. This will result in a stick force of approximately 12 lbs. pull. Maintain 165 KIAS on final approach. The approach at 165 kts. and 39 degrees flaps will result in an attitude with the nose lower than normal. All other check list procedures are unchanged. e. At approximately 100 ft. above ground level slowly reduce the power to idle. The airplane should be flown onto the runway with a slight flare to assure that the nose wheel will not touch first. Plan to touch down at approximately 150 KIAS. Apply maximum reverse thrust and brake as necessary. Stick force during flare and touchdown will increase to about 30 lbs. Care should be taken not to flare high, thereby using more runway than necessary. f. Due to the higher touchdown speed, the landing distances will be increased. The required runway length has not been determined, but landings have been made in less than 7,000 feet of runway by using maximum reverse thrust and light braking. B. Limitations - Page 1-9. Under Stall Warning/Stall Barrier System add: INTENTIONAL STALLS ARE PROHIBITED. C. To prevent the stall barrier stick pusher from remaining energized after actuation, due to portions of the hydraulic filters becoming lodged in the stall barrier valves, accomplish the following: Replace the stall barrier hydraulic in-line filters and inspect and leak check the stall barrier valves and cylinder if the replaced filters are determined to be not intact upon removal, according to Grumman American Service Change 199, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Southern Region, Atlanta, Georgia. This amendment becomes effective July 18, 1975.
2022-21-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes), and A310 series airplanes. This AD was prompted by a determination that a new airworthiness limitation is necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate a new airworthiness limitation, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2017-13-02: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by reports that during the assembly of structural elements on some airplanes, lack of established procedures and tools caused boring and torqueing defects to be present at some locations. This AD requires a detailed visual inspection of bore holes for defects, replacement of bolts, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2025-11-09: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation, Inc., Model 560 and 560XL airplanes. This AD was prompted by reports of mis-wired fire extinguishing bottles. This AD requires an engine fire extinguisher system functional test, an inspection of the fire extinguisher bottle cartridge wire numbers and yellow ID sleeves for proper identification and legibility, and applicable corrective actions. This AD also requires revising the existing inspection program to incorporate new airworthiness limitations for repetitive inspections of the engine fire extinguisher wiring and, as applicable, auxiliary power unit (APU) fire extinguisher wiring. The FAA is issuing this AD to address the unsafe condition on these products.
81-18-01 R1: This amendment revises an existing airworthiness directive (AD) for Bell Helicopter Textron, Inc. (BHTI) Model 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters that currently establishes a retirement life for the main rotor trunnion (trunnion) based on hours time-in-service (TIS). This amendment retains those requirements but revises the AD to remove the trunnion, part number (P/N) 206-011-120-103, from the applicability. This amendment is prompted by the issuance of another AD for the BHTI Model 206L and 206L-1 helicopters that requires a different method of calculating the retirement life for the trunnions. The actions specified by this AD are intended to prevent failure of the trunnion due to fatigue cracks and subsequent loss of control of the helicopter.
2023-02-08: The FAA is superseding Airworthiness Directive (AD) 2021-09- 13, which applied to certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 airplanes. AD 2021-09-13 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that additional new or more restrictive airworthiness limitations are necessary. This AD retains the requirement of AD 2021-09-13. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2025-11-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 airplanes. This AD was prompted by an inspection that found several anodic burns on the main landing gear (MLG) bogie beam axles following a high velocity oxygen-fuel (HVOF) stripping process. This AD requires replacement of affected MLG bogie beam axles and prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2001-25-02: This amendment adopts a new airworthiness directive (AD) for Enstrom Helicopter Corporation (EHC) Model TH-28 and 480 helicopters. This AD requires establishing a life limit for certain upper and lower main rotor hub plates of 5000 hours time-in-service (TIS), creating a component history card or equivalent record, and replacing each main rotor hub plate (hub plate) having 5000 or more hours TIS with an airworthy hub plate. This AD is prompted by a recent reliability-based stress analysis that indicates a 5000-hour TIS life limit should be imposed on certain hub plates. The actions specified by this AD are intended to prevent failure of a hub plate, loss of control of the main rotor, and subsequent loss of control of the helicopter.
2001-25-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Cirrus Design Corporation (CDC) Models SR20 and SR22 airplanes. This AD requires you to inspect one time for understrength rivets on the elevator torque tube and rudder hinge and replace any understrength rivets. This AD is the result of CDC notifying FAA that understrength rivets were mixed in production supplies. The actions specified by this AD are intended to detect and replace understrength rivets in the elevator and rudder, which could result in failure of the control surfaces. Such failure could lead to a loss of control of the airplane in flight.
63-27-05: 63-27-05 VICKERS: Amdt. 39-864. Amendment 658 (28 F.R. 13931) as amended by Amendment 39-126 (30 F.R. 11029) is further amended by Amendment 39-864. Applies to Viscount Models 744, 745D and 810 Series Airplanes. Compliance required as indicated. Fatigue failures have occurred in the fuselage leading edge frame and associated structure. To preclude further failures accomplish the following: (a) Fuselage frame: (1) Within 200 landings after the effective date of this AD on aircraft which have attained 8,000 landings, unless already accomplished within the preceding 500 landings, conduct initial visual inspection for cracks in accordance with the applicable Vickers Preliminary Technical Leaflet referenced herein. Accomplish repair in (2) or (3) as applicable, before further flight if the inspection reveals any of the following: (i) Cracks in the frame joint pressing or in the floor beam or in the floor beam joint plates - either in the flanges or running towards the flanges or in the heel line of the flanges. (ii) Any single crack not defined in (a)(1)(i), greater in length than 1.5 inches. (iii) Two or more cracks not defined in (a)(1)(i). (2) Model 744 and Model 745D cracked frame joint pressings must be repaired/reinforced per Modification D.3059, or any alternative scheme which has been approved by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area. (3) Model 810 Series aircraft. Figure 2, PTL 106 Issue 3 of later ARB- approved issue illustrates a temporary repair scheme, applicable only where unacceptable cracks, confined to the areas indicated in Figure 1 of the reference PTL are present. Unacceptable cracks, outside those areas must be repaired/reinforced in accordance with Mod. FG.1928 part (b). Any alternative scheme which has been approved by the Chief Aircraft Certification Division, Europe, Africa and Middle East Area may be used. (4) Subsequent to the initial inspection, per (1), aircraft are considered serviceable if the following repetitive inspections of the frame structure are accomplished at the periods indicated. (i) Within every 700 landings: (a) When no cracks are present. (b) Where any acceptable single crack not greater in length than 1.5 inches is present. (c) When VTO/700/169 or any other temporary repair scheme approved by the aircraft manufacturer or by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area, has been incorporated. (ii) At routine overhaul periods not later than every 12,000 flying hours: After reinforcement of the frame structure by incorporation of Mod. D3059 (for 744 and 745D) or Mod. FG.1928 part (b) (for 810), or any alternative reinforcement approved by the aircraft manufacturer, or by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area. (Continental Air Lines Repair/Reinforcing Scheme 753-43079 has been approvedby the aircraft manufacturer for aircraft repaired/reinforced prior to the effective date of this AD.) (b) Inspection of top spigot and socket fittings and attachment bolts: (1) From effective date of this AD within 1,000 landings on aircraft which have already attained 12,000 landings or within 2,000 landings on aircraft which have accumulated between 8,000 and 12,000 landings, unless already accomplished, conduct initial visual in situ inspection of the spigot and socket fittings for cracks and the associated attachment bolts for damage, in accordance with the applicable PTL referenced herein. Cracked fittings or damaged bolts must be replaced before further flight. Initial inspection of replacement fittings with new original type fittings need not be conducted until these fittings have accumulated 8,000 landings. (2) Subsequent to the initial inspection in (b)(1) conduct repetitive inspections within every 2,000 landings until Mod. D3072 Part (a) or part (d) (for744 and 745D) Mod. FG 1928 Part (a) or Part (d) (for 810) is embodied. Inspect modified fittings at routine overhaul periods not later than every 12,000 hours' time in service. (3) Modified fittings shall be used in pairs. Single modified fittings shall not be used to replace unserviceable unmodified items. (4) Modification D.3129 (for 744 and 745D) Modification FG. 2011 (for 810) introduce oversize top fitting attachment bolts. Strict compliance with paragraph B(2)(i), (ii), or (iii) of the applicable referenced PTL is required should operators incorporate these oversize bolts on a voluntary basis. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for that type of airplane. (British Aircraft Corporation (Operating) Ltd. PTL 242 Issue 3 or later ARB-approved issue (700 Series) and Modifications D.3059, D.3072 and D.3129 (for 744 and 745D airplanes) PTL 106 Issue 3 or later ARB-approved issue (800/810 Series) and Modifications FG. 1928 and FG. 2011 (for 810 Series airplanes) cover this subject.) This directive effective January 21, 1964. Revised August 26, 1965. Revised October 30, 1969.
2017-12-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD is intended to complete certain mandated programs [[Page 27980]] intended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. This AD requires inspecting the forward passenger doors to identify the part number, and for affected doors, inspecting to identify existing repairs and doing corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-12-03: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW2037, PW2037M, and PW2040 turbofan engines. This AD was prompted by an unrecoverable engine in-flight shutdown (IFSD) after an ice crystal icing event. This AD requires installing a software standard eligible for installation and precludes the use of electronic engine control (EEC) software standards earlier than SCN 5B/I. We are issuing this AD to correct the unsafe condition on these products.
2001-22-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-22-51, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A119 helicopters by individual letters. This AD requires removing a certain part-numbered tail rotor blade (blade) on or before accumulating 50 hours time-in-service (TIS). This AD also requires visually or dye penetrant inspecting each blade at specified time intervals and removing any cracked blade before further flight. This AD is prompted by the discovery of a fatigue crack on a blade during an inspection. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
2001-25-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-8-33, -43, -51, -52, -53, and -55 series airplanes; Model DC-8F-54, and -55 series airplanes; and Model DC-8-61, -61F, -62, -62F, -63, -63F, -71, -71F, -72, -72F, -73, and -73F series airplanes. This action requires repetitive inspections of the electrical connectors of the explosive cartridge wiring of the engine fire extinguisher containers to verify if the identification number labels are installed and legible; repetitive electrical tests of all explosive cartridge wiring of the engine fire extinguisher containers to verify proper installation and function; and corrective actions, if necessary. This action is necessary to detect and correct cross-wired electrical connectors of the fire extinguishing system, which could release fire extinguishing agent into the incorrect engine nacelle in the event of an engine fire.
2001-23-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2001-23-51 that was sent previously to all known U.S. owners and operators of certain Airbus Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-600) series airplanes; and Model A310 series airplanes by individual notices. This AD requires a one-time detailed visual inspection to detect repairs and alterations to, and damage of the vertical stabilizer attachment fittings, including the main attachment lugs and the transverse (side) load fittings; and the rudder hinge fittings, hinge arms, and support fittings for all rudder hinges, and rudder actuator support fittings; and repair, if necessary. This AD also requires that operators report results of inspection findings to the FAA. This action is prompted by an airplane accident shortly after takeoff from John F. Kennedy International Airport, Jamaica, New York. The actions specified by this AD are intended to preventfailure of the vertical stabilizer-to-fuselage attachment fittings or transverse (side) load fittings, or rudder-to-vertical stabilizer attachment fittings, which could result in loss of the vertical stabilizer and/or rudder and consequent loss of control of the airplane.
2017-12-11: 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 the equipment racks were not designed to support the actual weight of all the equipment and the secondary direct current power centers under all loading conditions. This AD requires modifying the equipment racks. We are issuing this AD to address the unsafe condition on these products.
2010-26-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking in the body skin around the aft corners of the nose wheel well; for certain airplanes, repetitive inspections for cracking in the skin splice plate at the aft corners of the nose wheel well; and related investigative and corrective actions if necessary. This AD also requires repetitive post-modification inspections for cracking in the body skin and the skin splice plate; for certain airplanes, an inspection for steel cross-shaped doublers on the larger aluminum doublers; and corrective action if necessary. This AD also requires repetitive surface high frequency eddy current (HFEC) inspections of a certain bulkhead outer chord, skin splice plate, and outer chord radius filler for cracking; repetitive detailed inspections for cracking of the bulkhead frame web and body skin; and corrective actions if necessary. This AD provides for optional terminating action for certain repetitive inspections. This AD was prompted by reports of cracking of the fuselage skin and adjacent internal skin splice plate at the left and right nose wheel well aft corners, and the outer chord of the body station (BS) 400 bulkhead. We are issuing this AD to detect and correct cracking of the fuselage skin or splice plate, which, together with cracking of the bulkhead outer chord, could result in large skin cracks and subsequent in-flight rapid decompression of the airplane.
91-09-04: 91-09-04 AEROSPATIALE: Amendment 39-6971. Docket No. 90-NM-255-AD. Applicability: All ATR42-300 and ATR42-320 series airplanes, post Modification 1572, as listed in Aerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Within 250 hours time-in-service after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection of the webs of main Frame 25 and Frame 27 (right and left sides) between Stringer 6 and Stringer 7, in accordance with Aerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990. B. If no crack is found, the airplane may be returned to service. C. If the crack length is less than 50.8 mm (2 inches), prior to further flight, stop drill holes at the ends of the crack, in accordance withAerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990; and 1. Perform a detailed visual inspection of the crack ends within 250 hours time-in-service following repair. If the crack length is more than 50.8 mm (2 inches), proceed to paragraph D. of this AD. 2. Within 425 hours time-in-service following repair, accomplish Modification 15 S 535 R 00 38, in accordance with the service bulletin. D. If the crack length is more than 50.8 mm (2 inches), prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. E. An alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and thensend it to the Manager, Standardization Branch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6971, AD 91-09-04) becomes effective on May 28, 1991.
2023-02-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B2K-3C, B2-203, B4-2C, and B4-203 airplanes. This AD was prompted by a determination that internal system pollution can occur, most likely due to corroded unions in the pressurization lines, with an associated risk of contamination of the check valves. This AD requires repetitive inspections (functional checks) of the pressurization of the hydraulic system reservoirs, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2001-23-17: This amendment adopts a new airworthiness directive (AD) that applies to certain GARMIN International (GARMIN) GNS 430 units that are installed on aircraft. This AD requires you to modify the unit to incorporate circuitry changes to the GNS 430 unit's deviation and flag outputs. This AD is the result of reports of inaccurate course deviations caused by external electrical noise to the GNS 430 unit's course deviation indicator (CDI). The actions specified by this AD are intended to prevent such external noise from causing inaccurate course deviation displays in the GNS 430 unit's CDI or horizontal situation indicator (HSI). Such displays could result in the pilot making flight decisions that put the aircraft in unsafe flight conditions.
2001-24-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3 series airplanes, that requires repetitive tests (checks) of the engine power lever to ensure that the fuel control unit (FCU) lever is contacting the maximum stop, adjustment of the FCU rigging, if necessary, and an engine ground run for correct gas generator rotational speed. This AD also requires a static reduced power check on each engine to ensure correct operation of the reserve takeoff power (RTOP) system; and follow-on actions, if necessary. This action is necessary to prevent failure of the engines to reach adequate RTOP boost during takeoff, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2017-11-05: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Corporation (RRC) AE 3007C and 3007C1 turbofan engines. This AD was prompted by analysis and by cracks found in the high- pressure turbine (HPT) wheel during an inspection. This AD requires replacement of the affected HPT wheels at new, lower life limits. We are issuing this AD to correct the unsafe condition on these products.