Results
90-02-03: 90-02-03 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39-6438. Docket No. 89-NM-178-AD. Applicability: Model DHC-8 series airplanes, Serial Numbers 1 through 119, certificated in any category. Compliance: Required within 500 hours time-in-service or 90 days after the effective date of this AD, whichever occurs first, unless previously accomplished. To prevent fatigue failure of the flap track No. 5 fail safe straps, accomplish the following: A. Perform a visual inspection for cracks in the flap track No. 5 fail safe straps, in accordance with de Havilland Service Bulletin No. 8-57-10, dated March 31, 1989. If no cracks are found, modify strap holes in accordance with the service bulletin. If cracks are found, replace prior to further flight with a new fail safe strap, in accordance with the service bulletin. 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, ANE-170, FAA, New England 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, New York Aircraft Certification Office, ANE-170. 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 Airplane Directorate, 17900 Pacific Highway South, Seattle, 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 (39-6438, AD 90-02-03) becomes effective on February 9, 1990.
2020-21-21: The FAA is adopting a new airworthiness directive (AD) for Leonardo S.p.a. (Leonardo) Model A109E, A109S, A119, AW109SP, and AW119MKII helicopters. This AD requires removing certain main rotor (M/ R) floating ring assemblies from service. This AD also prohibits replacing any washer on any M/R floating ring assembly. This AD was prompted by a report of a washer debonding from the M/R floating ring assembly. The actions of this AD are intended to address an unsafe condition on these products.
64-08-02: 64-08-02 LOCKHEED: Amdt. 711 Part 507 Federal Register April 8, 1964. Applies to All Model 1649A Series Aircraft. Compliance required as indicated. (a) Within 350 hours' time in service after the effective date of this AD, unless already accomplished, and within each 5,500 hours' time in service thereafter following the initial inspection, inspect for cracks in the right and left hand wing upper milled skin panel (second plank aft of the front spar) in the area aft of the Nos. 2 and 3 nacelles between W.S. 175 and W.S. 283.5 at the forward and aftmost risers adjacent to the skin lap joints using the ultrasonic shear wave inspection technique described in Lockheed Letter FS/267105-L or an FAA approved equivalent. (b) Within 1,400 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 1,050 hours' time in service, visually inspect for cracks in the right and left hand wing upper milled skin panel (second plank aft of the frontspar) in the area aft of the Nos. 2 and 3 nacelles between W.S. 175 and W.S. 283.5 at the forward and aft-most risers adjacent to skin lap joints. (c) Any cracks found during the inspections specified in (a) and (b) shall be repaired in accordance with Lockheed Report 11885 (Structural Repair Manual), Figure 2-10 or an FAA approved equivalent before further flight, except that the aircraft may be ferried in accordance with the provisions of Section 1.76 of CAR Part 1 to a base where the repairs are to be accomplished. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, 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. (Lockheed Letter FS/267105-L dated August 30, 1963, covers this same subject.) This directive effective May 11, 1964.
2020-20-05: The FAA is superseding Airworthiness Directive (AD) 2018-25-02 and AD 2019-23-01, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, -233, -251N, -252N, and -271N airplanes; and Model A321 series airplanes. Those ADs require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD 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. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary and models need to be added to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2003-21-11: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 series turbofan engines. This AD requires replacing the dedicated generator rotor assembly, the adaptor casing on the high speed gearbox (HSGB), and bearings with new design parts on certain engines. This AD is prompted by several reports of dedicated generator rotor assembly bearing failures. We are issuing this AD to prevent possible uncommanded engine acceleration with no reaction to throttle movement, which could result in uncontrollable asymmetric engine thrust levels during takeoff or climb.
88-21-07 R1: 88-21-07 R1 PIPER: Amendment 39-6042 as revised by Amendment 39-6272. Applicability: Model PA-23, PA-23-160, PA-23-250, PA-23-235 and PA-E23-250 (all serial numbers) airplanes certificated in any category, except Model PA-23-250 airplanes, serial numbers 27-7654001 through 27-8154030. Compliance: Required within the next 60 calendar days after the effective date of this AD and at intervals not to exceed 12 calendar months thereafter, unless already accomplished per the unrevised version of this AD. To reduce the possibility of precipitation and/or wash water from entering the fuel filler compartment and leaking into the fuel cell resulting in engine failure, accomplish the following: (a) Inspect the fuel vent/drain lines, the thermos type fuel cell caps, and the fuel filler compartment covers on both main fuel cell systems and, if installed, both auxiliary fuel cell systems in accordance with the instructions in Piper Service Bulletin (SB) No. 340, dated May 24, 1971. (b) If any defects are found, correct them before further flight. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. This AD revises AD 88-21-07, Amendment 39-6042, which became effective on November 6, 1988. This amendment (39-6272, AD 88-21-07 R1) becomes effective on August 22, 1989.
2020-21-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A300 F4-600R series airplanes. This AD was prompted by a report of damaged main deck cargo crossbeams on the right-hand side, between certain frame locations. This AD requires repetitive detailed inspections of the affected main deck cargo crossbeams for any damage, and depending on findings, accomplishment of applicable corrective actions, 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.
98-16-17 R1: This amendment rescinds Airworthiness Directive (AD) 98-16-17 R1, which is applicable to all Cessna Model 750 Citation X series airplanes. That AD requires repetitive in-flight functional tests to verify proper operation of the secondary horizontal stabilizer pitch trim system, and repair if necessary. The requirements of that AD were intended to detect and correct contamination and damage in the system actuator, which could result in simultaneous failure of both primary and secondary pitch trim systems, and consequent reduced controllability of the airplane. Since the issuance of that AD, an improved part has been developed, which, if installed, would terminate the repetitive tests; that improved part has been installed on all affected airplanes or is being installed in production. Therefore, the identified unsafe condition no longer exists.
86-19-15 R1: 86-19-15 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5470. Applies to Aerospatiale Model AS 350 and AS 355 series helicopters, certificated in any category. Compliance is required as indicted unless already accomplished. To prevent failure of the main rotor head sleeves, accomplish the following: (a) For AS 350B and AS 350D helicopters, accomplish the following: (1) Within the next 100 hours' time in service after the effective date of this AD, replace, with serviceable parts, those main rotor head sleeves (Part Numbers (P/N) 350A31.1831.00, .01, .04, .05, .06, and .07) which have 3,900 or more hours' time in service. (2) For those main rotor head sleeves having less than 3,900 hours' time in service on the effective date of this AD, replace with serviceable parts before 4,000 hours' time in service. (b) For AS 355 series helicopters, accomplish the following: (1) Within the next 100 hours' time in service after the effective date of this AD, replace, with serviceable parts, those main rotor head sleeves (P/N's 350A31.1831.04, .05, .06, and .07) which have 1,400 or more hours' time in service. (2) For those main rotor head sleeves having less than 1,400 hours' time in service after the effective date of this AD, replace with serviceable parts before 1,500 hours' time in service. (c) In the event of sudden or repeated occurrence of a severe tracking defect, accomplish the following before the next flight: (1) Remove blades and visually check to determine if outboard sleeve bushes are separated; and (2) If bush separation is found, remove and replace sleeves. (d) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (e) In accordance with FAR sections 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. NOTE: Aerospatiale Telex Services 01.13 and 01.16 and French AD's 86-35-28(B) and 86-57-44(B) pertain to this subject. This amendment becomes effective December 18, 1986, as to all persons except those persons to whom it was made immediately effective by priority letter AD 86-19-15 issued September 24, 1986, which contained this amendment.
86-18-10: 86-18-10 PIPER AIRCRAFT CORPORATION: Amendment 39-5446. Applies to Model PA-42-1000 (S/N's 42-5527002 through 42-5527033) airplanes certificated in any category. Compliance: Required within the next 10 hours time in service after receipt of this AD, unless already accomplished. To prevent loss of power and wing damage accomplish the following: (a) Fabricate a checking device from 3/8 inch O.D. polyethylene plastic tubing, 48 inches in length with a wall thickness of approximately 0.060 inches. NOTE 1: Polyethylene tubing is used in plumbing and air conditioning installations and may be found in hardware stores. Other types of plastic tubing may not work due to friction buildup. (b) Chamfer the end of the tube which will be inserted into the vent lines. Mark the tube at a point 40 inches from the chamfered end. (c) Remove the vent well covers located on top of the left and the right wing tip tanks. (d) Insert the checking device into each wingtip tank vent line up to the 40 inch mark. (e) If the checking device can be inserted to the 40 inch mark, the vent line is clear. Reinstall the vent well covers. No further action is required. (f) If the checking device cannot be inserted to the 40 inch mark, prior to further flight: (1) Drain the fuel from the airplane on the affected side(s). (2) Remove the forward outboard access cover from the bottom of the left and/or right wing(s) as required. (3) Visually inspect the affected tip tank vent lines for blockage or deformation. (4) Remove the fuel cap on the affected tip tank(s), depress the antisiphon flapper valve and using a light and mirror, visually inspect the upper portion of the wing tip tanks fuel vent line for blockage or deformation. (5) Replace any lines found blocked or deformed. (6) Reinstall the wing access plates with the sealant specified in the airplane maintenance instructions. (7) Fuel the airplane and check for leaks. NOTE 2: Piper Telex Service Bulletin No. 846, dated August 26, 1986, applies to the subject of this AD. (g) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (h) Within five (5) days of accomplishing this AD, report, in writing, all defects found during accomplishment of this AD to the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, GA 30337. (Reporting approved by the Offices of Management and Budget under OMB No. 2120-0056.) (i) An alternate method of compliance which provides an equivalent level of safety, may be approved by the Manager, Atlanta Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960; or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Thisamendment becomes effective on October 27, 1986, to all persons except those to whom it has already been made effective by priority letter from the FAA dated September 4, 1986, and is identified as AD 86-18-10.
2020-21-03: The FAA is superseding Airworthiness Directive (AD) 2015-14- 01, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2015-14-01 required a detailed inspection for loose bolts on the aft translating door crank assembly, and removal and reinstallation of the bolts. This AD retains the inspections of AD 2015-14-01 and adds airplanes to the applicability. For all airplanes, this AD also requires a modification of the door crank handle, which will terminate the inspection requirements. This AD was prompted by reports of loose bolts that are intended to secure the translating door crank assembly to the outside handle shaft, and of sealant missing from these bolts on another translating door. The FAA is issuing this AD to address the unsafe condition on these products.
81-10-07: 81-10-07 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4108. Applies to all Model 212 series helicopters which have swashplate support part number (P/N) 204-011-404- 017 installed (Airworthiness Docket No. 81-ASW-18). To prevent possible loss of main rotor control, accomplish the following: (a) Within the next 10 flight hours following the effective date of this AD and continuing at intervals not to exceed 10 flight hours, thoroughly clean the 204-011-404-017 swashplate support-to-gimbal-ring attachment lugs. Using an inspection mirror and flashlight, inspect the lugs for cracks. Particular attention should be given to both inner attachment lugs. If a crack is found, remove and replace the swashplate support. (b) The inspection is not required after swashplate support P/N 204-011-404-017 is replaced with P/N 204-011-404-121. (c) Effective June 1, 1981, the retirement life of swashplate support P/N 204-011- 404-017 is reduced from 1,000 flight hours to 400 flight hours when used on the Model 212 helicopter. The new retirement life shall be recorded on the appropriate helicopter maintenance record. (d) Prior to April 30, 1982, all swashplate support assemblies P/N 204-011-404-017 on Bell Model 212 helicopters must be replaced with P/N 204-011-404-121. (e) Bell Helicopter Textron Alert Service Bulletin 212-81-22 applies for inspection techniques and areas to be inspected. Note: Swashplate supports P/N 204-011-404-017 may have been installed on Model 204 or 205 helicopters and subsequently removed and installed on Model 212 helicopters. For those parts having such a history, determine the equivalent hours as follows: Take the time the part has been installed on a Model 204 or 205 helicopter and divide this time by 2.5; to this result, add the time the part has been on a Model 212 helicopter. The answer is the equivalent hours on the part, and this number must not exceed 400 hours. (f) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (g) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished. This amendment becomes effective May 14, 1981.
2003-21-09: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. The existing AD currently requires certain checks of the magnetic chip detector plug (chip detector) and the main gearbox (MGB) oil-sight glass; and certain inspections of the lubrication pump (pump) and replacing the MGB and the pump with an airworthy MGB and pump, if necessary. Also, the AD requires that a before a MGB or pump with any time-in-service (TIS) can be installed, it must meet the AD requirements. This amendment requires the same actions as the existing AD but corrects the wording to state that the check of the chip detector is for sludge rather than metal particles. This amendment is prompted by the need to correct the wording because the term "metal particles" may be misleading. The actions specified by this AD are intended to detect sludge on the chip detector, to prevent failure of the MGB pump, seizure of the MGB, loss of drive to an engine and main rotor, and subsequent loss of control of the helicopter.
94-25-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Precision Airmotive Corporation (formerly Facet Aerospace Products and Marvel-Schebler) Model HA-6 series carburetors, that requires a modification in those carburetors not equipped with a mixture control retainer clip. This amendment is prompted by eight reports of excessive retention screw wear causing rough engine operation or engine power loss on engines equipped with a Model HA-6 series carburetor between January 1986 and August 1992. The actions specified by this AD are intended to prevent the interruption of fuel flow to the engine caused by the mixture control shaft moving out of position because of excessive wear of the mixture control shaft retention screw.
2020-21-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 airplanes. This AD was prompted by reports that the latches for the forward and aft pressure relief doors could be opened during exposure to fire, leading to a breach in the engine core firewall. This AD requires modification and re-identification of the affected thrust reversers (TRs) and latch access doors (LADs), 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.
60-10-03: 60-10-03\tBOEING: Amdt. 144 Part 507 Federal Register May 7, 1960. Applies to the following 707 series aircraft only: Serial Numbers 17586 through 17596, 17609 through 17612, 17628 through 17648, 17658 through 17672, 17696 through 17702, 17925 through 17927. \n\tCompliance required as indicated. \n\n\tAs a result of one known incident wherein aggravated dutch roll was experienced due to improper rigging of the outboard aileron balance tab, the following modifications shall be accomplished: \n\n\tUnless already accomplished, prior to July 1, 1960: \n\n\t(a)\tReplace aileron quadrant rod assembly P/N 90-2480-3001 with redesigned rod assembly P/N 69-10829 (LH and RH side). \n\n\t(b)\tReplace support channel P/N 6-83872-2000 located on beam installation P/N 9- 65133 (aileron lockout crank) with new channel P/N 69-10833. Adjust stop in accordance with maintenance manual procedure. \n\n\t(c)\tRevise rigging of outboard aileron balance tab to 1.5 degrees (plus-minus 0.5 degrees) down with the aileron in the neutral position. \n\n\t(Boeing Service Bulletin No. 583 dated September 24, 1959, pertains to this same subject.)
83-19-01: 83-19-01 PIPER: Amendment 39-4727. Applies to Model PA-38-112 (S/Ns 38-78A0001 thru 38-82A0122) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible inflight failure of the fin and stabilizer attachment because of fatigue damage, accomplish the following: a) Within the next 25 hours time-in-service on airplanes that have 500 or more hours time-in-service on the effective date of this AD, or upon the accumulation of 525 hours time-in-service on airplanes that have less than 500 hours time-in-service on the effective date of this AD, and at intervals not exceeding 100 hours time-in-service thereafter: 1) Inspect and, if necessary, repair or modify the forward and aft fin spars in accordance with the directions and criteria contained in the INSTRUCTIONS section of Piper Service Bulletin No. 763A dated July 25, 1983. b) The repetitive inspections required by this AD may be discontinued upon the incorporation of Piper Kit No. 764 965. c) The interval between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. e) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. This amendment becomes effective on September 29, 1983.
80-11-08: 80-11-08 BOEING VERTOL (VERTOL): Amendment 39-3778. Applies to Vertol Model 107-II helicopters with pilot or copilot cyclic stick boots, P/Ns 107S2226-9, -13 or -17, certificated in all categories. To prevent possible restriction of cyclic stick travel accomplish the following within the next 25 hours in service after the effective date of this AD, unless already accomplished. a. Loosen the velcro tape and camloc fasteners securing the pilot and copilot cyclic stick boots, P/N 107S2226-9, -13 or -17, and remove the boots. b. Remove the two rivets which attach the forward spring, P/N 107S2226-12, to the forward end of the boot base and discard the forward spring. c. Install washers and new rivets to plug the resulting two empty holes in the boot base. d. Reinstall the pilot and copilot stick boots. e. Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective May 28, 1980.
2009-12-16: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The manufacturer reported findings of missing primer on the internal of the elevator and rudder of aircraft S/N 8200. The aircraft S/N 8200 was with RUAG for maintenance purposes. Investigation performed by RUAG showed that the paint removal procedure for the rudder and elevator was changed from a paint stripping with brush and scraper to a procedure where the parts were submerged in a tank filled with hot liquid stripper. The stripper is called TURCO 5669 from Henkel Surface Technologies. The stripping process is described in the Technical Process Bulletin No. 238799 dated 09/01/1999. This paint stripping process change was not communicated to andnot approved by the TC-Holder. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-21-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that sticking effects have been observed affecting the breathing bag on certain passenger oxygen masks. This AD requires replacement of affected passenger oxygen masks, 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.
83-06-01: 83-06-01 BOEING: Amendment 39-4589. Applies to Boeing Model 767 Series Airplanes certificated in all categories. To prevent loss of engine throttle control due to power lever cable icing, accomplish the following within 30 days from the effective date of this AD, unless already accomplished. \n\tA.\tInstall ice shields on the number 6 and 7 slats per Boeing Service Bulletin 767-30-2, dated December 13, 1982, or later FAA approved revision. \n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\tC.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis amendment becomes effective April 4, 1983.
2003-21-07: The FAA is adopting a new airworthiness directive (AD) for certain The Cessna Aircraft Company (Cessna) Model 525 airplanes. This AD requires you to disengage the pitch trim circuit breaker and AP servo circuit breaker and then tie strap each of them to prevent them from being engaged. This AD is the result of analysis that reveals the potential for a single-wire shorting to 28 volts or a failure of a relay in the electric pitch trim system such that the relay contacts remain closed. We are issuing this AD to correct this single-point failure in the electric pitch trim system, which will result in a runaway pitch trim condition where the pilot could not disconnect using the control wheel autopilot/trim disconnect switch. Failure of the electric trim system would result in a large pitch mistrim and would cause excessive control forces that the pilot could not overcome.
94-24-06: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Corporate Jets Model BH/HS 125-600A and -700A series airplanes, that requires installation of two new circuit breakers in the 6 volt output circuits of the flight deck lighting transformers on electrical Panel 'RY,' below the right pilot's seat. This amendment is prompted by a report of smoke in the flight deck due to a lighting transformer 6 volt output circuit short circuiting to ground. The actions specified by this AD are intended to prevent smoke or fire in the flight deck due to inadequate circuit protection for 6 volt circuits of the flight deck lighting transformer.
61-20-01: 61-20-01 AUTO CRAT MANUFACTURING COMPANY SAFETY BELT: Amdt. 341 Part 507 Federal Register September 23, 1961. Applies to All Aircraft Equipped With Auto Crat Model BN 1-1700 Series Safety Belts. Compliance required within the next 25 hours' time in service after the effective date of this AD. It has been determined by static test that the Auto Crat safety belt Model BN 1-1700 assemblies manufactured under Technical Standard Order C22 standards do not meet the minimum strength requirements of this TSO. Accordingly, these belt assemblies must either be replaced with belt assemblies that conform to TSO-C22 standards, or be reworked to incorporate a steel frame buckle BN 1-2000AW supplied by Auto Crat, or equivalent. When this steel frame buckle is installed, the modified belt assembly becomes Model BN 1-2000, which meets the TSO requirements and shall be marked with the new model number. (Auto Crat letters to various air carriers dated May 10, 1961, pertains to the same subject.) This directive effective October 24, 1961.
2020-20-09: The FAA is superseding Airworthiness Directives (ADs) 2015-14- 07, 2016-07-10, and 2016-24-09. AD 2015-14-07 applied to certain The Boeing Company Model 787-8 airplanes. AD 2016-07-10 and AD 2016-24-09 applied to all The Boeing Company Model 787-8 and 787-9 airplanes. ADs 2015-14-07, 2016-07-10, and 2016-24-09 required actions related to certain flight control module (FCM) software. This AD requires installing flight control electronics (FCE) common block point 5 (CBP5) software, which terminates the requirements of the ADs superseded by this AD. This AD was prompted by certain deficiencies in the FCM software, including a report of an unannunciated dual symmetric inboard slat skew. The FAA is issuing this AD to address the unsafe condition on these products.