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2001-03-52: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2001-03-52 that was sent previously to all known U.S. owners and operators of Bombardier Model CL-600-2B16 (CL-604) series airplanes by individual notices. This AD requires revising the airplane flight manual to provide the flight crew with revised aft center of gravity (CG) limits. This action is prompted by issuance of mandatory continuing airworthiness information by a foreign airworthiness authority. The actions specified by this AD are intended to prevent fuel migration under conditions of acceleration and/or climb, which could result in the airplane exceeding the aft center of gravity limit, and consequent loss of control of the airplane.
81-20-03: 81-20-03 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 4247. Applies to Model A109A helicopters certificated in all categories with tail rotor drive shaft support bearings P/N 109-0424-01-1 installed (7 places). Compliance required as follows, unless already accomplished. To prevent hazardous loss of directional control due to failure of a tail rotor drive shaft support bearing and subsequent failure of the tail rotor drive shaft, accomplish the following: a. Before the first flight of each day after the effective date of this AD, visually check all seven tail rotor drive shaft support bearings, P/N 109-0424-01-1, for general condition, security, excessive play, slippage, or loss of lubricant. If any signs of damage, overheat, looseness, slippage, or loss of lubricant exist, the tail rotor drive shaft and all bearings and associated collars, retention rings, and dust boots must be further inspected and relubricated, or replaced as applicable, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or an FAA-approved equivalent, prior to further flight. b. Within the next 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 600 hours' time in service, inspect and relubricate, or replace as applicable, the tail rotor shaft, bearings, collars, and associated parts, in accordance with steps 1, 2, 3, and 4 of Agusta Bollettino Tecnico No. 109-30, dated March 25, 1981, or FAA-approved equivalent. Defective parts found during this activity must be replaced with serviceable like parts prior to further flight. The daily check required by paragraph a. of this AD may be performed by pilots authorized under FAR 43.3(h) to perform preventative maintenance on this helicopter provided: c. The pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct the check required by this AD; andd. The rotorcraft is equipped with hinged inspection access panels located in the cooling fan cowl (for Nos. 1 and 2 bearings), over the tail boom section (for Nos. 3, 4, 5, and 6 bearings) and in the tail rotor vertical fin fairing (for No. 7 bearing). NOTE: Bearings are numbered from front to rear. See FAR 91.173 for the requirements regarding the listing of compliance with paragraphs A and B of this AD in the aircraft's maintenance records. Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, or by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where the inspections required by paragraph b. of this AD (initial compliance with Agusta Bollettino Tecnico No. 109-30) may be accomplished. This amendment becomes effective November 12, 1981, for all persons except those to whom it was made immediately effective by priority mail AD No. 81-20-03 dated September 29, 1981.
2016-08-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A320-214, -232, and -233 airplanes; and Airbus Model A321- 211 and -231 airplanes. This AD was prompted by reports of incorrect installation of jiffy joint connectors on cables connected to certain passenger service units (PSUs), which could cause the passenger oxygen container to malfunction if the connector becomes disengaged during flight due to vibration. This AD requires identification of the affected PSUs, and depending on findings, doing applicable related investigative and corrective actions. We are issuing this AD to prevent failure of the door of the passenger oxygen container to open in the event of airplane decompression, resulting in lack of oxygen supply and consequent injury to occupants.
2001-04-07: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe Aerospatiale (SOCATA) Model TBM 700 airplanes. This AD requires you to install a thermal protection sleeve on the propeller governor flexible cable. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent loss of propeller control because of hardening or blocking of the control cable, which could result in the inability to control propeller pitch and inability to feather the propeller. Such failure could lead to loss of airplane control.
95-01-51: 95-01-51 AIRBUS INDUSTRIE: Amendment 39-9125. Docket 94-NM-248-AD. Applicability: All Model A300, A300-600, A310, A330, and A340 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of a cockpit sliding window and subsequent rapid decompression of the fuselage, accomplish the following: (a) Within 7 days after the effective date of this AD, perform an inspection of the left- and right-hand sliding side windows in the cockpit to identify the part number (P/N) of those windows, in accordance with paragraph 4.1 of Airbus All Operators Telex (AOT) 30-01, dated December 22, 1994. (b) If no window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, no further action is required by this AD. (c) If any window manufactured by PPG Industries having P/N NP175202-1 (left-hand side) or NP175202-2 (right-hand side) is installed, prior to further flight, accomplish either paragraph (c)(1), (c)(2), or (c)(3) of this AD in accordance with Airbus AOT 30-01, dated December 22, 1994. (1) Deactivate the associated sliding window defogging system in accordance with the procedures specified in paragraph 4.2.2 of the AOT. The defogging system may remain deactivated until the window is replaced in accordance with paragraph (c)(3) of this AD. Or NOTE 2: This AD may permit the defogging system to be deactivated for a longer time than is specified in the Master Minimum Equipment List (MMEL). In any case, the provisions of this AD prevail. (2) Install thermo-sensitive indicators in two areas of the sliding side window (left- and right-hand sides) in accordance with the procedures specified in paragraph 4.3 of the AOT. Thereafter, perform a daily inspection of the indicators to determine if the 60-degree segment of any indicator turns from light grey to black, in accordance with the procedures specified in paragraph 4.3 of the AOT. If any indicator turns black, prior to further flight, deactivate the associated sliding window defogging system in accordance with paragraph (c)(1) of this AD. Or (3) Replace the PPG Industries window with a serviceable window manufactured by PPG Industries or by SPS, in accordance with the procedures specified in paragraph 5.1 of the AOT. After such replacement, no further action is required by this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with Airbus All Operators Telex 30-01, dated December 22, 1994. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on February 14, 1995, to all persons except those persons to whom it was made immediately effective by telegraphic AD T95-01-51, issued December 29, 1994, which contained the requirements of this amendment.
2016-07-23: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of in-flight loss of fixed and hinged main landing gear (MLG) fairings, and reports of post-modification MLG fixed fairing assemblies that have wear and corrosion. This AD requires, for certain airplanes, repetitive replacements of the fixed fairing upper and lower attachment studs of both left-hand (LH) and the right-hand (RH) MLG; and repetitive inspections for corrosion, wear, fatigue cracking, and loose studs of each forward stud assembly of the fixed fairing door upper and lower forward attachment of both LH and RH MLG; and replacement if necessary. This AD also provides an optional terminating modification for the repetitive replacements of the fixed fairing upper and lower attachment studs. We are issuing this AD to prevent in-flight detachment of an MLG fixed fairing and consequent damage to the airplane.
2016-08-20: We are superseding airworthiness directive (AD) 2014-12-51 for Airbus Helicopters (previously Eurocopter France) Model EC130B4 and \n\n((Page 26104)) \n\nEC130T2 helicopters. AD 2014-12-51 required repetitively inspecting the tailboom to Fenestron junction frame (junction frame) for a crack. This new AD retains the requirements of AD 2014-12-51, changes the applicability from helicopters with certain hours time-in-service (TIS) to junction frames with certain hours TIS, and adds a compliance time for sling cycles to the junction frame inspection interval. The actions of this AD are intended to detect a crack and to prevent failure of the junction frame, which could result in loss of the Fenestron and subsequent loss of control of the helicopter.
2001-04-06: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International, S.A. CFM56-3, -3B, and -3C series turbofan engines. This amendment requires that use of certain lubricants no longer on the manufacturer's approved list be discontinued. In addition, this amendment requires a one-time fan disk dovetail wear measurement, and if wear exceeds certain limits, requires an ultrasonic inspection for cracks in the fan disk, and, if necessary, removal from service of fan disks and replacement with serviceable parts. This amendment is prompted by reports of fan disk heavy wear and cracks. The actions specified by this amendment are intended to prevent fan disk failure, which could result in an uncontained engine failure and damage to the aircraft.
2001-04-03: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-145 series airplanes, that requires inspection of the bolts on the hinge fittings that attach the spring tab and the servo tab to the rear spar of the elevators for evidence of loosening; inspection of the region of the hinge fittings on the spring tab for interference of the bonding jumpers attached to the hinge fittings with the leading edge of the spring tab; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign airworthiness authority. The actions specified by this AD are intended to prevent the spring tab or the servo tab from becoming disconnected, resulting in structural failure. The action is also intended to prevent damage to the leading edge of the spring tab, which could result in loss of control of the elevator.
2022-23-09: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90-90B, GE90-94B, GE90-110B1, and GE90-115B model turbofan engines. This AD was prompted by a manufacturer investigation that revealed that certain high-pressure turbine (HPT) stage 1 disks, HPT stage 2 disks, and stages 7-9 compressor rotor spools were manufactured from powder metal material suspected to contain iron inclusion. This AD requires the replacement of the affected HPT stage 1 disks, HPT stage 2 disks, and stages 7-9 compressor rotor spools. The FAA is issuing this AD to address the unsafe condition on these products.
2022-25-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of the passenger door failing to dampen during opening at regularly scheduled maintenance checks, causing the door to open more rapidly than normal. An investigation found that a contributing factor was erroneous aircraft maintenance manual (AMM) procedures. This AD prohibits using certain versions of certain AMM tasks for the passenger door. The FAA is issuing this AD to address the unsafe condition on these products.
2001-04-01: This amendment adopts a new airworthiness directive (AD), applicable to all BAe Systems (Operations) Limited Model BAe 146 and Model Avro 146-RJ series airplanes, that requires repetitive non-destructive testing inspections to detect cracking at the fuselage end of the inner sidestays of the main landing gear (MLG) by the anti-rotation pin, and replacement of the sidestay with a new sidestay, if necessary. This amendment is necessary to detect and correct fatigue cracking of the inner sidestays of the MLG, which could result in failure of the MLG. This action is intended to address the identified unsafe condition.
2001-03-12: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that currently requires repetitive inspections to detect loose or migrated levers of the elevator cable tension regulators, and replacement of the regulator assembly with a new assembly, if necessary. This amendment requires modification of the elevator cable tension regulator lever assembly, terminating the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the elevator cable tension regulator from becoming detached from the splined shaft of the assembly, which could result in difficulty adjusting the elevators, leading to reduced controllability of the airplane.
2022-23-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by the investigation of erroneous radio altimeter data that was displayed on an in-service airplane. It was revealed that certain radio altimeter coaxial cables used by the radio altimeter systems, in the aft fuselage equipment bay, were damaged. This AD requires replacing affected radio altimeter coaxial cables. The FAA is issuing this AD to address the unsafe condition on these products.
2001-03-10: This amendment adopts a new airworthiness directive (AD); applicable to all Boeing Model 747-100, -200, -300, -400, and 747SR series airplanes; that requires a one-time inspection to determine whether H-11 steel bolts are installed as attach and support bolts at the trailing edge flap transmissions, and replacement of any H-11 steel bolt with an Inconel bolt. The actions specified by this AD are intended to prevent loss of a flap transmission, which could reduce lateral controllability of the airplane.
91-02-09: 91-02-09 AEROSPATIALE: Amendment 39-6858. Docket No. 90-NM-276-AD. Applicability: All Model ATR42 and ATR72 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent unnecessarily shutting off the pump of a hydraulic system that falsely indicated a low level of hydraulic fluid, accomplish the following: A. Within 7 days after the effective date of this AD, perform a test of both hydraulic low level electrical circuits in accordance with Aerospatiale Alert Service Bulletins ATR42-29- A0013 and ATR72-29-A1003, both dated October 26, 1990, as appropriate. If crossed connectors are found, repair prior to further flight, in accordance with the appropriate 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. 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 information from the manufacturer may obtain copies upon request to ATR, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6858, AD 91-02-09) becomes effective on January 29, 1991.
92-22-13: 92-22-13 SAAB-SCANIA: Amendment 39-8400. Docket No. 92-NM-122-AD. Applicability: Models SAAB SF340A and SAAB 340B series airplanes; as listed in SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the reduction of strength of the wing upper panel and possible fuel leakage, accomplish the following: (a) Within 6 months after the effective date of this AD, perform a visual inspection for corrosion on the wing upper panel in the fuel tank access door area, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992. (1) If corrosion is detected, prior to further flight, blend or grind it out, and measure the thickness of the blended or ground part, in accordance with the service bulletin. (i) If the thickness of the blended or ground part is within the tolerances specified in the service bulletin, apply surface treatments in accordance with the service bulletin. (ii) If the blended or ground part is outside the tolerances specified in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If corrosion is not found, apply surface treatments in accordance with the service bulletin. (b) Within 6 months after accomplishing paragraph (a) of this AD, perform a second visual inspection to detect corrosion on the wing upper panel in the fuel tank access door area, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992. (1) If corrosion is detected, prior to further flight, blend or grind it out, and measure the thickness of the blended or ground part, in accordance with the service bulletin. (i) If the thickness of the blended or ground part is within the tolerances specified in the service bulletin, apply surface treatments in accordance with the service bulletin. (ii) If the blended or ground part is outside the tolerances specified in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If corrosion is not found, apply surface treatments in accordance with the service bulletin. (3) Following the visual inspection and repairs required by paragraph (b) of this AD, prior to further flight, install protection plates on all fuel tank access hole doublers, and apply surface treatments, in accordance with the service bulletin. (c) Installation of protection plates on all fuel tank access hole doublers and application of surface treatments, in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992, that is accomplished prior to further flight following the visual inspection required by paragraph (a) of this AD, constitutes terminating action for the visual inspection required by paragraph (b) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections, corrective actions, and the surface treatments shall be done in accordance with SAAB Service Bulletin 340-57-020, Revision 1, dated April 3, 1992, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-5, 8-18 Original (Not Dated) 6-7, 19-20 1 April 3, 1992 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 SAAB-SCANIA AB, SAAB Aircraft Product Support, S-581 88, Linkoping, Sweden. 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. (g) This amendment becomes effective on December 3, 1992.
47-21-12: 47-21-12 REPUBLIC: (Was Mandatory Note 2 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 66 to 239, Inclusive. Compliance required prior to July 1, 1947. To correct a production error, place "No Smoking" decalcomania in a conspicuous location in the airplane. (Republic Seabee Service Bulletin No. 3 dated December 31, 1946, covers this same subject.)
73-19-11: 73-19-11 GENERAL DYNAMICS: Amdt. 39-1720 as amended by Amendment 39- 1736. Applies to Models 340/440 and C-131E airplanes certificated in all categories, including those converted to Turbo-propeller power. Compliance required as indicated. To detect cracks originating at the shearbolt bore in the drag strut, and prevent possible failure of the landing gear, accomplish the following: (a) Non-Modified Struts (See Note, below). (1) Within 1200 landings after the effective date of this A.D., unless already accomplished within the last 4800 landings prior to this A.D., perform a disassembly inspection of the nose landing gear, left hand, upper drag strut for crack development in the area of the clutch plate to strut shear bolt attach hole per General Dynamics Service Bulletin 640(340) S.B. No. 32-8, dated August 10, 1973, or later FAA-approved revisions, and modify the strut per Part III of the Bulletin. (2) If no cracks are found, repeat the inspection on or before 20,000 landings following modification per (a)(1) and at intervals not to exceed 6000 landings thereafter, until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are located, replace the drag strut with new or serviceable parts of the same type design. The various configurations and the reinspection requirements are as shown below: (A) If new or previously modified struts are used for replacement, which do not have the modifications of Part IV, Service Bulletin No. 32-8 incorporated, perform an initial inspection on or before 20,000 landings from time of replacement and at intervals not to exceed 6000 landings thereafter. (B) If previously modified parts are used for replacement that have a subsequent rework accomplished per Part IV of Service Bulletin No. 32-8, perform an initial inspection on or before 20,000 landings following each rework, and at intervals notto exceed 6000 landings thereafter. (C) Struts repaired per Part II of the Service Bulletin No. 32-8, or later FAA-approved revisions, will be inspected at intervals not to exceed 6000 landings following the repair. (b) Modified or New Struts (See Note, below). (1) After the effective date of this AD, as amended, perform on or before the accumulation of 26,000 landings on a new or modified part, or 6000 additional landings, whichever occurs later, a disassembly inspection of the nose landing gear, left hand upper drag strut in the area of the clutch plate to strut shear bolt attach hole as specified in General Dynamics Service Bulletin No. 32-8, or later FAA-approved revisions. (2) If no cracks are found, repeat the inspection in (b)(1), above, at intervals not to exceed 6000 landings until the strut has been modified in accordance with the provisions of Part IV, Service Bulletin No. 32-8, or later FAA-approved revisions. (3) If cracks are found, replacethe drag strut with new or serviceable part of the same type design. Re-inspection requirements for each type part are as specified in (a)(3)(A)(B) and (C), above. (c) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) For the purpose of complying with this A.D., 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 operators fleet average time from takeoff to landing for the airplane type. (e) Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, 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 that operator. Note: The following definitions apply. Non-Modified Struts - This is an original configuration strut, which has not been modified by previous Service Engineering Reports or by Service Bulletin No. 32-8. Modified Struts - This includes all struts modified by previous SER's No. 15-4-340- 38/440-38 and 15-4-340-44A/440-44A or by Part III of Service Bulletin No. 32-8 that have not been modified per Part IV of Service Bulletin No. 32-8. New Struts - Part Number 340-7310231-1 struts that have not been reworked per Part IV of Service Bulletin No. 32-8. Amendment 39-1720 becomes effective October 18, 1973. This Amendment 39-1736 becomes effective October 19, 1973.
86-16-04 R1: 86-16-04 R1 BRITISH AEROSPACE: Amendment 39-5383 as amended by 39-5416. Applies to Jetstream Model 3101 (all serial numbers) airplanes which have incorporated Arkansas Modification Center, Inc. (AMC) baggage pod Modification STC No. SA5900SW using baggage pod Serial Numbers 003 through 026, 028, 034, 035, 037, and 038. Compliance: Required within the next 50 landings after the effective date of this AD, unless already accomplished. NOTE: If landings are not recorded, one hour time-in-service (TIS) equals two landings. To prevent possible scoring and failure of the two flap torque tubes, and subsequent loss of control of the aircraft, accomplish the following: (a) Inspect the flap torque shaft in accordance with BAe Alert Service Bulletin (ASB) No. 27-JA850949 dated January 8, 1986, Section 2 B, "Inspection/Repair", Subparagraph (1) (1) If scored in excess of 0.030 inches in depth, before further flight replace torque shaft with a serviceable shaft.(2) If scoring does not exceed 0.030 inches in depth, (i) Before further flight repair in accordance with BAe ASB No. 27- JA850949 dated January 8, 1986, Section 2B, "Inspection/Repair", Subparagraph (3), and (ii) Inspect for cracks using a dye penetrant inspection to establish integrity of the shaft. If cracks are found, before further flight, replace torque shaft with a serviceable shaft. (b) Rework panels F21 and F22 in accordance with Arkansas Modification Center, Inc. (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, Section 2A, "ACCOMPLISHMENT INSTRUCTIONS". (c) Airplanes may be flown with the flap system rendered inoperative 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, FAA, Southwest Region, Special Programs Branch, ASW-190, 4400 Blue Mound Road, Post Office Box 1689, Fort Worth, Texas 76101. Allpersons affected by this AD may obtain copies of Arkansas Modification Center, Inc., (AMC) Mandatory Service Bulletin (MSB) No. 25-0001(-1) dated May 13, 1986, referred to herein upon request to the Arkansas Modification Center, Inc., Post Office Box 3356, Adams Field, Little Rock, Arkansas 72203, and Alert Service Bulletin No. 27-JA85-0949 dated January 8, 1986, referred to herein upon request to the British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041 or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-5383 became effective on August 13, 1986. This amendment, 39-5416, becomes effective September 20, 1986.
2016-09-03: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 2000, FALCON 2000EX, MYSTERE-FALCON 900, and FALCON 900EX airplanes. This AD was prompted by reports of a co- pilot sliding aft on his seat during take-off at rotation. This AD requires replacement of certain springs installed on the pilot and co- pilot seats. We are issuing this AD to prevent fatigue wear, which, if not corrected, could cause the seat to slide and the pilot or co-pilot to lose contact with the controls, leading to an inadvertent input on the flight control commands during take-off or climb, possibly resulting in loss of control of the airplane.
2015-09-04 R1: We are revising Airworthiness Directive (AD) 2015-09-04 for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with a Solo Kleinmotoren Model 2350 C engine. 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 engine shaft failure and consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires replacement of nuts on the clevis assemblies that support the auxiliary tracks of the inboard leading edge slats. This amendment is necessary to prevent loose or missing nuts on the clevis assemblies, which could cause the inboard leading edge slats to be loose or in an incorrect position and result in partial or total failure or loss of the slats. This action is intended to address the identified unsafe condition.
58-13-05: 58-13-05 WRIGHT: Applies to All TC18DA and TC18EA Series Engines Except as Noted. Compliance required as indicated. To improve engine reliability, the following items must be accomplished: 1. At first overhaul after August 1, 1958, but no later than March 1, 1959, install either (a) piston compression ring, Wright Aeronautical Division P/N 147414 or subsequently approved ring in the No. 2 ring groove (WAD Service Bulletins Nos. TC18-269B or TC18E-81B covers this same subject), or (b) install steel, chrome-plated compression ring, Wright Aeronautical Division P/N 139619 or subsequently approved ring in the No. 2 ring groove. In connection with this piston ring, the cylinder barrel finish, piston ring fit, and crankcase oil manifold diverter valve configuration must be in accordance with the instructions contained in WAD Service Bulletins Nos. TC18-363 and TC18E-182. 2. At first overhaul after July 1, 1958, and each succeeding overhaul, install only new, resin graphite coated pistons in the master rod cylinders (1 and 2). In other locations, continued time pistons may be used provided they are recoated with either resin or spray graphite and are otherwise satisfactory for reuse. In addition, prior to reuse, the top and second grooves of all these pistons must be inspected for ring groove step wear and contouring of the ring groove wall. If any of these conditions are found, the piston must be regrooved. WAD Repair Instruction Nos. 860468 and 72-5-12 cover this same subject. 3. Applies to TC18EA Series engines only. At the next overhaul and each succeeding overhaul, the fuel injection pump timing and fuel injection line configuration must be in accordance with either Wright Aeronautical Service Bulletins Nos. TC18E-118 or TC18E-199. 4. At next overhaul but not later than March 1, 1959, the spark advance relays used in the ignition distributors on the subject engines must be assembled with increased relay spring pressures. Detailed instructions for setting the required spring pressure are contained in Scintilla Division Service Bulletin No. 408A. 5. At first overhaul after July 1, 1958, but not later than March 1, 1959, the valve springs used in all TC18 engines must have the coil ends contoured per WAD Service Bulletins Nos. TC18-339 or TC18E-159. 6. Superseded by AD 60-08-05. 7. To insure proper retention of the power recovery turbine wheel, the shaft and shaft nut threads must be inspected for wear and distortion at every power recovery turbine overhaul. WAD Service Bulletins Nos. TC18-327 and TC18E-146 detail the techniques and limits for such inspections. In addition, at first overhaul after September 1, 1958, but not later than March 1, 1959, the power recovery turbine must be assembled with WAD P/N 147555 nut or subsequently approved turbine wheel retaining system. 8. Superseded by AD 60-03-10. 9. To insure proper retention of the power recovery turbine nozzle, WAD P/N 492D21, nozzle tonozzle support attaching screws should be removed at next PRT overhaul and replaced with either WAD P/N 6043D8 or 492D65 screws. Until this is accomplished, a daily check of the tightness of the nozzle must be made in accordance with the instructions contained in WAD letter to all operators dated June 10, 1958. 10. At first overhaul after August 1, 1958, but not later than March 1, 1959, the rocker box drain manifold and sumps must be removed in accordance with WAD Service Bulletins Nos. TC18-347 or TC18E-166.
2016-09-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracking of a certain chord of the pivot bulkhead. This AD requires repetitive inspections for cracking of the left side and right side forward outer chords of the pivot bulkhead, and related investigative and corrective actions if necessary. This AD also provides a modification of the pivot bulkhead, which would terminate the repetitive inspections. We are issuing this AD to detect and correct fatigue cracking of the outer flanges of the left and right side forward outer chords of the pivot bulkhead, which could result in a severed forward outer chord and consequent loss of horizontal stabilizer control.