Results
92-16-06: 92-16-06 GARRETT AIRRESEARCH: Amendment 39-8315. Docket No. 92-CE-05-AD. \n\n\tApplicability: All aircraft equipped with Garrett AirResearch aircraft starters that are installed in, but not limited to, Boeing Models 707, 727, and 737 airplanes and McDonnell Douglas Models DC-8, DC-9, and DC-10 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent in-service fatigue or structural failures of the aircraft starter, which could result in an in-flight fire or loss of control of the airplane, accomplish the following: \n\n\tNOTE 1: The 90-calendar day compliance time specified in paragraph (a) of this AD is a grace period and does not constitute FAA approval that the part is safe for operation during this time. \n\n\t(a)\tWithin the next 90 calendar days (see NOTE 1) after the effective date of this AD, inspect the owner/operator parts procurement records dated from January 1, 1987 to the effective date of this AD, and identify any of the following aircraft starter part numbers that have been distributed by Classic Aviation, Inc.: \n\n\t355290-1-1 \n\t355740-1-1 \n\t355760-3-1 \n\t356364-1-1, 356364-8-2, and 356364-8-3 \n\t356564-3-1 \n\t383042-4-1 \n\t383152-1-2, 383152-16-1, and 383152-19-1 \n\t383222-1-1 and 383222-4-1 \n\t383342-1-1, 383342-2-1, and 383342-4-1 \n\t383350-1-1 \n\t383370-1-1, 383370-2-1, 383370-3-1, 383370-4-1, 383370-5-1, 383370-6-1, 383370-7-1, \n\t and 383370-8-1 \n\t383642-1-1 \n\t383780-1-1 \n\t384022-5-1 and 380422 (all dash numbers) \n\n\tNOTE 2: The following serial numbers are known suspect starter serial numbers that have been procured from Classic Aviation, Inc.; however, this listing is provided for informational purposes only and may not include all suspect starters overhauled by Classic Aviation, Inc., and should not replace the thorough procurement records search: \n\n\n89P1265\n89P1281\n89P1282\n89P1425\n89P1460\n89P1476\n89P1487\n89P1488\n90P1644\n90P1503\n90P1505\n90P150790P1518\n90P1522\n90P1533\n90P1551\n90P1554\n90P1561\n90P1578\n90P1624\n90P1645\n90P1646\n90P1651\n90P1664\n90P1665\n90P1670\n90P1685\n90P1694\n90P1695\n90P1696\n90P1747\n90P1760\n90P1768\n90P1802\n90P1804\n90P1837\n90P1866\n90P1874\n90P1902\n90P1907\n90P1908\n90P1927\n90P1930\n90P1934\n90P1966\n91P2034\n91P2063\n91P2191\n91P2192\nP12756\nP10143CL\nP5244\nP16601\nP16726\nP8633\n40P475\n\n\n\n\n\n\t(b)\tIf any of the starters referenced in paragraph (a) of this AD are identified as being distributed by Classic Aviation, Inc., within the next 50 hours time-in-service after the procurement records inspection required by paragraph (a) of this AD, replace any such installed aircraft starter with a new aircraft starter, or overhaul any such installed aircraft starter through an authorized repair station. \n\n\t(c)\tThis AD does not constitute FAA approval of Garrett AirResearch aircraft starters that have been distributed by Classic Aviation, Inc., and the affected aircraft is still subject to the maintenance, preventive maintenance, rebuilding, and alteration requirements of FAR 43. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. \n\n\t(f)\tAll persons affected by this directive may examine information that is applicable to this AD at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\t(g)\tThis amendment becomes effective on August 31, 1992.
2007-26-19: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) Tay 611-8, Tay 620- 15, Tay 650-15, and Tay 651-54 turbofan engines. That AD currently requires initial and repetitive visual inspections of all ice-impact panels and fillers in the low pressure (LP) compressor case for certain conditions and replacing, as necessary, any or all panels. This AD requires the same actions, provides terminating action to those repetitive actions, and adds the Tay 611-8C turbofan engine to the applicability. This AD results from RRD introducing new LP compressor case ice-impact panels with additional retention features to these Tay turbofan engines. We are issuing this AD to prevent release of ice- impact panels due to improper bonding that can result in loss of thrust in both engines. DATES: This AD becomes effective February 11, 2008. The Director of the Federal Register previously approved the incorporation by reference of certainpublications listed in the regulations as of January 21, 2005 (70 FR 1172, January 6, 2005). The Director of the Federal Register approved the incorporation by reference of certain publications listed in the regulations as of February 11, 2008.
72-07-03: 72-07-03 HAWKER SIDDELEY AVIATION, LTD.: Amdt. 39-1408 as amended by Amendment 39-1486. Applies to Hawker Siddeley Model DH-114 Series 2 "Heron" airplanes. Compliance is required on or before September 1, 1972. To prevent possible failure of the air bottles, P/N B.2994, used in the two main air reservoir assemblies, P/N C.51626, of the pneumatic system, replace the main air reservoir assemblies, P/N C.51626, located in the fuselage nose with serviceable assemblies, P/N SAS.388- 001, containing air bottles P/N BAT.205-001. (Hawker Siddeley Technical News Sheet, Series: Heron (114) No. S.7., Issues 1 and 2, dated June 21, 1971, and September 28, 1971, respectively, cover this same subject.) Amendment 39-1408 became effective April 15, 1972. This amendment 39-1486 is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by telegram dated May 31, 1972, which contained this amendment.
76-14-09: 76-14-09 CURTISS-WRIGHT: Amendment 39-2672. Applies to C632S type propeller equipped with 744-6C2-() series hollow steel blades installed on but not limited to Douglas DC-6 aircraft. Compliance required within 300 hours in service after the effective date of this AD, unless previously accomplished within 1700 hours in service prior to the effective date of this AD, and every 2000 hours in service thereafter. To preclude the possibility of blade failure due to an undetected crack, accomplish the following in accordance with the propeller manufacturer's instructions contained in FAA approved Curtiss-Wright Corporation Service Publications S-242A-550 dated December 1, 1961, S-3B3-550 dated March 1, 1962, Chapter 63.2-2 as revised to May 1, 1962, and Chapter 63.2-4 as revised to November 1, 1964, or equivalent procedures and methods for inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region: (a) Remove propeller from aircraft and remove blades from hub. (b) Remove the electrical de-icing heating elements or fluid anti-icing shoes. (c) Inspect the entire blade surface and the entire internal blade shank area for cracks using the magnetic particle inspection method. When inspecting the internal blade area, visually examine the entire accessible bondline for cracks or separations using a borescope device or a mirror and light combination. (d) Reject blades with "Indications" as defined in Curtiss-Wright Corporation Service Publication Chapter 63.2-4, paragraph 6. Replace with blades which have been inspected pursuant to this airworthiness directive. (e) Reassemble acceptable blades and return to service. Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection interval specified in this AD. This amendment is effective July 23, 1976.
2007-26-13: The FAA is superseding an existing airworthiness directive (AD) for certain MT-Propeller Entwicklung GmbH variable pitch and fixed pitch propellers manufactured before 1995, which had not been overhauled since April 1994. That AD currently requires overhauling the propeller blades and performing initial and repetitive visual inspections of affected propeller blades. That AD also requires removing all propeller blades from service with damaged erosion sheath bonding or loose erosion sheaths and installing any missing or damaged polyurethane protective strips. This AD requires the same actions. This AD results from the need to clarify the population of affected propellers previously listed in AD 2006-05-05. We are issuing this AD to prevent erosion sheath separation leading to damage of the airplane.
77-26-01: 77-26-01 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3099. Applies to DH/BH-125 airplanes, all series except 600A and 700A and excluding those airplanes with Modification 252239 embodied which introduces the Walter Kidde supply valve. Compliance is required as indicated unless already accomplished. To ensure the retainment of the threaded insert and prevent possible sudden discharge of the high pressure oxygen supply into the crew compartment, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, locate the oxygen master supply valve and passenger supply valve, both P/N SDV 826-1, and check to assure that threaded insert in the gland bushing is secure and spot lock the insert all in accordance with the Section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Limited Alert Service Bulletin 35-A25, dated October 13, 1977, or an FAA-approved equivalent. (b) Prior to installation of any oxygen supplyvalves from spares stock, unless already accomplished, check, tighten, and lock the insert in accordance with paragraph (a) of this AD. This amendment becomes effective January 3, 1978.
92-18-06: 92-18-06 BRITISH AEROSPACE: Amendment 39-8350. Docket No. 92-NM-46-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes, equipped with Dunlop hydraulic fuses, part number ACM29100; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent potential loss of airplane braking and directional control, accomplish the following: (a) Prior to the accumulation of 4,000 landings since installation of Dunlop hydraulic fuses having part number ACM29100 (Mod. states 1 or 2), or within 60 days after the effective date of this AD, whichever occurs later, remove green and yellow hydraulic systems Dunlop hydraulic fuses having part number ACM29100 (Mod. states 1 or 2) and install new hydraulic fuses having part number ACM30506 (Mod. 1), in accordance with British Aerospace Modification Service Bulletin SB.32-130-70295C, dated September 27, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The removal and installation shall be done in accordance with British Aerospace Modification Service Bulletin SB.32-130-70295C, dated September 27, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 8, 1992.
68-10-03: 68-10-03 MCCAULEY: Amdt. 39-596. Applies to the following models with hub serial numbers whose first two digits are 62, 63, 64 or 65: D2A34C49, D2A34C49-A installed on Continental IO-470-S engines. D2AF34C54, D2AF34C54-A installed on Continental TSIO-470-D engines. 2AF34C55, 2AF34C55-A, 2AF34C55-8, 2AF34C55-C, 2AF34C55-D, 2AF34C55-E, 2AF34C55-F, 2AF34C55-G installed on Continental IO-470-L engines. D2AF34C60, D2AF34C60-A, D2AF34C60-B installed on Continental IO-360-A engines. To detect and prevent formation of cracks and possible hub failure, accomplish the following on propellers with 1200 hours' or more time in service within the next 25 hours' time in service after the effective date of this AD, unless previously accomplished: (a) Remove propeller from aircraft and disassemble. Remove hub alignment dowels and hub mounting studs from hub. (b) Inspect dowel and stud holes and adjacent areas for cracks by penetrant method. Replace before further flight any crackedhub with an approved replacement hub or hub which has been inspected and altered according to this AD. (c) Remove sharp corners formed where the hub mounting stud holes and hub alignment dowel pin holes intersect the inside of the propeller hub, in accordance with instructions in McCauley Service Manual or an alteration approved by the Chief, Engineering & Manufacturing Branch, Eastern Region. Propellers with 1200 hours' or more time in service which have been inspected according to Paragraph (b) within 300 hours' time in service prior to the effective date of this AD, but which have not been modified according to Paragraph (c), need not comply with this AD until 300 hours' time in service from such previous inspection. This amendment is effective May 11, 1968.
2007-25-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Two events have been reported of Fokker 100 (F.28 Mk.0100) aircraft, where the Nose Landing Gear (NLG) failed to extend in the normal mode and problems were experienced to open the NLG doors, almost preventing extension of the NLG in the emergency (alternate) mode. Subsequent investigation and tests have shown that the friction of the bearing in the roller of the NLG Door Uplock Bracket Assembly is high, causing increased resistance in the mechanical system that unlocks the NLG doors. This condition, if not corrected, may result in a NLG up landing, which is considered a hazardous event. * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-18-09: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A318-100, A319-100, A320-200, A321-100, and A321-200 series airplanes, and Model A320-111 airplanes. That AD currently requires an inspection to determine whether certain braking and steering control units (BSCUs) are installed or have ever been installed. For airplanes on which certain BSCUs are installed or have ever been installed, the existing AD requires an inspection of the nose landing gear (NLG) upper support, and corrective action if necessary; and a check of the NLG strut inflation pressure, and an adjustment if necessary. For some of these airplanes, the existing AD also requires a revision to the aircraft flight manual to incorporate an operating procedure to recover normal steering in the event of a steering failure. This new AD instead requires repetitive inspections of the NLG upper support, and related investigative/corrective actions in accordance with new service information; and removes the one-time inspection that was required by the existing AD. This new AD also provides an optional terminating action for the repetitive inspections. This AD results from a report of an incident where an airplane landed with the NLG turned 90 degrees from centerline, and from additional reports of NLG upper support anti-rotation lugs rupturing in service. We are issuing this AD to prevent landings with the NLG turned 90 degrees from centerline, which could result in reduced controllability of the airplane.
92-02-06: 92-02-06 BOEING: Amendment 39-8142. Docket No. 91-NM-262-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-35A2075, Revision 1, dated September 19, 1991, certificated in any category. \n\n\tCompliance: Required within the next 30 days after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent pilot incapacitation during an emergency situation requiring supplemental oxygen to the flight crew, accomplish the following: \n\n\t(a)\tInspect the captain's and first officer's oxygen hoses below the oxygen mask stowage boxes in accordance with Boeing Alert Service Bulletin 747-35A2075, Revision 1, dated September 19, 1991. Replace damaged or short hoses before further flight, in accordance with the service bulletin. \n\n\t(b)\tAn 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, Seattle Aircraft CertificationOffice (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe inspection and replacement requirements of this AD shall be done in accordance with Boeing Alert Service Bulletin 747-35A2075, Revision 1, dated September 19, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C.(e)\tThis amendment (39-8142, AD 92-02-06) becomes effective on January 24, 1992.
2007-24-08: The FAA is superseding an existing airworthiness directive (AD) that applies to all Boeing Model 767 airplanes. That AD currently requires repetitive measurements of the rudder and elevator freeplay, repetitive lubrications of rudder and elevator components, and related investigative/corrective actions if necessary. This new AD instead requires revised repetitive measurements of the rudder freeplay and the elevator freeplay for each of the power control actuators (PCAs) that move the rudder and elevator, corrective and related investigative actions if necessary, and repetitive lubrications of the rudder and elevator components. For some airplanes, this AD also requires related concurrent actions. This AD results from reports of freeplay-induced vibration of the rudder and the elevator. The potential for vibration of the control surface should be avoided because the point of transition from vibration to divergent flutter is unknown. We are issuing this AD to prevent excessive vibration of the airframe during flight, which could result in loss of control of the airplane.
96-09-11: This amendment adopts a new airworthiness directive (AD) that applies to de Havilland DHC-6 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in freezing rain or freezing drizzle conditions by providing more clearly defined procedures and limitations associated with such conditions.
2007-24-02: The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. The existing AD currently requires repetitive detailed inspections for damage of the electrical wire and sleeve that run to the fuel boost pump through a conduit in the fuel tank, and arcing damage of the conduit and signs of fuel leakage into the conduit; replacement of the sleeve with a new, smaller-diameter sleeve; and related investigative and corrective actions, as applicable. This new AD reduces the inspection threshold for certain airplanes. This AD \nresults from a report of a fuel tank explosion on a Model 727-200F airplane on the ground, and a report of chafed wires and a damaged power cable sleeve of a fuel boost pump discovered during an inspection on a Model 737-300 airplane. (The fuel boost pump installation on certain Model 737 airplanes is almost identical to the installation on Model 727 airplanes.) We are issuing this AD to detect and correct chafing of the fuel boost pump electrical wiring and \nleakage of fuel into the conduit, and to prevent electrical arcing between the wiring and the surrounding conduit, which could result in arc-through of the conduit, and consequent fire or explosion of the fuel tank.\n\nDATES: This AD becomes effective December 6, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 6, 2007. \n\n\tOn June 6, 2007 (72 FR 28597, May 22, 2007), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1263, Revision 1, dated March 19, 2007. \n\n\tWe must receive any comments on this AD by January 22, 2008.
2007-23-16: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 525B airplanes. This AD requires you to incorporate electrical power relay circuit protection kit part number (P/N) SB525B-24-02. This AD results from both the need to protect aircraft wiring left unprotected in the original design and a report of a Model 525B airplane experiencing in-flight loss of numerous systems, tripped circuit breakers, and burned wiring adjacent to the power distribution panel. We are issuing this AD to correct an incorrect wiring installation and to provide short-circuit protection for all wiring from the aircraft power distribution system. This condition could result in burned wiring and loss of various aircraft electrical systems.
90-03-03: ACTION: Final rule
2007-22-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During cruise, an A330 operator experienced a LH (left-hand) wing tank pump 1 low pressure message followed immediately by LH wing tank stand-by pump low pressure message, then LH wing tank pumps low pressure message. The flight crew opened the cross- feed valve to feed the engine on LH wing from RH (right-hand) wing but RH wing tank pumps low-pressure message was displayed as well as advisory unbalanced fuel message. * * * * * * * * It has been confirmed following fuel tank entry that outlet of the LH pump 2 canister had broken due to static overload. If this situation is not corrected, it can lead to the loss of fuel on both engines in flight ** * [and] a dual engine flameout * * *. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2007-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400 series airplanes. This AD requires an inspection to detect discrepancies of the main landing gear (MLG) system, an inspection of the jam nut of the retract actuator of the MLGs to ensure the wire lock is in place and the nut is secured, an inspection of the retract actuator for any signs of corrosion or wear, and applicable related investigative and corrective actions if necessary. This AD also requires submitting an inspection report to Bombardier. This AD results from two reports of collapse of MLGs within a few days of each other. We are issuing this AD to detect and correct potential failure of major components of the MLG assembly and attachments, which could result in the possible collapse of a MLG and consequent damage to the airplane and injury to people or damage to property on the ground.
93-10-01: 93-10-01 BOEING: Amendment 39-8580. Docket 92-NM-93-AD. Supersedes AD 93-06-03, Amendment 39-8528. \n\n\tApplicability: Model 747 series airplanes; as listed in Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991, and Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent in-flight opening of the lower lobe forward and aft cargo doors and the main deck side cargo door, if installed, accomplish the following: \n\n\t(a)\tWithin the next 1,800 flight hours after the effective date of this AD, or 600 flight cycles after the effective date of this AD, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fittings on the lower lobe forward and aft cargo doors and on the main deck side cargo door, if installed and in the cargo configuration, inaccordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tRepeat the inspection required by this paragraph at intervals not to exceed 1,800 flight hours or 600 flight cycles, whichever occurs first. \n\n\t\t(2)\tIf any cracked part is found as a result of the inspections required by this paragraph, prior to further flight, replace it and check the door rigging, in accordance with the service bulletin. \n\n\t(b)\tWithin the next 12,500 flight hours after the effective date of this AD, or 2,500 flight cycles after the effective date of this AD, or within 30 months after the effective date of this AD, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fittings on the main deck side cargo door, if installed and in the passenger configuration, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tRepeat the inspectionrequired by this paragraph at intervals not to exceed 12,500 flight hours, 2,500 flight cycles, or 30 months after the immediately preceding inspection, whichever occurs first. \n\n\t\t(2)\tIf any cracked part is found as a result of the inspections required by this paragraph, prior to further flight, replace it and check the door rigging, in accordance with the service bulletin. \n\n\t(c)\tWhen converting from the passenger configuration to the cargo configuration, prior to further flight; and thereafter at intervals not to exceed 1,800 flight hours or 600 flight cycles, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fitting assemblies of the main deck side cargo door, if installed, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. Prior to further flight, replace any cracked parts found, in accordance with the service bulletin. \n\n\t(d)\tWhen converting from the cargo configuration to the passenger configuration, prior to further flight; and thereafter at intervals not to exceed 12,500 flight hours, 2,500 flight cycles, or 30 months after the immediately preceding inspection, whichever occurs first: With no disassembly required, perform a detailed visual inspection to detect cracks in the portal latch pin support fitting assemblies of the main deck side cargo door, if installed, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. Prior to further flight, replace any cracked parts found, in accordance with the service bulletin. \n\n\t(e)\tWithin the next 25,000 flight hours after the effective date of this AD, or 5,000 flight cycles after the effective date of this AD, or within 5 years after the effective date of this AD, whichever occurs first, accomplish the requirements of paragraphs (e)(1), (e)(2), and (e)(3) of this AD, in accordance with Boeing Service Bulletin 747-52-2186, Revision 4, dated October 24, 1991. \n\n\t\t(1)\tDisassemble parts and perform a detailed visual inspection to detect cracks and corrosion in the portal latch pin support fitting assemblies/installations on the lower lobe forward and aft cargo doors and on the main deck side cargo door, if installed, in accordance with the service bulletin. If cracks or corrosion are found, prior to further flight, repair or replace any damaged parts, and check the door rigging, in accordance with the service bulletin. \n\n\t\t(2)\tInspect to verify that all H-11 steel latch fitting-to-sill bolts, BACB30MT, and corresponding nuts, BACN10HR( ), are intact and that unsealed bolts are free of corrosion, in accordance with the service bulletin. If not, prior to further flight, install new bolts, BACB30MT, and corresponding nuts, BACN10HR( ); or install the superseding BACB3OUS bolts and BACN10HR( )CD nuts, in accordance with the service bulletin. \n\n\t\t(3)\tApply sealant to the portal latch pin support fitting and attaching hardware, in accordance with the service bulletin. (Application of sealant to fittings and attaching hardware that previously have been sealed is not required by this paragraph.) \n\n\t(f)\tAccomplishment of paragraphs (e)(1), (e)(2), and (e)(3) of this AD constitutes terminating action for the repetitive inspections required by paragraphs (a)(1), (b)(1), (c), and (d) of this AD. \n\n\t(g)\tWithin the next 6,000 flight hours after the effective date of this AD, or within 18 months after the effective date of this AD, whichever occurs first: Determine the configuration of the bellcrank/cam latch assembly of the lower lobe forward and aft cargo doors and of the main deck side cargo door, if installed; and prior to further flight, perform the procedures specified in either paragraph (g)(1) or (g)(2) of this AD, as applicable, in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991. \n\n\t\t(1)\tFor cargo doors with cam latches attached to the bellcrank by cross- bolts, accomplish one of the procedures specified in either paragraph (g)(1)(i), (g)(1)(ii), or (g)(1)(iii) of this AD: \n\n\t\t\t(i)\tReplace all bellcranks and cam latches with bellcranks and cam latches of the new part configuration in accordance with Section III., paragraph F., of the service bulletin; and perform an operational test of the door latch mechanism, in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraph (g) of this AD. Or \n\n\t\t\t(ii)\tInspect the bellcranks to detect corrosion, and repair or replace any corroded parts; and replace all cam latches with cam latches of the new part configuration; in accordance with Section III., paragraph G., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraph (g) of this AD. Or \n\n\t\t\t(iii)\tInspect the bellcranks to detect corrosion, and repair or replace any corroded parts; and inspect the cam latches to detect cracks and corrosion and, prior to further flight, repair or replace any cracked or corroded parts; in accordance with Section III., paragraph H., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. If one or more of the cam latches are repaired and/or reinstalled as a result of the actions required by this paragraph, thereafter, repeat the inspections of the cam latches required by this paragraph at intervals not to exceed 25,000 flight hours or 5 years, whichever occurs first. \n\n\t\t(2)\tFor cargo doors with cam latches attached to the bellcrank by axial-bolts, accomplish one of the procedures specified in either paragraph (g)(2)(i) or (g)(2)(ii) of this AD: \n\n\t\t\t(i)\tReplace all cam latches that have cross-bolt holes with cam latches of the new part configuration, in accordance with Section III., paragraph I., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Accomplishment of this paragraph constitutes terminating action for the requirements of paragraphs (g)(1)(iii) and (g)(2)(ii) of this AD. Or \n\n\t\t\t(ii)\tIf the cam latches do not have cross-bolt holes, they may be reinstalled. If the cam latches have cross-bolt holes, inspect those latches to detect cracks; replace any cracked cam latches; and reinstall any cam latches that are not cracked; in accordance with Section III., paragraph J., of the service bulletin. Perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. If one or more of the cam latches that have cross-bolt holes is reinstalled as a result of the actions required by this paragraph, thereafter, repeat the inspections of the cam latches required by this paragraph at intervals not to exceed 25,000 flight hours or 5 years, whichever occurs first. \n\n\t(h)\tAccomplishment of the procedures specified in either paragraph (h)(1) or (h)(2) of this AD, in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991, constitutes terminating action for the requirements of paragraph (g) of this AD. \n\n\t\t(1)\tIf one or more of the cam latches on the lower lobe forward and aft cargo doors and main deck side cargo door was repaired and/or reinstalled in accordance with paragraph (g)(1)(iii) of this AD, replace those cam latches with cam latches of the new part configuration, in accordance with Section III. of the service bulletin. Prior to further flight, perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. Or \n\n\t\t(2)\tIf one or more of the cam latches that have cross-bolt holes on the lower lobe forward and aft cargo doors and main deck side cargo doors was reinstalled in accordance with paragraph (g)(2)(ii) of this AD, replace those cam latches with cam latches of the new part configuration, in accordance with Section III. of the service bulletin. Prior to further flight, perform an operational test of the door latch mechanism in accordance with Section III., paragraph Y., of the service bulletin. \n\n\tNOTE: Accomplishment of the requirements of paragraphs (g) and (h) of this AD in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991, as amended by Notice of Status Change 747-52A2233 NSC 1, dated November 21, 1991; is equivalent to accomplishment of those requirements in accordance with Boeing Alert Service Bulletin 747-52A2233, dated August 29, 1991.\n\n\t(i)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO.\n \n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(j)\tSpecial 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. \n\n\t(k)\tThe inspections, replacements, check, repairs, installation, operational tests, and sealant application shall be done in accordance with the following Boeing service bulletins, as applicable, which contain the specified effective pages: \n\n\nService Bulletin\tReferenced and Date\n\nPage Number\t\nRevision Level\tShown on Page\n Date \nShown on Page \n747-52-2186,\nRevision 4, \nOctober 24, 1991\n1-15, 19-50\t\n\n16-18\t\n4\n\n3\nOctober 24, 1991\n\nJanuary 25, 1990 \n747-52A2233,\nAugust 29, 1991\n1-76\nOriginal\nAugust 29, 1991\nNotice of Status Change\n747-52A2233 NSC 1\nNovember 21, 1991 \n1\n2\nOriginal\n(This page is not dated) \nNovember 21, 1991 \n\nThis incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of May 14, 1993 (58 FR 19322, April 14, 1993). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(l)\tThis amendment is effective May 14, 1993.
2007-21-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 series airplanes. This AD requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
2007-21-06: The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2A5F turbofan engines installed on, but not limited to, Airbus A300F4-605R airplanes. This AD requires removing previous software versions from the engine electronic control unit (ECU). Engines with new version software will have increased margin to flameout. This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. Although the root cause investigation is not yet complete, we believe that exposure to ice crystals during flight is associated with these flameout events. We are issuing this AD to minimize the potential of an all-engine flameout event caused by ice accretion and shedding during flight.
2007-21-02: The FAA adopts a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Models 58P and 58TC airplanes that were used as lead airplanes by the United States Forest Service (USFS). This AD establishes new limits for the structural life of the airframe (wing, fuselage, empennage, and associated structure) through the incorporation of a supplement to the Limitations Section of the pilot's operating handbook and airplane flight manual (POH/AFM). This AD results from the FAA's analysis and determination that the operational history and usage of the affected airplanes requires a reduction in the structural life limit to 4,500 hours time-in-service (TIS) for the airframe (wing, fuselage, empennage, and associated structure). We are issuing this AD to prevent structural failure of the airframe (wing, fuselage, empennage, or associated structure) based on the operational history and usage of the affected airplanes. Such failure could lead to loss of control.
2007-20-05: The FAA is superseding two existing airworthiness directives (ADs). One AD applies to all Airbus Model A319 and A320 airplanes and currently requires repetitive ultrasonic inspections to detect fatigue cracking in the wing/fuselage joint cruciform fittings, and corrective actions if necessary. The other AD applies to all Airbus Model A319, A320, and A321 airplanes and currently requires a revision to the Airworthiness Limitations section (ALS) of the Instructions for Continued Airworthiness (ICA). This new AD requires new revisions to the ALS of the ICA to incorporate service life limits for certain items and inspections to detect fatigue cracking, accidental damage, or corrosion in certain structures; and accomplishment of the repetitive ultrasonic inspections of the wing/fuselage joint cruciform fittings in accordance with the revised ALS of the ICA. This AD also adds airplanes to the applicability. This AD results from issuance of new and more restrictive service life limits and structural inspections based on fatigue testing and in-service findings. We are issuing this AD to detect and correct fatigue cracking, accidental damage, or corrosion in principal structural elements and to prevent failure of certain life limited parts, which could result in reduced structural integrity of the airplane.
90-23-07: 90-23-07 AEROSPATIALE: Amendment 39-6797. Docket No. 90-NM-138-AD. Applicability: Model ATR42-300 and -320 series airplanes, Serial Numbers 003 through 150, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure the operation of the emergency lighting system when required during an emergency situation, accomplish the following: A. Within 10 months after the effective date of this AD, modify the emergency lighting control wiring in Zones 212, 210, and 214, in accordance with the Accomplishment Instructions of Aerospatiale Service Bulletin ATR42-33-0017, Revision 1, dated March 2, 1990. B. Immediately after installing the modification, perform an operational test of the emergency lighting system, in accordance with paragraph D. of Aerospatiale Service Bulletin ATR42-33-0017, Revision 1, dated March 2, 1990. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to 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 (39-6797, AD 90-23-07) becomes effective December 10, 1990.
91-05-17: 91-05-17 BOEING: Amendment 39-6917. Docket No. 90-NM-209-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 002 through 226, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of the horizontal stabilizer, accomplish the following: \n\n\tA.\tWithin the next 30 days after April 13, 1990 (the effective date of Amendment 39-6556), perform either a close detailed visual inspection or a high frequency eddy current (HFEC) inspection of the fuselage station 2598 bulkhead upper web in the corners of the access cut-out, in accordance with Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. Repeat these inspections as follows: \n\n\t\t1.\tIf the immediately preceding inspection was accomplished visually, the next inspection must be conducted within 250 landings. \n\n\t\t2.\tIf the immediately preceding inspection was accomplished using HFEC, the next inspection must be conducted within 1,000 landings. \n\n\tB.\tIf cracks less than 1.5 inches are found, repair prior to further flight, in accordance with repair procedures defined in Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990, or accomplish the terminating modification specified in paragraph E. of this AD. Inspect repairs for cracks in accordance with paragraph A. of this AD, until the terminating modification specified in paragraph E. of this AD, is accomplished. \n\n\tC.\tIf cracks are found that are 1.5 inches or longer, modify prior to further flight by installing the terminating modification specified in paragraph E. of this AD. \n\n\tD.\tWithin the next 30 days after April 13, 1990 (the effective date of Amendment 39-6556), remove the fastener common to the web and the tab on the vertical stiffener, at each corner of the upper bulkhead cut-out, and perform a high frequency eddy current inspection of the open hole in accordance with Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. If no cracks are found, replace the fastener with a 1/16-inch oversized equivalent fastener. If any cracks are found, prior to further flight, accomplish the repair and inspections required by paragraph B. of this AD, or modify prior to further flight in accordance with the terminating modification specified in paragraph E. of this AD. \n\n\tE.\tWithin the next 2 years after the effective date of this AD, accomplish the terminating modification specified in Boeing Alert Service Bulletin 747-53A2332, dated March 8, 1990. Installation of the modification constitutes terminating action for the inspections required by this AD. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector(PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tNOTE: Any alternate means of compliance previously approved for paragraph G. of AD 90-07-11, Amendment 39-6556, constitutes an alternate means of compliance with paragraph F. of this AD. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-05-17 supersedes AD 90-07-11, Amendment 39-6556. \n\n\tThis amendment (39-6917, AD 91-05-17) becomes effective on April 5, 1991.