Results
91-08-08: 91-08-08 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-6964; Docket No. 90-CE-41-AD. Applicability: Models BO-209-150FV, BO-209-150RV, BO-209-160FV, BO-209-160RV, BO-209-150FF "Monsun" airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failure of the elevator spar truss and mass balance attachment rib, accomplish the following: (a) Dye penetrant inspect the elevator spar truss and reinforcement angle bar for cracks in accordance with the instructions in Measure I of MBB Technical Note No. 209-1/88, dated June 22, 1988. (1) If cracks are found, prior to further flight, repair in accordance with the instructions in Measure I, paragraph b) of MBB Technical Note No. 209-1/88, dated June 22, 1988 and then install a doubler in accordance with the instructions in Measure I, paragraph a) of MBB Technical Note No.209-1/88, dated June 22, 1988. (2) If cracks are not found, prior to further flight, install a doubler in accordance with the instructions in Measure I, paragraph a) of MBB Technical Note No. 209-1/88, dated June 22, 1988. (b) Visually inspect the mass balance attachment at the elevator nose rib for cracks in accordance with the instructions in Measure II of MBB Technical Note No. 209-1/88, dated June 22, 1988, and prior to further flight, replace, repair, or modify the rib in accordance with the instructions in Coversheet to Repair Instruction Elevator 209-31014RA1 and Measure II of MBB Technical Note No. 209-1/88, both dated June 22, 1988. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (d) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. (e) All persons affected by this directive may obtain copies of the documents referred to herein upon request to Messerschmitt-Bolkow-Blohm GmbH, Post fach 801160, D-8000 Munchen 80, Federal Republic of Germany; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6964, AD 91-08-08) becomes effective on May 13, 1991.
78-23-11: 78-23-11 GRUMMAN: Amendment 39-3341 as amended by amendment 39-3420. Applies to Grumman G-164 S/N's 1 thru 400, G-164A S/N's 401 and up, G-164B S/N's 01B and up, G-164C S/N's 01C and up, certificated in all categories. Compliance is required as indicated. To detect aileron balance cables containing broken wires, P/N's A1860-101 and A1860-401 at the wing root pulley, accomplish the following: (a) Within the next 50 hours in service after the effective date of this AD, unless already accomplished within the last 550 hours, inspect the aileron cables for broken wires where they cross the pulley near the right and left wing roots. (b) Within the next 600 hours in service after the compliance with paragraph (a) of this AD, and within every 600 hours in service thereafter, repeat the inspection of paragraph (a). (c) Replace cables containing broken wires, prior to next flight, with unused cables of the same part number or with an approved equivalent. (d) Equivalent parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection intervals in this AD. (f) The aircraft may be flown in accordance with FAR 21.197 to a location where the AD can be accomplished. (Grumman American Ag-Cat Service Bulletin No. 63, dated October 6, 1978, is concerned with this subject.) Amendment 39-3341 was effective November 13, 1978. This amendment 39-3420 is effective February 28, 1979.
96-04-02: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) ALF502L series turbofan engines, that establishes reduced retirement life limits for stage 1 and stage 3-7 compressors disks, and stage 2 turbine disks, and provides a drawdown schedule for disks already beyond the reduced retirement life limits. This amendment is prompted by new life analyses of these components. The actions specified by this AD are intended to prevent disk failure, which could result in an inflight engine shutdown and extensive engine damage.
96-04-08: This amendment adopts a new airworthiness directive (AD) that applies to Air Tractor, Incorporated (Air Tractor) Models AT-802 and AT-802A airplanes. This action requires repetitively replacing the main landing gear legs. Failure of the main landing gear legs on an AT-802A prompted this action. The actions specified by this AD are intended to prevent possible failure of the main landing gear legs, which, if not detected and corrected, could result in loss of control of the airplane during landing operations.
2011-02-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a one-time inspection to detect damage of the wire assemblies of the tail tank fuel system, a wiring change, and corrective actions if necessary. This AD also requires, for certain airplanes, a general visual inspection for correct installation of the self-adhering high-temperature electrical insulation tape; installation of a wire assembly support bracket and routing wire assembly; changing wire supports; and installation of a wire protection bracket. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to detect and correct a potential of ignition sources inside fuel tanks, which, in combination with flammable vapors, could result in a fuel tank fire or explosion, and consequent loss of the airplane.
2006-21-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to require actions to correct the unsafe condition on these products.
74-26-09: 74-26-09 BENDIX ELECTRICAL COMPONENTS DIVISION: Amendment 39-2050. Applies to certain Bendix (Scintilla) S-20, S-200 and S-1200 Series Magnetos listed on Bendix Service Bulletin No. 556B. a. Red nameplate magneto models listed in the Equipment Affected section excepting those with change designations as shown in Table No. 1 or later. b. Blue nameplate (Bendix remanufactured) magneto models listed in the Equipment Affected section excepting those having serial number 349001 or higher. c. Black nameplate magnetos bearing a part number listed in the Equipment Affected section. Compliance required as indicated unless already accomplished. Within 200 hours in service or 90 days after the effective date of this AD, whichever occurs first, insure that the affected magnetos incorporate a solid steel drive shaft bushing by complying with all provisions, except the compliance paragraph, of Bendix Electrical Components Division Service Bulletin No. 556B or subsequent FAA approved revision or an equivalent procedure approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Bendix Electrical Components Division, Sidney, New York 13838. These documents may also be examined at FAA Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430, and at FAA headquarters, 800 Independence Avenue S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and at the Eastern Region. As permitted by FAR's 21.197 and 21.199, aircraft may be flown to a base where maintenance required bythis Airworthiness Directive can be accomplished. This amendment is effective December 24, 1974.
96-04-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) DG-500M sailplanes. This action requires replacing the airbrake control hook-up shaft with a part of improved design. Reports of cracks in the welding of the lever to the torsion tube of the airbrake control prompted this action. The actions specified in this AD are intended to prevent an unintended extension of the airbrakes caused by failure of the lever to the torsion tube of the airbrake control, which could result in flutter, excessive rate of descent, and loss of control of the sailplane.
2011-02-03: The FAA is adopting a new airworthiness directive (AD) for Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD requires an inspection of the two spring arms in the spin brake assemblies in the nose wheel well to determine if the spring arms are made of aluminum or composite material, and repetitive related investigative/corrective actions if necessary. This AD also provides options for terminating the repetitive actions. This AD results from reports of cracked and broken aluminum springs. We are issuing this AD to detect and correct cracked or broken springs. A cracked or broken spring could separate from the airplane and result in potential hazard to persons or property on the ground, or ingestion into the engine with engine damage and potential shutdown, or damage to the airplane.
2010-06-13: We are adopting a new airworthiness directive (AD) for certain Model 45 airplanes. This AD requires a general visual inspection for cracked and missing ballscrew assembly sleeves of the flap actuator, repetitive non-destructive liquid penetrant inspections of each sleeve or flap actuator for cracks, and replacement or modification of the flap actuator if necessary. This AD results from reports of cracked and missing ballscrew assembly sleeves of the flap actuators. We are issuing this AD to detect and correct cracked and missing sleeves, which could cause loss of the load-carrying ball bearings on both actuators on one flap, resulting in flap asymmetry and loss of control of the airplane.
85-26-51 R2: 85-26-51 R2 SAAB-FAIRCHILD: Amendment 39-5376 as amended by amendment 39- 5916. Applies to all Model SF-340A series airplanes, certificated in any category. Compliance required as shown below. To minimize the hazards associated with engine flameout due to potential ice ingestion, accomplish the following, unless previously accomplished: A. Prior to further flight, install a continuous ignition switch by incorporating the provisions of SAAB-Fairchild SF-340 Service Bulletin SF340- 74-002, Revision 1, dated December 15, 1985. B. Incorporate the following into the limitations section of the airplane flight manual. This may be accomplished by including a copy of this AD in the airplane flight manual. 1. Takeoff in conditions of slush on the runway is prohibited unless Modification 1185, "Nacelle - Exhaust Nozzle - Improved Drainage and Ventilation of Inlet Protection Device (IPD) and Special Inspection," as described in SAAB-Fairchild Service Bulletin SF340-54-002,Revision 1, dated April 3, 1985, has been accomplished. 2. Turn the engine and propeller anti-ice systems on and set the ignition ("IGN") switch to the continuous ("CONT") position during all operation in which icing could reasonably be expected to occur and for a period of five minutes after these conditions no longer exist. When Modification 1414, "Ignition - Introduction of Auto Ignition System," has been accomplished in accordance with SAAB Service Bulletin SF340-74-004, dated October 24, 1986, or a production equivalent, set the ignition switch to the "NORM" position." 3. In the definition of icing conditions stated in the FAA- approved flight manual on page 2-11, change the temperature stated in "Icing Conditions," paragraph 1, line 4, from "5 degrees C" to "10 degrees C," unless Modification 1319, "Installation of New Lower Inlet, IPD and Exhaust Nozzle," as described in SAAB-Fairchild Service Bulletin SF340-71-017, dated November 22, 1985, has been accomplished. If this modification has been accomplished, "5 degrees C" can remain in the definition. C. Conduct engine performance monitoring in accordance with General Electric Operating Engineering Bulletin (OEB) 2, Revision 4, dated December 14, 1985, or later FAA- approved revision. D. Prior to further flight, and at intervals specified in General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions, perform an inspection and perform maintenance, as necessary, of the ignition system in accordance with that OEB. E. Unless Modification 1319, as described in paragraph B.3., above, has been accomplished, in the event of an icing encounter, an inspection must be accomplished prior to the next departure to assure that no snow, ice, or slush accumulation is present in or around the inlet or the inlet protection device. F. Following each flameout or re-ignition event, conduct an inspection of Stage 1 compressor blades, in accordance with General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions. G. 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, Northwest Mountain Region. H. 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 SAAB-SCANIA, Product Support, S-58188, Linkoping, Sweden. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 85-26-51 R1 amendment 39-5376, became effective August 18, 1986. This amendment 39-5916 becomes effective June 17, 1988.
2011-01-03: We are adopting a new 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: As a result of the replacement action of the G 103 TWIN ASTIR spar spigot assemblies, the Gliding Federation of Australia issued a directive to inspect the similar main spigots of single-seater sailplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-13-11: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) RB211 Trent 875-17, Trent 877-17, Trent 884-17, Trent 892-17, Trent 892B-17, and Trent 895-17 series turbofan engines that have not incorporated RR Service Bulletin (SB) No. RB.211-72-D495, dated February 7, 2003. This AD requires initial and repetitive visual inspections or ultrasonic inspections of the intermediate pressure (IP) compressor rear stubshaft and IP turbine shaft for load-bearing spline flank wear, and replacement of these shafts if necessary. This AD results from reports of load-bearing spline flank wear of the IP compressor rear stubshaft and IP turbine shaft, revealed at inspection during overhaul. We are issuing this AD to prevent the loss of drive between the IP turbine and the IP compressor, which could result in a turbine rotor overspeed condition, possible uncontained engine failure, and damage to the airplane.
98-15-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 and Model A321 series airplanes, that requires repetitive inspections to verify proper installation of the plain bushings of the upper and lower connection links on the forward and aft passenger/crew doors, and correction of discrepancies. This amendment also requires installation of shouldered bushings on the frame segment used for attachment of the connection links or modification of the frame segment bushing (as applicable), which terminates the repetitive inspection requirements. This amendment is prompted by a report that, during an emergency evacuation of in-service airplanes, the left aft passenger/crew door jammed against the fuselage structure in a nearly closed position due to bushing migration. The actions specified by this AD are intended to prevent jamming of the passenger/crew door, which could delay or impede the evacuation of passengers during an emergency.
98-26-02: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft Corporation Model S-61A, D, E, L, N, NM, R, and V helicopters, that requires a nondestructive inspection (NDI) for cracks in the main rotor shaft (shaft), and requires removal of any shaft with a crack and replacement with an airworthy shaft. This AD also requires appropriate marking of shafts and log book entries by the operator to determine the shaft retirement life, and establishes a new retirement life for the shaft. This amendment is prompted by four reports of cracks occurring in helicopters that were utilized in repetitive external lift (REL) operations. The actions specified by this AD are intended to detect a fatigue crack in the shaft that could result in shaft structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
2011-01-12: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This new AD requires replacing the midspar fuse pins with new, improved fuse pins, which would terminate the repetitive inspections. This AD was prompted by a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to prevent damage of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins, and consequent loss of the strut and separation of the engine from the airplane.
2011-01-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires removing affected PBE units. This AD was prompted by reports of potentially defective potassium superoxide canisters used in PBE units, which could result in an exothermic reaction and ignition. We are issuing this AD to prevent PBE units from igniting, which could result in a fire and possible injury to the flightcrew or other persons.
95-26-01: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal, Inc. (formerly Textron Lycoming) Models LTS101-650B1, -750B1, -650C, and -750C turboshaft engines, that requires installation of an improved power turbine (PT) rotor and electronic PT rotor overspeed controller as a terminating action to the currently required inspections of AD 88-14-01. This amendment is prompted by reports of additional bearing failures since publication of AD 88-14-01, including one additional uncontained PT disk failure. The actions specified by this AD are intended to prevent PT overspeed and uncontained engine failure.
93-21-03: 93-21-03 SCHWEIZER AIRCRAFT CORPORATION AND HUGHES HELICOPTERS, INC.: Amendment 39-8718. Docket Number 91-ASW-11. Supersedes AD 80-05-05, Amendment 39-3707, Docket Number 80-WE-3-AD. Applicability: Model 269A, 269A-1, 269B, and TH-55A series helicopters, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue failure of the magnesium tailboom center attachment [saddle] fitting (fitting) that could result in loss of the tailboom and subsequent loss of control of the helicopter, accomplish the following: (a) For each helicopter with a magnesium fitting, part number (P/N) 269A2324 (BSC) or 269A2324-7, with 4,000 or less hours' time-in-service on the effective date of this AD, perform the following in accordance with the 269 Series Basic Handbook of Maintenance Information, as revised by Temporary Revision No. R-42, dated October 8, 1990 (HMI): (1) Prior to further flight and thereafter at intervals not to exceed 50 hours' time-in-service from the last inspection, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion, and cracks using a 10-power or higher magnifying glass. (2) Within the next 25 hours' time-in-service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Prior to accumulating 4,100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (b) For each helicopter with a magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with more than 4,000 hours' time-in-service on the effective date of the AD, perform the following in accordance with the HMI: (1) Before the first flight of each day, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion and cracks using a 10-power or higher magnifying glass. (2) Prior to further flight after the effective date of this AD and thereafter at an interval not to exceed 50 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Within the next 100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (c) Installation of an aluminum fitting, P/N 269A2324-13 (undrilled), constitutes terminating action for the requirements of this AD. NOTE: Schweizer Aircraft Corporation Service Bulletin B-238.1, dated November 7, 1991, pertains to this AD. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581-1145. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Manager, New York Aircraft Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective December 17, 1993.
82-01-02 R1: 82-01-02 R1 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-4285 as amended by Amendment 39-4824. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories, which have not incorporated British Aerospace Modification PM 5703. Compliance required as indicated. To detect cracking and prevent possible failures of the passenger and service door inner operating handles and endfittings, accomplish the following: (a) On airplanes which have not incorporated British Aerospace Modification PM 5176, within the next 600 hours time in service after the effective date of this AD, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners and handle for cracks in accordance with paragraph 2.1, "ACCOMPLISHMENT INSTRUCTIONS," of British Aerospace Alert Service Bulletin 52-A-PM5703, Issue 1, dated September 3, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) On airplanes which incorporate British Aerospace Modification PM 5176, prior to the accumulation of 10,000 hours time in service since the incorporation of this modification, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners in accordance with paragraph 2.2, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (c) On airplanes which have not incorporated British Aerospace Modification PM5703, prior to the accumulation of 10,000 hours time in service, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove and inspect the endfitting, P/N AB24-4269, for cracks in accordance with paragraph 2.3, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA- approved equivalent. (d) If no cracks are found during the inspections required by paragraph (a), (b), or (c) of this AD, repeat these inspections at intervals not to exceed 1800 hours time in service from the last inspection. (e) If, during the inspection required by paragraph (a) or (b) of this AD, no cracks are found in the handle tube on either side of the reinforcing liner, but cracks are found in the reinforcing liners which are 0.10 inches in length or less, return the handle assembly to service and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (f) If, during the inspection required by paragraph (a) or (b) of this AD, cracks are found in the reinforcing liner with any crack exceeding 0.10 inches in length, or any cracks are found in the handle tube on either side of the reinforcing liner, before further flight, either - (1) Replace the handle andreinforcing liner assembly with a serviceable assembly and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the handle and reinforcing liner assembly in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (g) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running inboard or outboard from the taper pin hole, with the length of each crack 0.30 inches or less, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) The endfitting may remain in service if the cracks are stop-drilled and inspected in accordance with paragraph 2.3.1, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent, at intervals not to exceed 300 hours time in service from the last inspection. (h) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running outboard or inboard from the taper pin hole, with the length of any crack greater than 0.30 inches, before further flight, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the endfitting in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (c) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (i) If serviceable spares are not available, temporary repairs of inner handles or endfittings may be made in accordance with paragraph 2.1.4., 2.2.3., or 2.3.4., "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (j) Upon incorporation of British Aerospace Modification PM5703, compliance with this AD is no longer required. (k) For the purpose of complying with paragraphs (f) and (h) of this AD, the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspection, repair, or replacement can be performed. (l) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not alreadyreceived these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. Amendment 39-4285 became effective January 20, 1982. This Amendment 39-4824 becomes effective March 19, 1984.
2011-01-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive high frequency eddy current inspections for cracking on the hinge bearing lugs of the left and right sides of the center section ribs of the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracks found on either the left or right (or in one case, both) sides of the center section ribs of the horizontal stabilizer. We are issuing this AD to detect and correct cracking in the hinge bearing lugs of the center section of the left and right ribs, which could result in failure of the hinge bearing lugs and consequent inability of the horizontal stabilizer to sustain the required loads.
96-03-12: This amendment adopts a new airworthiness directive (AD) that applies to Glasflugel Model Mosquito sailplanes. This action requires modifying the mounting studs on the lifting/tilting frame of the canopy system, repetitively inspecting the mounting stud, and incorporating flight manual revisions that specify a warning on emergency canopy deployment failure. Canopy system problems discovered during routine checks and periodic inspections of these sailplanes prompted the proposed action. The actions specified in this proposed AD are intended to prevent canopy system failure, which could result in loss of control of the sailplane.
96-03-13: This amendment adopts a new airworthiness directive (AD) that applies to Beech Aircraft Corporation (Beech) 90, 99, 100, and 200 series airplanes. This action requires inspecting the main landing gear drag leg lock link to ensure that the hole for the roll pin is drilled completely through both walls of the main landing gear drag leg lock link and, if not drilled completely through both link walls, replacing any main landing gear drag leg lock link. An incident in which the left main landing gear collapsed on one of the affected airplanes prompted this action. Investigation revealed that the roll pin hole was not completely drilled through both walls of the drag leg lock link. The actions specified by this AD are intended to prevent main landing gear collapse caused by drag leg lock link failure, which could result in loss of control of the airplane.
93-13-09: 93-13-09 CESSNA AIRCRAFT COMPANY: Amendment 39-8622. Docket No. 92-CE-61-AD. Applicability: The following model airplanes (all serial numbers) equipped with a Continental TSIO-520R engine and intercooler installation in accordance with the applicable supplemental type certificate (STC), certificated in any category: Model Modified by STC T210K SA2231CE T210L SA2231CE T210M SA3203NM T210N SA3203NM Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent air induction hose failure, which could result in loss of engine power, accomplish the following: (a) Visually inspect between the turbocharger and intercooler to determine whether a Gates air induction hose, part number (P/N) 20987 or P/N 21370, is installed. If a Gates hose is installed, prior to further flight, accomplish the following: (1) Loosen the two AN737-TW clamps and remove the Gates hose.(2) Install The Aircraftsman hose, P/N MW1118, and tighten the two AN737-TW clamps. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California 90806. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (d) All persons affected by this directive may examine any information referred to herein upon request to the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. Parts needed as a result of this action may be obtained from The Aircraftsman, 7000 Merrill Avenue, Hangar/Box P100, Chino, California 91710. (e) This amendment becomes effective on August 13, 1993.
2010-26-06: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires inspections for scribe lines in the fuselage skin at lap joints, the splice strap at certain butt joints, the skin or doubler at certain approved repair doublers, and the skin at decal locations; and related investigative and corrective actions if necessary. This AD results from reports of scribe line damage found adjacent to the skin lap joints, decals, and wing-to-body fairings. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.