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70-08-04: 70-08-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-975. Applies to Viscount Models 744, 745D, and 810 series airplanes. Within the next 750 hours' time in service after the effective date of this AD, unless already accomplished, replace the obsolete cabin blower (supercharger) drive quill with a serviceable or reworked drive quill in accordance with Dowty Rotol Service Bulletin No. 83-407, Revision 2, dated August 1969, for models 744 and 745D series airplanes; or Dowty Rotol Service Bulletin No. 83-378, dated August 1968, for Model 810 series airplanes; or an FAA- approved equivalent as follows: Obsolete Drive Quill P/N Replacement Drive Quill P/N 602206000 (Models 744 and 745D) 602206002 G28165 (Models 744 and 745D) 601017004 G2575 (Model 810) G28302 (British Aircraft Corporation Viscount Bulletins for Modification Nos. D3237 and G.2083 cover this same subject.) This amendment becomes effective May 14, 1970.
78-13-08: 78-13-08 MAULE AIRCRAFT CORPORATION: Amendment 39-3251. Models M-5- 210C, S/N 6190C through 6204C, M-5-235C, S/N 7061C through 7160C, 7163C through 7167C, 7169C through 7192C, 7194C and 7197C. To prevent reduction of fuel feed or supply to the engine, accomplish the following within the next 25 hours' time in service: Remove the wing root fairings on both sides to gain access to both main tank outlets (two outlets per tank). (1) If the fuel line tube clamps do not have hexagonal heads, no further inspection is necessary. Replace fairing and return aircraft to service. (2) If the fuel line tube clamps have hexagonal heads, drain fuel tanks, and loosen the tube clamp(s), pull the fuel hose off of the fuel line(s) and tank outlets and inspect tube(s) for deformed tube sections. If fuel line tube(s) are deformed, replace tube(s), front tubes Maule P/N 5092X-7 left, 5092X-8 right; rear tube(s) P/N 5092X-1 left and 5092X-9 right. Use round head Aeroseal hose clamps P/N QS-100-M8S, or existing hose clamps, during reassembly. Torque clamps to 15-20 inch pounds. Leak check fuel system prior to returning aircraft to service. An alternate method of compliance with this A. D. may be used if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, Atlanta, Georgia. Maule Service Letter 39 dated May 10, 1978, or later FAA approved revision, pertains to the same subject. This amendment becomes effective July 5, 1978.
2021-25-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by the determination that fatigue cracking may occur at the wing manhole access panel attachment holes at certain wing skin panels on airplanes with Sharklets or its structural reinforcements installed. This AD requires repetitive inspections for cracking of the area, and corrective action if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-14-02: 90-14-02 BOEING: Amendment 39-6644. Docket No. 90-NM-13-AD. \n\n\tApplicability: All Model 737-300 and 737-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within the next 12 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertent rudder trim resulting in unacceptably increasing the level of pilot effort required to maintain the correct heading during takeoff, which may result in a rejected takeoff, accomplish the following: \n\n\tA.\tReplace the rudder trim control knob with a smooth rounded fluted knob approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tB.\tIf the rudder trim control knob is located near the rear of the cockpit center console, add a guard rail with a height of approximately 1.5 inches to the rear of the cockpit center console if no rail is currently installed, or, if a rail is currently installed, raise the cockpit center console rearrail to a height of approximately 1.5 inches, in accordance with procedures approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tC.\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, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI). The PMI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\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\tThis amendment (39-6644, AD 90-14-02) becomes effective on August 6, 1990.
77-15-16: 77-15-16 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2987. Applies to Model H.S. 748, Series 2A airplanes, all serial numbers, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent cracks in the outboard and center elevator hinge ribs and associated structure of the horizontal stabilizer, accomplish the following: (a) Within the next 100 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, visually inspect the area of the outboard and center elevator hinge ribs in accordance with Part 2A of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin No. 55/11, dated October 15, 1973, or an FAA-approved equivalent. (b) If, during an inspection required by paragraph (a) of this AD, a crack, loose rivets, or corroded support bearings or pivot pins are found, before further flight, conduct an internal inspection of the area where the affected hinge ribs attach to the stabilizer rear spar in accordance with Part 2B of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin No. 55/11, dated October 15, 1973, or an FAA-approved equivalent, and comply with paragraph (c) of this AD. (c) If, during an inspection required by paragraph (a) or (b) of this AD, a crack, loose rivets, or corroded support bearings or pivot pins are found, before further flight, replace or repair the affected parts, as appropriate, in accordance with Part 2C of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin No. 55/11, dated October 15, 1973, or an FAA-approved equivalent, and thereafter, continue to comply with paragraphs (a), (b), and (c) of this AD. (d) Within the next 1000 hours time in service after the effective date of this AD, replace the external gusset plates (top and bottom) at the outboard and center elevator hinge ribs with larger and heavier gusset plates and add inspection holes in accordance with Parts 2A, 2B, 2C, and 2E of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin No. 55/12, dated January 2, 1974, or an FAA-approved equivalent. (e) Upon incorporation of the alterations required by paragraph (d) of this AD, the repetitive inspections required by this AD may be discontinued. This amendment becomes effective August 29, 1977.
95-17-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mk 0100 series airplanes, that requires the installation of modified Passenger Service Unit (PSU) panel lenses, a one-time installation inspection to detect corrosion or deterioration of the PSU connectors, correction of discrepancies, and application of sealant. This amendment is prompted by reports that "No Smoking" and "Fasten Seat Belt" signs installed in certain overhead PSU's are not readable from passengers' and flight attendants' seats. This amendment is also prompted by reports of smoke in the passenger cabin caused by overheating of the PSU connectors. The actions specified by this AD are intended to ensure that warning signs are readable to passengers and flight attendants, and to eliminate a potential fire hazard.
2010-15-09: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\tIt has been found the possibility of heating deactivation of Air Data System (ADS) sensors due to its inadequate automatic logic, when ADS/AOA knob is on AUTO position associated with the following messages: \n\n--DC BUS 1 OFF displayed on Crew Alerting System\n--CAS in conjunction with STBY HTR FAIL (which means loss of power on DC BUS 1); or \n--EMER BUS OFF displayed on CAS (which means loss of power on EMERGENCY BUS); or\n --ELEC EMERGENCY displayed on CAS (which means Electrical Emergency). \n\nThe loss of airplane air data sensors heating may cause ice buildup on their surfaces, which in turn may cause wrong pressureacquisitions resulting in erroneous flight parameters indication to the flight crew. Since this condition may occur in other airplanes of the same type and affects flight safety, an immediate corrective action is required. Thus, sufficient reason exists to request compliance with this AD in the indicated time limit. \n\nThis AD requires actions that are intended to address the unsafe condition described in the MCAI.
85-18-04: 85-18-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5135. Applies to Lockheed Model L-1011-385 series airplanes, certificated in any category. To prevent the potential for electrical arcing in the cockpit windshield heating electrical wire bundle, accomplish the following within six months after the effective date of this AD, unless already accomplished: A. Re-route the C38 wire harness in accordance with Part 2, Accomplishment Instructions, of Lockheed-California Company L-1011 Service Bulletin 093-30-056, dated April 30, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. 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 these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment becomes effective October 12, 1985.
76-12-06: 76-12-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-2639. Applies to all Pratt and Whitney Aircraft JT8D-9, -11, -15 and -17 engines containing second stage fan blade pin, P/N 520456, rivet, P/N 520457, and bushing, P/N 520458. Compliance required as indicated unless already accomplished. A. To preclude liberation of second stage fan blades, inspect the blade pin rivet, P/N 520457, for loss of head or for missing bushing, P/N 520458, in accordance with P&WA Service Bulletin No. 4577 dated April 26, 1976, or later FAA approved revision or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, prior to the accumulation of 1200 hours time in service since new blade pin rivets were installed or within the next 300 hours time in service after the effective date of this AD, whichever is later. Inspect thereafter at intervals not exceeding 600 hours time in service since the last inspection. Remove engines from service with failed second stage fan blade pin rivets before further flight. B. Remove from service second stage fan blade pin, P/N 520456, rivet, P/N 520457, and bushing, P/N 520458, and replace with pin, P/N 758242, and rivet, P/N 760187, or other FAA parts prior to January 1, 1979. The manufacturer's service bulletin identified and described in this directive is 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 Pratt and Whitney Aircraft, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includesthe incorporated material in full is maintained by the Federal Aviation Administration at its headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the 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. This amendment becomes effective thirty days after publication in the Federal Register.
90-08-02: 90-08-02 SUD-SERVICE (FORMERLY SUD AVIATION): Amendment 39-6558. Docket No. 89-NM-247-AD. Applicability: All Sud-Service Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To identify and correct fatigue cracks in the nose landing gear well angles, which could result in reduction of the structural integrity within that area of the airplane, accomplish the following: A. Prior to the accumulation of 32,500 landings or within 30 days after the effective date of this AD, whichever occurs later, perform the following inspections in accordance with Sud-Service Service Bulletin 53-49, Revision 3, dated June 2, 1986: 1. Perform a visual and dye penetrant inspection of doublers and fuselage skin bordering doublers (fitted in accordance with Sud-Service Service Bulletins 53-15 and 53-36) at frame 9 and frame 17, in accordance with the service bulletin. Repeat this inspection thereafter at intervals not to exceed 2,500 landings. 2. Perform an X-ray inspection or low frequency eddy current inspection of skin panels under doublers at frame 9 and at frame 17, in accordance with the service bulletin. Repeat this inspection thereafter at intervals not to exceed 5,000 landings. 3. Perform a visual inspection and dye penetrant inspection of the front angles at frame 15 on airplanes not fitted with doublers in this area, in accordance with the service bulletin. Repeat this inspection thereafter at intervals not to exceed 2,500 landings. 4. Perform an X-ray inspection of the front angles at frame 15, on airplanes fitted with repair doublers, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 5,000 landings. B. If cracks are found, repair prior to further flight, in accordance with Sud-Service Service Bulletin 53-49, Revision 3, dated June 2, 1986. Repeat inspections thereafter at intervalsspecified in paragraph A., above. 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, 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 Rue de Bayonne, 31060 Toulouse Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6558, AD 90-08-02)) becomes effective on May 4, 1990.