Results
2002-07-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 727, 727C, 727-100, 727-100C, 727-200, and 727-200F series airplanes, that currently requires repetitive inspections to find cracking of the lower skin panel at the lower row of fasteners in certain lap joints of the fuselage, and repair, if necessary. This amendment limits the applicability of the existing AD, adds certain repetitive inspections, revises certain compliance times, and adds certain modifications. This amendment is prompted by the FAA's determination that, in light of additional crack findings, certain modifications of the fuselage lap joints are necessary. The actions specified by this AD are intended to find and fix fatigue cracking of the fuselage lap joints, which could result in sudden fracture and failure of the lower skin lap joints, and rapid decompression of the airplane.
86-12-06: 86-12-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5329. Applies to Bell Helicopter Textron, Inc., Model 214ST helicopters, S/N's 18401, 18402, 18403, and 28101 through 28159, certificated in any category, equipped with main rotor yoke assembly P/N 214- 010-105-001. Compliance is required as indicated, unless already accomplished. (a) To prevent failure of the main rotor yoke assembly, remove and replace the yoke assembly not later than 2,500 hours time in service. For yoke assemblies that have accumulated more than 2,450 hours time in service as of the effective date of this AD, remove and replace the yoke assembly within the next 50 hours time in service or by July 1, 1986, whichever comes first. (b) Any alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomeseffective July 1, 1986.
2017-25-15: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-300 and -500 airplanes and Model ATR72-202 and -212A airplanes. This AD requires identifying the serial number of the dual distributor valve (DDV), and replacement of affected DDVs. This AD was prompted by an investigation performed on a failed DDV that revealed a nonconformity of crimping on an internal valve. We are issuing this AD to address the unsafe condition on these products.
2011-01-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing fuel level float and pressure switch in-line fuses on the wing forward spars and forward and aft auxiliary fuel tanks, depending on the airplane configuration. This AD was prompted by 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, could result in fuel tank explosions and consequent loss of the airplane.
2002-07-12: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A, CF6- 80C2, and CF6-80E1 series turbofan engines. That AD currently requires revisions to the Life Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment adds additional mandatory inspections for certain high pressure compressor (HPC), low pressure turbine (LPT), and high pressure turbine (HPT) parts. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life- limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
92-02-11: 92-02-11 AEROSPATIALE: Amendment 39-8147. Docket 91-NM-163-AD. Applicability: Model ATR42-200, -300, -320 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of the wheel assembly, accomplish the following: (a) Perform a boroscope inspection to detect corrosion of the main landing gear (MLG) wheel axles at the jacking dome hole level, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991, at the applicable time specified below: NOTE: The Aerospatiale Service Bulletin references Messier-Bugatti Service Bulletin 631-32-071, Revision 1, dated July 5, 1991, as an additional information source. (1) For airplanes on which an axle has accumulated 10,000 or more landings as of the effective date of this AD, within 30 days after the effective date of this AD. (2) For airplanes on which an axle has accumulated 8,000 or more landingsbut less than 10,000 landings as of the effective date of this AD, within 90 days after the effective date of this AD. (3) For airplanes on which an axle has accumulated 6,000 or more landings but less than 8,000 landings as of the effective date of this AD, within 120 days after the effective date of this AD. (4) For airplanes on which an axle has accumulated less than 6,000 landings as of the effective date of this AD, prior to the accumulation of 6,000 landings or within 120 days after the effective date of this AD, whichever occurs later. (b) If no corrosion is found, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 3,200 landings. (c) If corrosion is found, prior to further flight, perform an eddy current inspection to detect cracks in the wheel axle, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991. (1) If no cracks are found, replace the swinger lever assembly prior to the accumulation of 50 additional landings, in accordance with the service bulletin. (2) If cracks are found, prior to further flight, replace the swinger lever assembly, in accordance with the service bulletin. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections and replacement required by this AD shall be done in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (g) This amendment (39-8147, AD 92-02-11) becomes effective on March 2, 1992.
70-25-04: 70-25-04 BEECH: Amdt. 39-1121 as amended by Amendment 39-1332. Applies to Model 65-90 (Serial Numbers LJ-1 through LJ-67) airplanes with 5,000 or more hours' time in service. Compliance: Required as indicated. To detect any cracking of certain wing center section and other wing panel front spar carry through structural components, within the next 100 hours' time in service after December 5, 1970, unless already accomplished, accomplish the following: A) Visually inspect the lower wing skin area adjacent to each outer wing panel front spar attachment fitting for cracks in accordance with Beechcraft Service Instruction No. 0394- 018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 100 hours' time in service. (1) If wing panel skin cracks are found at the most outboard screw hole as noted in Figure 1 of Beechcraft Service Instruction No. 0394-018, the wing structure must be inspected in accordance with Paragraphs B and D of this AD prior to returning the aircraft to service. In addition, if a skin crack is found at the most outboard screw hole, as indicated in said Figure 1, the Paragraph B inspections must be performed at intervals of not more than 300 hours, and the Paragraph D inspections must be performed at intervals of not more than 500 hours. B) Inspect by visual and dye penetrant methods, the right and left lower forward outboard wing attachment fittings for cracks in accordance with Beechcraft Service Instruction No. 0394-018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 500 hours' time in service, except as noted in Paragraph A(1). C) If fatigue cracks are found in either wing attach fitting during the inspections required by Paragraph B, prior to further flight - (1) Both right and leftouter wing panel lower forward spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings must be replaced with new parts in accordance with the procedures, limitations and reinspection intervals specified in Beechcraft Service Instruction No. 0394-018, or later revision approved by the FAA. (2) After one replacement of the assemblies listed in Paragraph C(1), replace the wing center section lower forward spar cap and fittings with new parts in accordance with Beechcraft Service Instruction No.0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Inspect the structural components set forth below and in Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, by visual, eddy current and dye penetrant methods, as specified in the Service Instructions, and thereafter repeat the inspection at intervals not to exceed 1,000 hours' time in service, except as noted in Paragraphs (A)1 and D(8). The structural components to be inspected are as follows: (1) Right and left lower forward wing attachment fitting of the center section main spar. (2) Lower forward wing fitting-to-spar attachment area and the edges of the forward and aft flanges on the lower forward spar cap in the center section (outboard of each main gear wheel well). (3) Lower forward spar cap in each main gear wheel well. (4) Lower surface of the lower forward spar cap in the nacelle inboard of each main gear wheel well. (5) Lower surface of the lower forward spar cap between each nacelle and the fuselage. (6) The four universal rivet holes in the forward flange of the lower forward spar cap inboard of each nacelle in the area of the wing root rib. (7) The lower forward spar cap within the fuselage. (8) The centerline skin splice in the area between the forward and aft center section spars, and the fuselage formers along the centerline between the forward and aft center section spars. If fuselage former cracks are found in this area, they must be repaired in accordance with said Service Instruction prior to return to service and the 1,000 hour inspection interval must be reduced to not more than 500 hours. E) If cracks are found during the inspections required by Paragraph D, except cracks located in the areas specified in Paragraph D(8), prior to further flight, replace the wing center section lower forward spar cap, both the right and left outer wing panel lower front spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings with new production parts in accordance with Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. F) Aircraft logbook entries must be madeand notification in writing must be sent to Chief, Engineering and Manufacturing Branch, FAA, Central Region, of the location and length of any cracks found during inspections required by this AD and also the total time in service of the component at the time the crack was discovered. Malfunction or Defect Report, FAA Form 8330-2, may be used for this purpose. (Report approved by the Bureau of the Budget under BOB No. 04-R0174.) G) Replacement of parts required by Paragraphs C and E will permit the owner/operator to establish new initial inspection times in compliance with Paragraphs A and B. H) Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: The eddy current inspections required by this AD should be performed by certificated personnel trained and qualified in the operation of eddy current equipment. The replacement of critical parts such as the spar caps and wing attach fittings required by this AD should be performed by certificated personnel or facilities properly equipped to perform such repairs. Amendment 39-1121 became effective December 5, 1970. This amendment 39-1332 becomes effective November 16, 1971.
2023-06-08: The FAA is superseding Airworthiness Directive (AD) 2019-18- 07, which applied to certain 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. AD 2019-18-07 required repetitive rototest inspections of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions and repair if necessary. AD 2019-18-07 also adds actions (modification) for certain airplanes. Since the FAA issued AD 2019-18-07, it was determined that certain airplanes need to do additional work. This AD continues to require the actions in AD 2019-18-07 and requires additional work for certain airplanes, 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.
2011-01-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive detailed inspections of the aft pressure bulkhead web for cracking, and repair if necessary. For certain airplanes, this AD also provides for an optional preventative modification of the aft pressure bulkhead web, which would terminate certain repetitive detailed inspections. This AD was prompted by reports of cracks in the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could adversely affect the structural integrity of the airplane, resulting in difficulty maintaining cabin pressurization or rapid decompression of the airplane.
2002-07-05: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2, A300 B4, A300 B4-600, and A300 B4-600R series airplanes, and Model A300 F4-605R airplanes. This AD requires repetitive inspections for cracking of certain fittings, corrective action if necessary, and, for certain airplanes, a modification. This AD also provides an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to detect and correct propagation of cracks on the frame 40 aft fittings due to local stress concentrations at the upper flange runout of frame 40, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2002-07-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes equipped with General Electric GE90 series engines. This action requires repetitive inspections of the diagonal brace and forward seals of the aft fairing of the strut to find discrepancies, and corrective actions, if necessary. This action is necessary to prevent primary engine exhaust from entering the aft fairing of the strut and elevating the temperature, which could lead to heat damage of the seals and diagonal brace. Such damage could result in cracking and fracture of the forward attachment point of the diagonal brace, loss of the diagonal brace load path, and consequent separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.
2017-25-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, -200, and -300 series airplanes; and Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that the trimmable horizontal stabilizer actuator (THSA) might not function as intended after failure of the primary load path. This AD requires repetitive detailed visual inspections for discrepancies of the THSA upper attachments and no-back housing. We are issuing this AD to address the unsafe condition on these products.
2002-07-04: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT9D-7R4 series turbofan engines. This amendment requires a one-time inspection of low pressure turbine (LPT) 5th stage disks for evidence of blend repairs and mechanical damage, and replacement of the affected disks based on the extent of those repairs and damage. This amendment is prompted by a report of a PW JT9D-7R4G2 turbofan engine that experienced an uncontained failure of the LPT 5th stage disk. The actions specified by this AD are intended to prevent uncontained failure of the LPT 5th stage disk, due to incomplete blend repairs, resulting in in-flight shutdown and damage to the airplane.
2002-07-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Fokker Model F.28 series airplanes. This action requires revising the Airplane Flight Manual to prohibit operation of the auxiliary power unit (APU) during deicing. This action is necessary to prevent ingestion of deicing fluid into the APU, which could cause uncontained failure of the turbine wheel of the APU, and result in failed and uncontained parts penetrating the aft cabin pressure bulkhead, and consequent possible injury to the cabin crew or passengers. This action is intended to address the identified unsafe condition.
98-12-24: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310 series airplanes. This action requires a one-time inspection to detect cracked or broken links of the aft engine mounts, and replacement of any cracked or broken link with a serviceable link. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct cracking of the links of the aft engine mounts, which could result in failure of the aft engine attachment and consequent separation of the engine from the airplane.
2023-06-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-202, -203, -223, and -243 airplanes; Model A330- 200 Freighter series airplanes; Model A330-300 series airplanes; Model A340-200 series airplanes; and Model A340-300 series airplanes. This AD was prompted by a report that damage was found to the firewall and fuselage skin in the auxiliary power unit (APU) compartment area on Model A330 airplanes. This AD requires replacing affected tee ducts with serviceable parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2025-09-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes, Model A319-111, -112, - 113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by cracks being found during full-scale fatigue testing of the keel beam bottom panel between the edge profile and stringer run-out at a certain frame and stringer. This AD requires repetitive special detailed inspections (SDI) of the affected area, and corrective actions, 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.
96-08-07: 96-08-07 AIRBUS INDUSTRIE: Amendment 39-9573. Docket 95-NM-137-AD. Supersedes AD 94-21-07, Amendment 39-9049. Applicability: All Model A310 and A300-600 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent an out-of-trim condition between the trimmable horizontal stabilizer and the elevator, which may severely reduce controllability of the airplane, accomplish the following: (a) Within 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the information contained in paragraph (a)(1) or (a)(2) of this AD, as applicable. This may be accomplished by inserting a copy of this AD in the AFM. The AFM limitation required by AD 94-21-07, amendment 39- 9049, may be removed following accomplishment of the requirements of this paragraph. (1) For airplanes on which the flight control computers (FCC) have not been modified in accordance with the requirements of paragraph (b) of this AD: "Overriding the autopilot (AP) in pitch axis does not cancel the AP autotrim when LAND TRACK mode [green LAND on both Flight Mode Annunciators (FMA)] or GO-AROUND mode is engaged.In these modes, if the pilot counteracts the AP, the autotrim will trim against pilot input. This could lead to a severe out-of- trim situation in a critical phase of flight." (2) For airplanes on which the FCC's have been modified in accordance with requirements of paragraph (b) of this AD. "Overriding the autopilot (AP) in pitch axis does not cancel the AP autotrim when LAND TRACK mode (green LAND on both FMA's) is engaged, or GO- AROUND mode is engaged below 400 feet radio altitude (RA). In these modes, if the pilot counteracts the AP, the autotrim will trim against pilot input. This could lead to a severe out-of-trim situation in a critical phase of flight." (b) For airplanes equipped with FCC's having either part number (P/N) B470ABM1 (for Model A310 series airplanes) or B470AAM1 (for Model A300-600 series airplanes): Within 60 days after November 2, 1994 (the effective date of AD 94-21-07, amendment 39-9049), modify the FCC's in accordance with Airbus Service Bulletin A310-22-2036, dated December 14, 1993 (for Model A310 series airplanes), or Airbus Service Bulletin A300-22-6021, Revision 1, dated December 24, 1993 (for Model A300-600 series airplanes), as applicable. NOTE 2: Paragraph (b) of this AD merely restates the requirements of paragraph (b) of AD 94-21-07, amendment 39-9049. As allowed by the phrase, "unless accomplished previously," specified in the compliance statement of this AD, if those requirements of AD 94- 21-07 have already been accomplished, this AD does not require that those actions be repeated. (c) As of November 2, 1994 (the effective date of AD 94-21-07, amendment 39-9049), no person shall install an FCC having either P/N B470ABM1 or B470AAM1 on any airplane. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The modification shall be done in accordance with Airbus Service Bulletin A310-22-2036, dated December 14, 1993, or Airbus Service Bulletin A300-22-6021, Revision 1, dated December 24, 1993, as applicable. The incorporation by reference of these documents 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 November 2,1994 (59 FR 52414, October 18, 1994). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May 23, 1996.
2002-07-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) P206, TP206, TU206, U206, 207, T207, 210, P210, and T210 series airplanes. This AD requires you to visually inspect certain horizontal stabilizer attachment reinforcement brackets for the existence of seam welds and replace any reinforcement bracket found without seam welds. This AD authorizes the pilot to check the logbooks to determine whether one of the affected horizontal stabilizer attachment reinforcement brackets is installed. This AD is the result of a report that certain parts were manufactured without seam welds. The actions specified by this AD are intended to detect and replace structurally deficient horizontal stabilizer attachment brackets. Continued use of such brackets could result in structural failure of the horizontal stabilizer with reduced or loss of control of the airplane.
2023-06-01: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72-212A airplanes. This AD was prompted by in-service experience that has shown that the lateral flight guidance of the flight director/ auto pilot may not limit HI BANK turns in severe icing conditions. This AD requires the replacement of the affected new avionics suite (NAS), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of the affected NAS on any airplane. The FAA is issuing this AD to address the unsafe condition on these products.
2025-08-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251NX, -252NX, -253NX, -271NX, and -272NX airplanes. This AD was prompted by discovery of two bushes that had migrated on the latch shaft of an emergency overwing exit door (OWED) during accomplishment of an inspection on an in-service airplane. This AD requires repetitive detailed inspections (DETs) of the affected parts and, in case of discrepancies, modification of the affected parts, and prohibits the installation of affected parts, 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.
74-10-01: 74-10-01 PIPER: Amendment 39-1830 as amended by Amendment 39-2480. Applies to model PA-23-250, Aircraft Serial Numbers 27-3050, 27-3154 to 27-7405330, certificated in all categories. Unless already accomplished within the last 75 hours in service, to prevent possible asymmetric flap conditions attributed to cracks developing in the outboard flap hinge, the following must be performed within the next 25 hours in service after the effective date of this airworthiness directive, and every 100 hours thereafter: 1. Using the hydraulic hand pump, lower the flaps to full-down position. 2. Clean outboard hinges, part numbers 17103-04 (left) and 17103-05 (right). Using a 10-power magnifying glass, inspect these parts (outboard flap hinges) for cracks. An equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may be used. 3. If cracks are found, replace, before further flight, any cracked part with unused hinges,part number 17103-04 (left) and/or 17103-05 (right) or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Compliance with this AD is not required upon incorporation of Piper Kits 760 861 (right flap) and 760 817 (left flap) or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Service Bulletin 408B pertains to the same subject. Amendment 39-1830 was effective May 7, 1974. This amendment 39-2480 is effective December 31, 1975.
79-01-02 R2: 79-01-02 R2 BEECH: Amendment 39-3385 as amended by Amendment 39-3491 is further amended by Amendment 39-3914. Applies to: (1) Models E50, F50, G50, H50, J50, 65, A65, A65-8200, 65-80, 65-A80, 65-A80-8800, 65-B80, 65-88, and 70 airplanes except those airplanes modified in accordance with STC SA444SW or STC SA587SW, and (2) those Models C50, D50, D50A, D50B, D50C and D50E airplanes modified per STC SA76SW. COMPLIANCE: Required as indicated unless already accomplished. To prevent or reduce the possibility of in-flight fires in the engine compartment, wing, nacelle and main landing gear wheel well accomplish the following: A. MODIFICATIONS OR PARTS REPLACEMENT. Within 100 hours time-in-service after December 12, 1977, or the last inspection per AD 77-25-01, on all applicable airplanes except those exempted below: 1. Unless previously accomplished per AD 72-18-07 on Models 65 (S/Ns L-1, L-2, L-6, LF-7, LF-8 and LC-1 thru LC-239) A65 and A65-8200 (S/Ns LC-240 thru LC-335); 70 (S/Ns LB-1 thru LB-35) 65-80, 65-A80, 65-A80-8800, and 65-B80 (S/Ns LD-1 thru LD-456) and 65-88 (S/Ns LP-1 thru LP-47) airplanes. a. Install Beech Part No. 131072 Flight Manual Supplement in the Airplane Flight Manual. b. Install Beech P/N 50-910615-3 decal or a locally fabricated placard using 3/32" high letters on the overhead or instrument panel which reads as follows: EMERGENCY ENGINE SHUTDOWN PROCEDURES 1. MIXTURE CONT-IDLE CUT-OFF 2. FUEL SELECTOR-OFF 3. OIL SHUT-OFF HDL-UP AND LKD 4. PROP CONTROL-FEATHERED 5. THROTTLE-FULLY OPEN 6. BOTH BOOST PUMPS-OFF 7. MAGNETO SWITCH-OFF 8. ALTNTR/GEN SWITCH OFF 2. Unless previously accomplished per AD 73-23-04 on Models 65 (S/Ns L-1, L-2, L6, LF-7 and up and LC-1 thru LC-239), A65 and A65-8200 (S/Ns LC240 through LC-335) 65-80 (S/Ns LD-1 thru LD-150 (except LD-34 and LD-46)); 65A80 and 65-A80-8800 (S/Ns LD-34, LD-46, LD-151thru LD-269); 65-B80 (S/Ns LD-270 thru LD-475); 70 (S/Ns LB-1 and up) E50 (S/Ns EH-1 thru EH-70); F50 (S/Ns FH-71 thru FH-96 (except FH-94)) G50 (S/Ns GH-94, GH-97 thru GH-119); H50 (S/Ns HH-120 thru HH-149); J50 (S/Ns JH-150 and up) airplanes, except those modified per STCs SA444SW, SA76SW or SA587SW install Beech Nacelle Interior Fire Seal Kit No. 65-9008-1. 3. Unless previously accomplished per AD 73-23-04 on Models 65-88 (S/Ns LP-1 and up (except LP-27 and LP-29)) airplanes, except those modified per STCs SA444SW, SA76SW or SA587SW install Beech Nacelle Interior Fire Seal Kit No. 65-9008-3. 4. Unless previously accomplished per AD 75-25-04 on Model 65-B80 (S/Ns LD-476 thru 502 and LD-504) airplanes, visually inspect the nacelle interior fire shield installation for the proper installation of the P/N 50-980109-5 and -7 shields in accordance with Beechcraft Service Instruction No. 0771-065 or later revision and correct as necessary in accordance with the above service instruction. 5. Unless previously accomplished per AD 76-13-03 on Model 65-88 (S/Ns LP-1 thru LP-26, LP-28 and LP-30 thru LP-47) airplanes, visually inspect the LH and RH nacelle fire shield installation in accordance with Beechcraft Service Instructions 0809-065 or later approved revision for installation of the small P/N 50-980109-5 shield above the second stage augmenter tube on the inboard side of both nacelles. If not present install this part in accordance with the above Instruction. B. INSPECTIONS 1. Within 25 hours time-in-service after December 12, 1977, or 100 hours time-in-service after the last inspection per AD 77-25-01 and each 100 hours time-in-service thereafter, except as noted in paragraph B.2., accomplish the following: a. Engine Compartment Inspection Open the cowl doors and visually inspect engine and powerplant components forward of the firewall as indicated. i) Drain plugs, filters and strainers for security, leakage and dirt accumulation. ii) Engine cylinders for cracks, abnormal leakage and security of hold down nuts. NOTE: Minor oil seepage stains at engine parting lines, rocker box covers, and push rod housings are acceptable. iii) Engine carburetion and induction system for security of attachment, evidence of leakage, deterioration and damage such as stains, chafing, cuts, bulges and cracks. iv) Fuel and oil lines and their fittings for security as evidenced by torque paint or putty, and evidence of deterioration such as stiffness, stains, cracks, chafing, and leakage. NOTE: Fire sleeves need not be removed for this inspection. v) Exhaust system stacks and primary augmenters for security of attachment, integrity of supports, cracks, bulges and alignment. vi) Drains for deterioration and blockage. vii) Cowl and firewall for fuel and oil stains and indications of source of these stains. viii) Firewall for missing or deteriorated grommets and open holes. b. Nacelle and wheel well inspection: Remove augmenter covers, open or remove access doors and inspection covers, canvas covers over fuel selectors (if installed), invertor access covers (if installed), and cover over the hydraulic driven cabin pressurization compressor (Model 65-88) and visually inspect the following components in the engine nacelles as indicated: i) All flammable fluid lines and drain lines for deterioration, chafing against other components, other damage and fitting security. ii) Oil tank installation including supply, return and vent lines for evidence of deterioration, leakage or damage. iii) Fuel selector valve and hydraulic cabin pressurization system reservoir for evidence of damage, leakage and security of line fittings and mounting. c. Fuel System Leakage Inspection: On airplanes having engines with Bendix fuel injection system disconnect and cap the hose at the fuel injectionnozzle at the top of the induction housing, select main tanks, turn main boost pump ON, place mixture control in rich position and check all fuel carrying lines and fittings in the engine compartment and wheel well for leakage. Correct leaks detected and recheck prior to installing hose on nozzle fitting. On other airplanes, with mixture control in "cut off" select main tanks, turn main boost pump ON and check all fuel carrying lines and fittings in the engine compartment and wheel well for leakage. Correct leaks detected and recheck. d. Wing Inspection: i) Visually inspect the wings for fuel stains or wetness of the lower wing skin from fuel cell leakage. ii) Remove leading edge between nacelle and fuselage and visually inspect flexible and solid flammable fluid line and electrical bundles for adequate separation. 2. Within 100 hours time-in-service since last inspection per AD 77-25-01 and each 500 hours time-in-service thereafter, on Models 65 (SerialNumber LC-163 thru LC-324); 65-80 (Serial Numbers LD-1 thru LD-150) and 65-A80 (Serial Numbers LD-151 thru LD-269, except LD-263) a. Remove the inboard secondary augmenter and visually inspect fuel flow indicator hoses on aft side of firewall above augmenters for evidence of deterioration or chafing, tightness of fittings and line security. 3. After completion of above inspections, correct all unsatisfactory or unairworthy conditions noted and reinstall or close all door panels or access plates removed for the inspections. C. ENGINE RUN UP AND FUEL SYSTEM FUNCTIONAL CHECK. 1. After completion of inspections required by Section B, start and warm up engines using normal procedures. Check functioning of fuel injector or carburetor idle cutoff by moving mixture controls to "idle cutoff" position and observing RPM and fuel pressure, or flow indications as appropriate, for drop. When drop is observed move mixture control back to full rich position and check for proper fuel tank selector valve operation by placing selector in "OFF" position and observe engine RPM and fuel pressure or flow indications, as appropriate, for drop. After stopping engines, open cowls and visually inspect engine compartments and nacelles for fuel or oil leakage and correct as necessary before returning airplane to service. D. The interval for the repetitive inspection and checks set forth in Paragraphs A, B and C of this AD may be extended by 10 hours up to a maximum of 110 hours time-in-service to allow compliance at previously scheduled maintenance periods. E. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beech Service Bulletins No. 66-24 or later revisions, Beech Service Bulletin No. 67-8 or later revisions, Beechcraft Service Instruction 0509-016 or later revision, Beechcraft Service Instruction No. 0771-065 or later revision, and Beechcraft Service Instructions 0809-065 or later revision pertain to this subject. This AD supersedes the following: AD 72-18-07, Amendment 39-1512 (37 FR 18030); AD 72-18-08, Amendment 39-1513 (37 FR 18030 and 18031) as amended by Amendment 39-3152 (43 FR 9593 and 9594); AD 73-23-04, Amendment 39-1740 (38 FR 30867), as amended by Amendment 39-1771 (39 FR 2469) and 39-1813 (39 FR 13072 and 13073); AD 75-25-04, Amendment 39-2449 (40 FR 56883); AD 76-13-03, Amendment 39-2690 (41 FR 25997); and 77-25-01, Amendment 39-3092 (42 FR 61993-61995). Amendment 39-3385 became effective January 8, 1979. Amendment 39-3491 became effective on June 4, 1979. This Amendment 39-3914 becomes effective on September 22, 1980.
2002-06-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that requires replacement of the existing strake feed-thru and internal electrical connectors with new, moisture-resistant connectors. This action is necessary to prevent moisture from entering the strake feed-thru and internal electrical connectors, which could lead to electrical arcing and a consequent fire in the electrical and electronic (E/E) compartment of the airplane. This action is intended to address the identified unsafe condition.
2023-05-15: The FAA is superseding Airworthiness Directive (AD) 2017-09-03 and AD 2018-20-07, which applied to all Dassault Aviation Model MYSTERE-FALCON 50 airplanes. AD 2017-09-03 and AD 2018-20-07 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2018-20-07 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.