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2016-18-11: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model G-1159, G-1159A, G-1159B, G-IV, and GV airplanes; and certain Model GIV-X and GV-SP airplanes. This AD requires a one-time replacement of the actuator end cap fitting of the main landing gear (MLG) door, and revision of the maintenance or inspection program to establish the life limit of the end cap fitting. This AD was prompted by a report of the failure of the right MLG to extend due to fatigue cracking of the end cap fitting. We are issuing this AD to prevent such cracking, which could result in depletion of the combined (left) and utility hydraulic system fluid and the nitrogen emergency blowdown system, failure of the combined (left) hydraulic system (all phases) to provide adequate hydraulic pressure, and failure of the MLG to extend when commanded.
85-21-02: 85-21-02 GULFSTREAM AEROSPACE: Amendment 39-5140. Applies to Models AA-1 (S/Ns AA1-0001 to AA1-0459), AA-1A (S/N AA1A-0001 to AA1A-0470), AA-1B (S/N AA1B- 0001 to AA1B-0680) and AA-1C (S/N AA1C-0001 to AA1C-0211) airplanes. Compliance: Required within 25 hours time-in-service after the effective date of this AD unless already accomplished by installing parts in accordance with Gulfstream Aerospace Service Bulletin No. 173 dated March 11, 1985. To prevent failure of the seat belt attachment bracket in a minor crash, accomplish the following: (a) Replace the seat belt attachment bracket, (Part Number (P/N) 60152-2) as follows: (1) Take out the seat belts by removing the AN-3 bolts through the end fittings. Discard the bolts and nuts but retain the bushings and washers. (2) Take out the P/N 60152-2 belt attach brackets by removing the two nuts holding them to the floor. Discard the brackets and nuts, but retain the washers. Visually inspect the retainingplates under the fuselage for corrosion and replace if necessary. (3) Install P/N 5102391-1 brackets, using the washers retained in paragraph (a) (2) above and new nuts. Torque the nuts to 20 to 25 inch pounds. (4) Visually inspect the seat belts for fraying or other signs of deterioration and replace any worn or deteriorated belts. (5) Reinstall the seat belts, using NAS623-3-8 bolts, MS20365-1032 nuts and the bushings and washers retained in paragraph (a) (1) above. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, Post Office Box 2206, Savannah, Georgia 31402-2206, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. NOTE: Gulfstream Aerospace Corporation Bulletin No. 173, dated March 11, 1985, covers the subject matter of this AD. This amendment becomes effective on October 28, 1985.
2001-12-01: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) Models PA-46-310P, PA-46-350P, and PA-46-500TP airplanes. This AD requires you to inspect the left and right inboard flap drive bellcrank assemblies to ensure that the welding is complete and adequate and replace any assembly that has incomplete or inadequate welding. This AD is the result of reports of several instances where the bellcrank in the flap control system failed. The actions specified by this AD are intended to prevent failure of the flap drive bellcrank assemblies caused by incorrect or inadequate welding. Such failure could cause the inability to control the flaps and lead to reduced or loss of control of the airplane.
91-03-05: 91-03-05 AIRSHIP INDUSTRIES: Amendment No. 39-6871; Docket No. 90-CE-50-AD. Applicability: Skyship Model 600 airships (all serial numbers), certificated in any category. Compliance: Required within the next 250 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent ignition control unit failure and subsequent total loss of engine power, accomplish the following: (a) Remove all ignition control units, Part Number (P/N) ASI/L/80 Issue D, MOD 1 or 2, and replace with P/N ASI/L/80 Issue E, MOD 3 ignition control units, as described in Airship Industries Service Bulletin (SB) REF 600-74-314, Revision 1, dated June 5, 1990. (b) 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. (c) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Aircraft Certification Staff, Europe, Africa and Middle East Office, FAA, 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. (d) All persons affected by this directive may obtain copies of the document referred to herein upon request to Airship Industries Limited, Manager, Technical Publications, Shortstown, Bedford, MK42 OTF, England; or Airship Industries USA, Inc., Engineering Manager, Route 4, Box 109, Elizabeth City, North Carolina 27909; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6871, AD 91-03-05) becomes effective on February 28, 1991.
93-25-13: 93-25-13 AIRBUS INDUSTRIE: Amendment 39-8777. Docket 93-NM-130-AD. Applicability: Model A320 series airplanes, manufacturer's serial numbers (MSN) 002 through 051 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracking, which could lead to reduced structural integrity of the wing, accomplish the following: (a) Prior to the accumulation of 12,000 total landings, or within 2,000 landings after the effective date of this AD, whichever occurs later, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD in accordance with Airbus Industrie Service Bulletin A320-57-1060, dated December 8, 1992. (1) Perform a cold expansion of all the attachment holes for the forward pintle fitting of the MLG, except for the holes that are for taper-lok bolts. (2) Perform a cold expansion of the holes at the actuating cylinder anchorage of the MLG. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The cold expansion shall be done in accordance with Airbus Industrie Service Bulletin A320-57-1060, dated December 8, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1CFR Part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac, Cedex France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 14, 1994.
2022-25-16: The FAA is superseding Airworthiness Directive (AD) 2018-18- 05, which applied to certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-200, -300, and -320 airplanes; and AD 2020- 09-16, which applied to all ATR-GIE Avions de Transport R[eacute]gional Model ATR42-200, -300, and -320 airplanes. AD 2018-18-05 and AD 2020- 09-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD is prompted by a determination that additional new or more restrictive airworthiness limitations are necessary. This AD retains the requirements of AD 2020-09-16. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive maintenance requirements and 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.
98-25-08: 98-25-08 British Aerospace Regional Aircraft [Formerly Jetstream Aircraft Limited; British Aerospace (Commercial Aircraft) Limited]: Amendment 39-10934. Docket 98-NM-216-AD. Applicability: Model ATP airplanes, constructor s numbers 2002 through 2063 inclusive; 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 failure of the nosewheel steering control cables, which could result in loss of the nosewheel steering or collapse of the nose landing gear (NLG), and possible injury to the flightcrew and passengers, accomplish the following: (a) Perform a visual and tactile inspection of the nosewheel steering control cables located in the nosewheel bay of the NLG to detect excessive wear, and test the cable pulleys for seizing, in accordance with British Aerospace Service Bulletin ATP-32-91, dated May 19, 1998; at the applicable time specified in paragraph (a)(1) or (a)(2) of this AD. Thereafter, repeat the inspection and test at intervals not to exceed 1,800 flight hours, or 2,400 landings, whichever occurs first. (1) For airplanes on which the nosewheel steering control cables have accumulated 6,000 or more total flight hours, or 8,000 or more total landings as of the effective date of this AD, and for airplanes on which the time-in-service of the nosewheel steering control cables is unknown: Inspect and test within 600 flight hours or 800 landings after the effective date of this AD, whichever occurs first. (2) For airplanes on which the nosewheel steering control cables have accumulated less than 6,000 total flight hours or 8,000 total landings as of the effective date of this AD: Inspect and test within 900 flight hours or 1,200 landings after the effective date of this AD, whichever occurs first. (b) If any cable wear is outside the limits specified in British Aerospace Service Bulletin ATP-32-91, dated May 19, 1998, or if any discrepant pulley is detected during any inspection or test required by paragraph (a) of this AD, prior to further flight, replace the discrepant cable or pulley with a new component in accordance with the service bulletin. Thereafter, continue accomplishment of the actions required by paragraphs (a) and (c)of this AD at the intervals specified in those paragraphs. (c) Replace the nosewheel steering control cables with new cables at the later of the times specified in paragraphs (c)(1) and (c)(2) of this AD in accordance with British Aerospace Service Bulletin ATP-32-91, dated May 19, 1998. Thereafter, repeat the replacement at intervals not to exceed 6,000 total flight hours or 8,000 total landings on the nosewheel steering cables, whichever occurs first. (1) Within 900 flight hours or 1,200 landings after the effective date of this AD, whichever occurs first. (2) Prior to the accumulation of 6,000 total flight hours or 8,000 total landings on the nosewheel steering cables, whichever occurs first. NOTE 2: Accomplishment of the initial inspection or initial replacement of the nosewheel steering control cables prior to the effective date of this AD in accordance with British Aerospace Alert Service Bulletin ATP-A32-90, dated March 21, 1998, is considered acceptable forcompliance with the initial inspection or initial replacement required by this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, International Branch, ANM-116, 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, International Branch, ANM-116. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the International Branch, ANM-116. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with British Aerospace Service Bulletin ATP-32-91, dated May 19, 1998. 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 AI(R) American Support, Inc., 13850 Mclearen Road, Herndon, Virginia 20171. 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. NOTE 4: The subject of this AD is addressed in British airworthiness directive 004-05-98. (g) This amendment becomes effective on January 14, 1999.
82-12-03: 82-12-03 BRITISH AEROSPACE (Hawker Siddeley): Amendment 39-4393. Applies to all Model HS/BH/DH 125 aircraft up to and including Series 600A aircraft, certificated in all categories, S/Ns as listed in British Aerospace, Aircraft Group, 125 Series Aircraft Service Bulletin 49-23-(6525), Revision 5, dated August 18, 1981. Compliance is required as indicated unless already accomplished. To protect the PE busbar and ensure APU start circuit operation, accomplish the following: 1. Within the next 100 hours time in service after the effective date of this AD, install a 275 ampere airfuse in accordance with the applicable instructions in paragraph 2, "Accomplishment Instructions," of British Aerospace, Aircraft Group, 125 Series Aircraft Service Bulletin (SB) No. 49-23-(6525), Revision 5, dated August 18, 1981. 2. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modificationsrequired by this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain 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). This amendment becomes effective June 8, 1982.
2021-16-09: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by corrosion on the inlet check valve banjo fitting of emergency flotation system (EFS) float assemblies. This AD requires visually inspecting each banjo fitting installed on an affected EFS float assembly, and depending on the results, removing the banjo fitting from service. This AD also requires applying corrosion inhibiting compound and prohibits installing an affected EFS float assembly unless certain requirements have been accomplished as specified in a European Aviation Safety Agency (now 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.
2001-11-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330 and A340 series airplanes. This action requires repetitive inspections to detect discrepancies of the transfer tubes and the collar of the ball nut of the trimmable horizontal stabilizer actuator (THSA); and corrective action, if necessary. This action is necessary to prevent degraded operation of the THSA due to the entrance of water into the ball nut. Degraded operation could lead to reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
90-21-01:
2022-25-03: The FAA is superseding Airworthiness Directive (AD) 2016-16- 06, which applied to certain Airbus SAS Model A300 B4-603, B4-605R, and B4-622R airplanes; and Model A310-304, -324, and -325 airplanes. AD 2016-16-06 required inspections around the rivet heads of the seal retainer run-out holes at certain frames and corrective actions if necessary. This AD was prompted by a report of a crack found on a certain door frame, and a determination that other frames may also be susceptible to cracking, and that additional airplanes may be affected by the unsafe condition. This AD continues to require the actions in AD 2016-16-06 and adds 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.
2016-17-04 R1: We are revising Airworthiness Directive (AD) 2016-17-04, which applies to all hot air balloons equipped with BAL[Oacute]NY KUB[Iacute][Ccaron]EK spol. s r.o. Model Kub[iacute][ccaron]ek burners. Both the original and revised AD result 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. This AD action revises AD 2016-17-04 to eliminate certain unnecessary documentation requirements.
2001-11-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 757, and 767 series airplanes. This AD requires repetitive operational checks of certain motor- operated hydraulic shutoff valves to detect malfunctioning; replacement with new valves, if necessary; and eventual replacement of certain existing valves with new valves, which terminates the repetitive inspections. This amendment is prompted by reports that various intermittent limit-switch problems have caused valve failures. The actions specified by this AD are intended to prevent failure of the motor-operated hydraulic shutoff valves, which could result in leakage of hydraulic fluid to the engine fire zone, reduced ability to retract the landing gear, loss of backup electrical power or other combinations of failures; and consequent reduced controllability of the airplane.
77-21-04: 77-21-04 HUGHES HELICOPTERS: Amendment 39-3057. Applies to Hughes Model 369 (YOH-6A), 369A(OH-6A), D, H, HE, HM and HS helicopters, certificated in all categories. Compliance required as indicated. To prevent failure of the rotor drive overrunning clutch and shaft assembly, which can result in loss of power to the rotor main transmission, accomplish the following: Within the next l0 hours time in service after receipt of this telegram, unless already accomplished in the last 25 hours time in service, visually inspect the overrunning clutch assembly P/N 369A5350-11, drive shaft bearing P/N 369A5361 and bearing seal P/N 369A5368 for proper operation, lubrication and condition per affected Hughes Service Information Notices DN-9 (for Model 369D) or HN. 118 (Model 369A (YOH-6A), 369A, (OH-6A), H, HE, HM and HS)) both dated August 29, l977 or later FAA-approved revisions as follows: (a) Remove overrunning clutch assembly P/N 369A5350-11, per Hughes Basic Handbook ofMaintenance Instructions (HMI). (b) Visually inspect overrunning clutch assembly, P/N 369A5350-11, bearing, P/N 369A5361, and bearing seal, P/N 369A5368, for adequate lubrication, condition, and proper operation per the applicable sections and paragraphs of Hughes Component Overhaul Manual. (c) Remove clutch retainer (P/N 369A5356 or 369A5366) to expose ball bearing (P/N 369A5361). (d) Inspect bearing for condition. If the bearing is found dry of lubricant or rough, replace it with new bearing and report the finding to the local FAA General Aviation District Office along with completed Malfunction or Defect Report Form 8330-2. (e) If bearing is not found dry of lubricant or rough, using solvent and brush, thoroughly remove existing grease from both bearing and retainer. Do not use compressed air to remove grease from ball bearing. NOTE: Thorough flushing of bearing and retainer of all existing grease is necessary to prevent possible mixing of dissimilar greases when bearing is repacked with Aeroshell 22 or Mobil 28. (f) If bearing is found in satisfactory condition, the repack bearing 50% to capacity with Aeroshell 22 or Mobil 28 grease only by packing open side of bearing level without forcing grease through bearing cage. (g) Fill void of retainer 50% full with grease; reinstall retainer. Flat side of retainer faces unit; bevel side is out. NOTE: Some clutch assemblies may have suffix letter "T" following serial number. (h) Add suffix letter "G" to serial number on ID plate of subassembly (after suffix letter T" if applicable). (i) Coat clutch splines with Aeroshell 22 or Mobil 28 grease; carefully insert clutch subassembly into housing and secure with retaining ring. (j) Check clutch oil level per basic HMI. (k) Reinstall the serviceable component, clutch coupling, main transmission drive shaft and other removed components per referenced Hughes Basic Handbook of Maintenance Instruction. (1) Record compliance with this airworthiness directive in compliance record of helicopter log book. This amendment becomes effective November 23, 1977, for all persons except those to whom it was made effective by telegram dated August 31, 1977 which contained this amendment.
2016-18-10: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 turbofan engines. This AD was prompted by the fracture of the high- pressure turbine (HPT) stage 2 hub during flight, which resulted in an in-flight shutdown (IFSD), undercowl fire, and smoke in the cabin. This AD requires inspecting the HPT stage 1 hub and HPT stage 2 hub, and, if necessary, their replacement with parts that are eligible for installation. We are issuing this AD to prevent failure of the HPT stage 1 or HPT stage 2 hubs, which could result in uncontained HPT blade release, damage to the engine, and damage to the airplane.
2016-18-04: We are superseding Airworthiness Directive (AD) 2013-24-12 for all The Boeing Company Model 747-8 and 747-8F airplanes. AD 2013-24-12 required repetitive ultrasonic or dye penetrant inspections for cracking of the barrel nuts and bolts on each forward engine mount, and related investigative and corrective actions if necessary. This new AD retains the requirements of AD 2013-24-12 and also requires installing new barrel nuts at the forward engine mounts; or identifying the part number of the barrel nuts, inspecting affected barrel nuts for gaps of the strut bulkhead and forward engine mount, and doing related investigative and corrective actions if necessary. This new AD also removes airplanes from the applicability. This new AD also requires revising the maintenance or inspection program, as applicable, to include a new structurally significant item. This AD was prompted by our determination that it is necessary to mandate the installation of new barrel nuts or new inspectionsto adequately address the unsafe condition. We are issuing this AD to detect and correct cracked barrel nuts on a forward engine mount, which could result in reduced load capacity of the forward engine mount, separation of an engine under power from the airplane, and consequent loss of control of the airplane.
2001-11-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 747, and 777 series airplanes, that requires replacement of the seat track fittings on all passenger seats with new, improved fittings. The actions specified by this AD are intended to prevent unrestrained movement of the passenger seats during high forward deceleration of the airplane, which could result in injury to the passengers or crew members during an emergency landing.
83-23-02 R1: 83-23-02 R1 SIAI-MARCHETTI: Amendment 39-4850. Applies to all Model S.205-18/F, S.205-20/F, S.205-18/R, S.205-20/R, S.205-22/R, S.208 and S.208-A (all serial numbers) series airplanes certificated in any category. Compliance: Required as indicated, unless previously accomplished within the last 50 hours time-in-service. To preclude the malfunction of the flap system, accomplish the following: (a) Before further flight and thereafter at intervals not to exceed 50 hours time-in- service from the last inspection, remove inspection panel Part Number (P/N) 205-3-022-17 and visually inspect, using a light and mirror, the rear side of each wing rear spar around the attachment holes of the flap hinges attach brackets, P/N 205-3-010-01, P/N 205-3-010-02, P/N 205-3-010-03 and P/N 205-3-010-04, in accordance with the INSTRUCTIONS FOR INSPECTION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (1) If no cracks are found or if the cracks do not exceed any of the criteria listed below, reinspect per paragraph (a) every 50 hours time-in-service. (i) Four (4) cracked holes on any one wing rear spar, or (ii) a single crack extending more than 15 mm. (19/32 in.) from the center of a flap hinge attachment hole, or (iii) two (2) cracked holes at a single flap hinge attachment location. (2) If cracks are found that exceed the limits stated in paragraph (a) (1) of this AD, and if no one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight modify the rear spar on both wings in accordance with the INSTRUCTIONS FOR MODIFICATION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (3) If any one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight contact the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, for appropriate corrective action to be accomplished before the airplane is returned to service. (b) The interval between repetitive inspections required by paragraph (a) of this AD may be increased to 100 hours time-in-service upon incorporation of the modification described in SIAI-Marchetti Service Bulletin 205B57. (c) The intervals between the repetitive inspections, required by this AD, may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where the inspection, as specified by this AD, may be accomplished. (e) An equivalent means of compliance with this AD may be used, if approved by the Manager, Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective on April 30, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated November 10, 1983.
78-18-03: 78-18-03 HILLER AVIATION: Amendment 39-3291. Applies to Model UH-12D and UH-12E helicopters which have been converted to turbine power in accordance with Soloy Conversions, Limited, STC Nos. SH177WE and SH178WE respectively, certificated in all categories. Compliance required as indicated unless already accomplished. To reduce the possibility of drive shaft failure due to internal corrosion and subsequent helicopter structural and control system damage, accomplish the following: A. Within the next 600 hours time in service, or 6 months calendar time, whichever occurs first after the effective date of this AD, perform the inspection and modifications and/or replacements, as appropriate, of the Soloy P/N 560-2408 shaft in accordance with Soloy Conversions, Limited Service Bulletin 05-560 dated May 19, 1978, or later FAA approved revisions. B. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest 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 Soloy Conversions, Ltd., Post Office Box 60, Chehalis, Washington 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective October 6, 1978.
2016-18-05: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes installed with an affected engine mounting frame assembly. 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 longitudinal material separation on the internal surface of the engine mounting frame assembly tubes. We are issuing this AD to detect and correct this condition, which could lead to partial or complete failure of the structural joint and possibly result in in-flight detachment of the engine with consequent loss of control.
2016-17-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service reports of passenger door tensator spring failures, and qualification testing indicating that non-conforming tensator springs could be susceptible to failure prior to reaching their safe-life limit. This AD requires revising the maintenance or inspection program to incorporate certain temporary revisions, and replacing the passenger door tensator springs with new springs. We are issuing this AD to prevent tensator spring failure, resulting in the inability to open the main passenger door, which could impede evacuation in the event of an emergency.
2001-11-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100 series airplanes, that currently requires repetitive inspections to detect cracking of the outer chord of the body station (BS) 1480 upper and lower bulkhead and longeron splice fitting; repair, if necessary; and modification of the skin splice plate, the outer chord splice fitting, and the stringer interface of the lower bulkhead, if necessary. This amendment revises the applicability of the existing AD to add additional airplanes, requires accomplishment of previously optional inspections and clarifies those inspections, extends certain compliance times, and requires additional work in certain areas. This amendment is prompted by reports that fatigue cracking has been found in the outer chord of the BS 1480 bulkhead at the overwing longeron splice on airplanes not subject to the existing AD. The actions specified by this AD are intended to detect and correct fatiguecracking of the skin, splice fittings, bulkhead web, and outer chord of the BS 1480 upper and lower bulkhead and longeron splice fitting, which could result in reduced structural integrity of the fuselage and the inability to carry limit load.
91-21-08: 91-21-08 BRITISH AEROSPACE: Amendment 39-8055. Docket No. 91-NM-50-AD. Supersedes AD 90-08-18. Applicability: Model BAC 1-11 200 and 400 series airplanes on which Modification PM1573 has been incorporated, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the tailplane, accomplish the following: A. Perform the following specified initial inspections to detect corrosion and cracks in the tailplane lower skin panel and stringers: 1. Perform an external visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 90 days after the effective date of this AD; or b. Within one year after the most recent external visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. 2. Perform a detailed internal visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 270 days after the effective date of this AD; or b. Within 3 years after the most recent internal visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. B. Repeat the inspections required by paragraph A. of this AD, at the following intervals:1. External visual inspections must be repeated at intervals not to exceed one year. 2. Internal visual inspections must be repeated at intervals not to exceed three years. NOTE: These inspections can be combined, as long as the repetitive interval indicated for each type is not exceeded. C. If corrosion is found as a result of the visual inspection required by paragraph A. or B. of this AD, prior to further flight, accomplish the following, in accordance with the Accomplishment Instructions in British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990. 1. If corrosion found is within the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, repair the affected area and restore the protective treatment, in accordance with paragraph 2.2.1 of the service bulletin. 2. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, but has not completelypenetrated the skin, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. 3. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, and one or more areas have completely penetrated the skin, perform an internal visual inspection of the tailplane bottom skin and stringers to establish the extent and depth of corrosion, and repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. D. If cracks are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. E. 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. F. 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. G. The inspection and repair requirements shall be done in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. 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.Airworthiness Directive 91-21-08 supersedes AD 90-08-18, Amendment 39-6578. This amendment (39-8055, AD 91-21-08) becomes effective on November 19, 1991.
2016-17-13: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes. This AD was prompted by two in-service incidents of a loss of all air data information in the flight deck. This AD requires a revision of the airplane flight manual (AFM) emergency procedures section to provide procedures to guide the crew on how to stabilize the airplane airspeed and attitude for continued safe flight when a loss of all air data information has occurred in the flight deck. We are issuing this AD to prevent loss of control when a loss of all air data information has occurred in the flight deck.