Results
86-25-07: 86-25-07 ROLLADEN-SCHNEIDER FLUGZEUGBAU GmbH: Amendment 39-5487. Applies to Model LS-6, all serial numbers. Compliance is required prior to further flight, after the effective date of this AD, unless already accomplished. To prevent possible damage of the control stick, accomplish the following: a) Remove Bezel from airspeed indicator and mask out the red arc with tape that would not interfere with airspeed indictor needle and readability of the instrument. b) Replace Bezel to airspeed indicator and mark a red radial line on the face of the Bezel 0.05" wide, 0.30" long at 200 km/h (108 kts) establishing a new maximum airspeed limit. c) Install a placard on the instrument panel in clear view of the pilot which states: "Maximum Airspeed (IAS): 200 km/h (108 kts)." d) On existing placard mask out with tape the yellow arc limitations 108 - 146 kts, and the following red arc airspeed indicator markings: Vne 6500 Ft 146 kts Vne 6501-9800 Ft 139kts Vne 9801-19700 Ft 118 kts e) Flight manual pages 2.2, Limitations; page 2.3, Airspeed Indicator Markings; page 2.7, Placards, are obsolete. f) Attach a copy of this Airworthiness Directive to the Flight Manual. NOTE: Rolladen-Schneider Technical Bulletin No. 6009 dated July 7, 1986, applies to this AD. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium 09667-1011; telephone 513.38.30 Ext 2710, or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, telephone (516) 791-6220. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. This amendmentbecomes effective December 30, 1986.
2000-24-15: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time detailed visual inspection to detect discrepancies of all electrical wiring installations in various areas of the airplane; and corrective actions, if necessary. This amendment is necessary to prevent electrical arcing and/or heat damaged wires due to improper wire installations during manufacture and/or maintenance of the airplane, and consequent fire and smoke in various areas of the airplane. This amendment is intended to address the identified unsafe condition.
98-14-08: 98-14-08 ROBINSON HELICOPTER COMPANY: Docket No. 98-SW-30-AD. Applicability: Model R22 helicopters, with forward flexplate, part number (P/N) A947-1 A through D, or P/N A193-1, installed, certificated in any category. NOTE 1: This AD applies to each helicopter 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 helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (b) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by thisAD. In no case does the presence of any modification, alteration, or repair remove any helicopter from the applicability of this AD. Compliance: Required within 25 hours time-in-service (TIS) or 15 calendar days, whichever occurs first, unless accomplished previously. To prevent failure of the flexplate, which could result in failure of the main rotor drive system and subsequent loss of control of the helicopter, accomplish the following: (a) Remove the flexplate and replace it with an airworthy flexplate, P/N A947-1 E or F, in accordance with the following: (1) With the clutch disengaged, support the forward end of the clutch shaft, P/N A166-1, and remove the forward flexplate, P/N A947-1 or A193-1, and the intermediate flexplate, P/N A947-2 or P/N A193-2. Record any shim locations for reinstallation. (2) Install a zero TIS forward flexplate, P/N A947-1 E or F, and any shims that were noted. Use washers, P/N AN960-516 or AN960-516L, under the nut so that 2-4threads are exposed. Torque the fasteners. (3) Inspect the sheave alignment. (4) Inspect the clutch shaft, P/N A166-1, angle. (5) Reinstall the intermediate flexplate and shim. NOTE 2: Robinson R22 Maintenance Manual, Sections 1.320, 7.230, 7.240, and 7.330 pertain to paragraphs (a)(2), (a)(3), (a)(4), and (a)(5) of this AD, respectively. NOTE 3: Robinson Helicopter Company R22 Service Bulletin SB-75, dated November 22, 1994, pertains to the subject of this AD. (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, Los Angeles Aircraft Certification Office, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE 4: Information concerning the existence of approved alternative methods of compliance with thisAD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (c) 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 helicopter to a location where the requirements of this AD can be accomplished. (d) Priority Letter AD 98-14-08, issued June 25, 1998, becomes effective upon receipt.
97-13-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires loosening certain nuts on the horizontal stabilizer control unit (HSCU) to reduce stress on bolts; a one-time inspection of certain bolts on the HSCU to detect cracking, and replacement, if necessary; application of corrosion protection to these bolts; and reassembly and reidentification of the modified HSCU. This amendment is prompted by reports indicating that stress corrosion, resulting from overtightening of nuts on these bolts, has caused some of these bolts to crack and fail. The actions specified by this AD are intended to prevent failure of these bolts because of stress corrosion cracking which, if not corrected, could lead to loss of control of the horizontal stabilizer and reduced controllability of the airplane.
2007-07-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Avionics and electrical wire harnesses are routed behind the Primary Flight Displays (PFD) tray at the rear of the instrument panel. In some cases, the wire harness has been found to be chafing on the PFD tray. That could result in electrical arcing and shorting and subsequent loss of systems essential for safe flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2000-24-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires inspections to detect cracking of the frame web, doubler, and inner chord of the forward edge frame of main entry door number 1, and various follow-on actions. This amendment is prompted by reports of cracking in the frame web, doubler, inner chord, and strap of the forward edge frame of main entry door number 1. The actions specified by this AD are intended to prevent cracks in the frame web and doubler of the forward edge frame of main entry door number 1, which could result in inability of the edge frame to react door stop loads, and consequent rapid depressurization of the airplane.
2017-26-04: We are superseding Airworthiness Directive (AD) 2009-25-07 for Airbus Helicopters Model EC120B helicopters. AD 2009-25-07 required amending the rotorcraft flight manual supplement (RFMS) and pre-flight checking the emergency flotation gear before each flight over water. Since we issued AD 2009-25-07, Airbus Helicopters developed a terminating action and identified an additional part- [[Page 60293]] numbered emergency floatation gear part with the unsafe condition. This new AD retains the requirements of AD 2009-25-07, expands the applicability, and adds a terminating action for the repetitive inspections. The actions of this AD are intended to correct an unsafe condition on these helicopters.
87-02-04: 87-02-04 BRITISH AEROSPACE: Amendment 39-5497. Applies to Models HP 137 Mk.1 (all serial numbers), Jetstream Series 200 (all serial numbers), and Jetstream Model 3101 airplanes (serial numbers 601 to 606) equipped with Main Landing Gear Type Numbers 1863 and 1864 (all suffixes), certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent the development of hazardous cracks in the main landing gear pintle housing, accomplish the following: (a) Within 300 landings and every 1200 landings thereafter: Conduct an eddy current inspection in accordance with Section 2 "Accomplishment Instructions", Part A "Non- destructive Testing" of British Aerospace (BAe) Mandatory Service Bulletin (MSB) No. 32-A- JA851226 dated December 19, 1985, Section 2 "Accomplishment Instructions" of BAe Air Weapons Division (AWD) Service Bulletin (S/B) No. 32-19 dated December 19, 1985. If cracks are found, before further flight, carry out repairs in accordance with AWD S/B No. 32-19. (b) At intervals of 300 landings after the initial inspection, required by paragraph (a) of this AD, conduct a visual inspection in accordance with Section 2 "Accomplishment Instructions," Part B, "Visual Inspections" of AWD S/B No. 32-19. If indications of cracks are discovered, conduct an eddy current inspection in accordance with paragraph (a) of this AD. If cracks are found, before further flight, carry out repairs in accordance with AWD S/B No. 32-19. (c) Within 300 landings after a heavy or abnormal landing, conduct an eddy current inspection in accordance with paragraph (a) of this AD. (d) If the actual number of landings is unknown for the purpose of complying with this AD, one landing may be substituted for each one-half hour of flight unless the operator substantiates a different flight hours to landings ratio. This substantiation must be submitted to, and approved by, the Manager, Aircraft Certification Staff, address below. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishment of these inspections concurrent with other scheduled maintenance on the airplane. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to British Aerospace, Engineering Department, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041; Telephone (703) 435-9100; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 30, 1987.
2007-07-14: The FAA is adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-135BJ airplanes. This AD requires modifying the forward and aft auxiliary fuel tanks. This AD results from a fuel system reassessment according to SFAR 88 criteria, which revealed the possibility of sparks due to chafing between the harnesses of the forward and aft auxiliary fuel tanks, between certain harnesses attached to the aircraft structure, or between certain harnesses attached to certain mechanical components. We are issuing this AD to prevent a potential ignition source inside a fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion.
2000-24-20: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 707 and 720 series airplanes, that requires repetitive inspections of certain stringers and around certain fastener holes of the lower skin of the wings to detect fatigue cracking, and repair, if necessary. This action is necessary to detect and correct such cracking and consequent damage to adjacent structure, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2000-24-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires deactivation of the forward and center cargo control units (CCU). This amendment requires, among other actions, a general visual inspection to verify that all six external connectors of suspect CCU's have a certain part number stamped on the connector bodies on all CCU assemblies, and follow-on actions, which would constitute terminating action for the deactivation requirements. The actions specified by this amendment are intended to prevent overheating of the electrical pins inside the CCU's and subsequent release of hot gases and flames, which could result in smoke and fire in the cargo compartment.
2011-08-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been found occurrence of screw units manufactured with metallographic non-conformity that may increase their susceptibility to brittle fracture. The screw failure may result in loss of the related balance washer causing a possible ram air turbine (RAT) imbalance event, which may result in RAT structural failure, which associated with an electrical emergency situation, could result in loss of power to airplane flight controls hydraulic back-up system. * * * * * Loss of power to the hydraulic back-up system for airplane flight controls could reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. [[Page 20504]]
2007-07-06: The FAA is adopting a new airworthiness directive (AD) for Columbia Aircraft Manufacturing (previously The Lancair Company) Models LC40-550FG, LC41-550FG, and LC42-550FG airplanes. This AD requires you to add information to the Limitations section of the Airplane Flight Manual (AFM). This AD also requires you to repetitively inspect the aileron and the elevator linear bearings and control rods for foreign object debris, scarring, or damage and take all necessary corrective actions. This AD results from reports of possible foreign object contamination of the linear bearings. We are issuing this AD to prevent jamming in the aileron and elevator control systems, which could result in failure. This failure could lead to loss of control.
80-02-15: 80-02-15 PIPER: Amendment 39-3676. Applies to Model PA-31P, Serial Nos. 31P-1 thru 31P-7730012, Model PA-31T, Serial Nos. 31T-7400002 thru 31T-7920075 and Model PA- 31T1, Serial Nos. 31T-7804001 thru 31T-7904036 and 31T-7904038 thru 31T-79O4044 certificated in all categories except aircraft incorporating Piper Kit No. 763 943. To prevent possible hazards in flight associated with cracks in the elevator butt ribs and adjoining area accomplish the following: a. Within the next 100 hours in service from the effective date of this AD or upon the attainment of 400 hours in service, whichever is later, inspect and alter the elevators in accordance with Piper Kit No. 763 943 or equivalent. b. Equivalent inspections or alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. c. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. (Piper Service Bulletin No. 658 dated July 31, 1979, refers to this subject.) This amendment is effective January 29, 1980.
2008-07-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A CAP 10B experienced an emergency landing after its front fuel tank collapsed and rendered inoperative the left rudder pedals which were blocked in neutral position. Investigation and the metallurgical examination revealed that the fuel tank straps had fractured as a result of fatigue. The tank support straps had logged around 7000 hours time-in-service (TIS). DGAC France Airworthiness Directive (AD) F-2004-071 was issued to introduce a 4000 hour life-limit for the tank support straps and to require replacement of straps which had exceeded this life-limit. Since then, a front tank support has been found damaged during an inspection before reaching 4000 hours TIS. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-23-33: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1 and Jetstream series 200 airplanes. This AD requires you to inspect the vertical stabilizer skin for disbonding, corrosion, cracks, and loose rivets, and repair any vertical stabilizer skin where discrepancies are found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the vertical stabilizer caused by disbonding, corrosion, cracks, or loose rivets in the stabilizer skin. Such failure could lead to aircraft controllability problems.
2017-25-11: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 2000EX airplanes. This AD was prompted by a quality review of delivered airplanes, which identified a manufacturing deficiency of some engine air inlet anti-ice ``piccolo'' tubes. This AD requires inspecting each anti-ice ``piccolo'' tube assembly of certain engine air inlets for discrepancies, and doing corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
98-05-09: This amendment adopts a new airworthiness directive (AD), applicable to all IAI, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, and 1124A series airplanes, that requires repetitive inspections of the trim actuator of the horizontal stabilizer to verify jackscrew integrity and to detect excessive wear of the tie rod, and replacement of the actuator or tie rod, if necessary. This amendment is prompted by issuance of mandatory continued airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to ensure that the trim actuator of the horizontal stabilizer operates properly; failure of the actuator to operate properly could result in reduced controllability of the airplane.
2007-07-05: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 777 airplanes. This AD requires a one-time inspection to determine the part number of the left and right air supply and cabin pressure controllers (ASCPCs) and installation of new ASCPC software if necessary. This AD results from a report of an ASCPC failure during flight. We are issuing this AD to prevent an ASCPC failure that could stop airflow into the airplane, inhibit the cabin altitude warning message, and cause an incorrect display of cabin altitude. These failures could result in depressurization of the airplane without warning.
2000-23-01: This amendment supersedes Airworthiness Directive (AD) 99-11-13, which currently requires inspecting (one-time) the forward, aft, and auxiliary wing spars for cracks on certain Cessna Aircraft Company (Cessna) Model 402C airplanes, and repairing any cracks found. AD 99-11-13 also requires reporting the results of the inspection to the Federal Aviation Administration (FAA) to provide data to help us determine whether the inspection should be repetitive. After re-evaluating the fatigue analysis for the wing spars on the affected airplanes, we have determined that spar cap cracking is not an isolated condition and could continue to develop over the life of the affected airplanes. This AD retains the inspection required in AD 99-11-13, and will make the inspection repetitive. The actions specified by this AD are intended to detect and correct any cracks in the forward, aft, and auxiliary wing spars, which could result in reduced or loss of control of the airplane.
2017-25-07: We are adopting a new airworthiness directive (AD) for all Alexander Schleicher GmbH & Co. Segelflugzeugbau Models ASH 25M and ASH 26E gliders. 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 fatigue cracks found on the exhaust silencer. We are issuing this AD to require actions to address the unsafe condition on these products.
82-16-04 R1: 82-16-04 R1 FOKKER B.V.: Amendment 39-4426 as amended by Amendment 39-4652. Applies to Model F28 Series 1000 and 4000 airplanes certificated in all categories, serial numbers as indicated below. Note: Some serial numbers listed may actually be 2000, 3000, 5000, or 6000 airplanes that are not presently eligible for U.S. certification. Those serial numbers may be disregarded insofar as this AD is concerned. 1. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes with S/N's 11003 through 11016. Compliance required within the next 100 hours time in service. In order to prevent interference of control rod with idler lever and access panel in leading edge of aileron, inspect and rectify in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-22 dated March 26, 1970. B. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992 if one or more flap actuators are in pre Menasco Service Bulletin 27-63 configuration. Compliance required within the next 1,000 hours time in service or 500 flights, whichever occurs first. In order to detect possible wing flap mechanical actuator ball screw failures, accomplish inspections of ball nuts and screws of the actuators in accordance with Fokker Service Bulletin F28/27-27, Revision 5, dated April 2, 1979. Note reference to Fokker Service Bulletin F28/27- 136 and Menasco Service Bulletin 27-63. C. Applies to airplanes with S/N's 11003 through 11024, and 11991 through 11992. Compliance required within 300 hours time in service. In order to eliminate failure of the feedback link (not self aligning) on the horizontal stabilizer control unit, replace with self aligning type in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-31 dated January 18, 1971. This SB covers Abex Service Bulletin 27-10. D. Applies toairplanes with S/N's 11003 through 11029, and 11991 through 11994. Compliance required within 100 hours time in service. In order to detect and/or prevent possible jamming of the aileron de-coupler, inspect and modify the de-coupler in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-32 dated September 21, 1970. E. Applies to airplanes with S/N's 11003 through 11026, and 11991. Compliance required within 100 hours time in service. In order to ensure that the vane drive mechanism inside the wing flaps are in good condition, inspect and modify same in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-41 dated November 25, 1970. F. Applies to airplanes with S/N's 11003 through 11031, and 11991 through 11994. Compliance required within 100 hours time in service. In order to prevent possible jamming of the aileron control, install an anti-rotation device on the aileron trim/feel unit in accordance with theAccomplishment Instructions of Fokker Service Bulletin F28/27-47 dated March 23, 1971. G. Applies to airplanes with S/N's 11003 through 11035, and 11991 through 11994. Compliance required within 100 hours time in service. In order to prevent rod failure in the aileron tab drive mechanism, remove old extension rod and replace with new steel extension rod in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-55, Revision 2, dated September 15, 1972. NOTE: In case Fokker Service Bulletin F28/27-78 (to eliminate oscillation of sequence valve in aileron tab lock and actuator assembly) is not carried out within 3,000 flights after incorporation of the steel rod, the rod should be replaced again in consultation with Fokker - BV. H. Applies to airplanes with S/N's 11003 through 11064, and 11991 through 11993. Compliance required within 100 hours time in service. In order to prevent possible fatigue failure of the connection rod between the summing bar and servo valve of the elevator boost control unit, inspect same for friction and lubrication of the stick switch connection rod in accordance with the Accomplishment Instructions of Fokker Service Bulletin F-28/27-82A, Revision 1, dated March 1, 1973. I. Applies to airplanes with S/N's 11003 through 11077, and 11991 through 11993. Compliance required within 500 hours time in service. In order to prevent restricted aileron control due to freeze-up of the aileron feel/trim spring unit, modify same in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-92, Revision 1, dated March 1, 1976. Note that embodiment of this service bulletin relieves the operator from the inspection as described in F28 Service Bulletin 27-122. J. Applies to airplanes with S/N's 11003 through 11090 and 11991 through 11993, as far as equipped with units Menasco P/N 11100-7 to -33 inclusive, S/N 1-214 inclusive. Compliance required within 3,000 hours time in service. In order to prevent the ball return tube from becoming disengaged from the ball nut of the horizontal stabilizer unit, install a sleeve over the ball return tube in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-103 dated September 28, 1974. This Service Bulletin covers Menasco Service Bulletin 27- 44. Note that training flights or test flights with simulated double hydraulic failure are prohibited until the change described in Fokker Service Bulletin F28/27-103, dated September 28, 1974, has been incorporated. K. Applies to airplanes with S/N's 11091 through 11103, as far as equipped with wing flap mechanical actuator part numbers listed in Fokker Service Bulletin F28/27-126 dated November 22, 1976. Compliance required within 500 hours time in service. In order to avoid cracking of faulty ball return tubes of the wing flap mechanical actuator, inspect and replace, if required, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-126 dated November 22, 1976. Note that this service bulletin covers Menasco Service Bulletin 27-66. L. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992. Compliance required within 1,000 hours time in service for Part I and 3,000 hours time in service for Part II. Part I concerns introduction of wing flap actuators with more reliable ball nuts at wing station 1700, and Part II concerns introduction of wing flap actuators with more reliable ball nuts at wing stations 5280 and 8200. In order to prevent loss of balls through the grease nipple hole and to provide for a jamming device after failure of the ball circuit, install new wing flap actuators with more reliable ball nuts in accordance with the Accomplishment Instructions and Material Information of Fokker Service Bulletin F28/27-136 dated May 14, 1979. As indicated in that service bulletin, modification instructions and part number specifications are contained in Menasco Service Bulletin 27-78. M. Applies to airplanes with S/N's 11003 through 11162, and 11991 through 11992. Compliance required within the next 300 hours time in service and subsequently at every 500 flights. In order to detect escape of balls from worn ball return tube located in the ball nut of the wing flap actuator, inspect ball return tubes and replace actuators as necessary in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-137 dated January 28, 1980. N. Applies to airplanes with S/N's 11003 through 11037, 11040, and 11991 through 11994. Compliance required within 100 hours time in service. In order to detect and prevent imminent failure of the eye-bolt in the main landing gear actuator, inspect for proper location of bearing in eye-bolt in accordance with Accomplishment Instructions of Fokker Service Bulletin F28/32-72, Revision 2, dated November 22, 1971. Part I of this Service Bulletin concerns inspectionsof the eye-bolt bearing. Part II introduces spacers to ensure correct position of the bearing in the eye-bolt as a temporary measure pending the issue of a definitive modification by Dowty/Rotol. O. Applies to airplanes with S/N's 11003 through 11081, and 11991 through 11993 which are equipped with the following nose gear strut part numbers: 200429002, 200429003, 200429004, and 200429005. Compliance required within 100 hours time in service. In order to detect cracks from the central slot in the down lock beak of the nose gear strut, inspect in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/32-119 dated January 26, 1976. This service bulletin refers to Dowty Rotol Service Bulletin 32-94R for method of checking for evidence of cracking. 2. Alternate means of compliance with this AD which provide an equivalent level of safety must be approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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 modifications required by this AD. 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). Amendment 39-4426 became effective August 30, 1982. This Amendment 39-4652 becomes effective June 6, 1983.
94-14-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires removal of the actuator from the fuel-ballast transfer valve, and installation of a locking device on the fuel-ballast transfer valve. This amendment is prompted by a report that the fuel-ballast transfer valve on certain airplanes must be modified to ensure the valve is closed at all times. If the transfer valve is open during flight, the fuel supply to the engines may be reduced during cross-feed operation to the extent that fuel starvation could occur. The actions specified by this AD are intended to prevent engine flameout due to fuel starvation.
2007-07-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A318-100, A319-100, A320- 200, A321-100, and A321-200 series airplanes; and Model A320-111 airplanes. That AD currently requires modification of the electrical bonding of all structures and systems installed inside the center fuel tank. This new AD requires modification of additional bonding points inside the center fuel tank. This AD results from a report that additional bonding points need to be modified in order to prevent electrical arcing in the center fuel tank. We are issuing this AD to prevent electrical arcing in the center fuel tank due to inadequate bonding, which could result in an explosion of the center fuel tank and consequent loss of the airplane.
97-23-01: This amendment supersedes Airworthiness Directive (AD) 93-15-02 R2, which currently requires the following on Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes that are equipped with a certain Simmonds-Precision pitch trim actuator: repetitively measuring the freeplay of the pitch trim actuator and repetitively inspecting the actuator for rod slippage; immediately replacing any actuator if certain freeplay limitations are exceeded or rod slippage is evident; and, eventually replacing the actuator regardless of the inspection results. This action retains the repetitive inspection and replacement requirements, adds the repetitive inspections after the installation of certain Barber-Colman pitch trim actuators, and removes the terminating action. This action is the result of a failure of the no-backs on a Barber-Colman pitch trim actuator installed on a Fairchild Aircraft SA227 series airplane. The actions specified by this AD are intended to prevent failure of the pitch trim actuator, which could cause loss of control of the airplane. The incorporation by reference of Fairchild Aircraft SA226 Series Service Letter 226-SL-014, Fairchild Aircraft SA227 Series Service Letter 227-SL-031, and Fairchild Aircraft SA227 Series Service Letter CC7-SL-021, all Issued: October 3, 1997, is approved by the Director of the Federal Register as of December 1, 1997. The incorporation by reference of Fairchild Aircraft SA226 Series Service Letter 226-SL-005, and Fairchild Aircraft SA227 Series Service Letter 227-SL-011, both Issued: April 8, 1993, Revised: May 22, 1996, listed in the regulations was previously approved by the Director of the Federal Register as of July 25, 1996 (61 FR 36817, July 15, 1996). Comments for inclusion in the Rules Docket must be received on or before January 2, 1998.