Results
2000-14-51: 2000-14-51 AIR TRACTOR INCORPORATED: Amendment 39-11837; Docket No. 2000-CE-40-AD. (a) What airplanes are affected by this AD? This AD applies to the following Air Tractor airplane models and serial numbers: Model Serial Numbers AT-501 501-002 through 501-0060 that have been converted to turboprop power. AT-502 502-003 through 502-0061, except those that have been upgraded to the 8,000-pound gross weight configuration through the incorporation of Snow Engineering Co. Service Letter #80J. AT-502A All serial numbers. (b) Who must comply with this AD? Anyone who wishes to operate any of the above airplanes on the U.S. Register must comply with this AD. (c) What problem does this AD address? This AD is intended to detect and correct fatigue cracks in the wing lower spar cap, which could result in an in-flight separation of the wing from the airplane. (d) What actions must I accomplish to address this problem? To address this problem, you mustaccomplish the following: Action When Procedures (1) Initial Inspection: Visually inspect the wing lower spar cap at the wing center splice connection for cracks. At whichever of the following that is applicable: (i) For the Models AT-501 and AT-502 airplanes: Upon accumulating 4,000 hours time-in-service (TIS) on each wing or within the next 10 hours TIS after the effective date of this AD, whichever occurs later; or (ii) For the Model AT-502A airplanes: Upon accumulating 3,000 hours TIS on each wing or within the next 10 hours TIS after the effective date of this AD, whichever occurs later. Accomplish this inspection in accordance with the INSPECTION REQUIREMENTS section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. Action When Procedures (2) Repetitive Inspections: Inspect using visual or ultrasonic methods the wing lower spar cap at the center splice connection for cracks. For all affected airplanes, accomplish the repetitive inspections as follows: (i) Visually: Within 50 hours TIS after the initial inspection and thereafter at intervals not to exceed 50 hours TIS; or (ii) Using ultrasonic methods: Within 400 hours TIS after the initial inspection and thereafter at intervals not to exceed 400 hours TIS. Accomplish these inspections in accordance with the INSPECTION REQUIREMENTS section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (3) Replace or modify any cracked wing lower spar cap, as specified in the service information. Prior to further flight after the inspection where the crack is found. Accomplish the replacement and modification as follows: (i) Replacement: Remove the wing with the cracked lower spar cap and return to Air Tractor for spar cap replacement. Immediately notify Air Tractor that you are sending the wing if the cracked spar cap can not be modified. (ii) Modification: In accordance with the TERMINATING ACTION section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (4) Modifying each lower spar cap is considered terminating action for the repetitive inspection requirement. This modification can only be accomplished if the lower spar caps are inspected before the modification is incorporated and: (i) no cracks are found; or (ii) any crack found can be removed by drilling the hole to the next larger size. This terminating action may be accomplished at any time provided the lower spar caps are not cracked. Accomplish in accordance with the TERMINATING ACTION section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (e) Can I comply with this AD in any other way? You may use an alternative method of compliance or adjust the compliance time if: (1) Your alternative method of compliance provides an equivalent level of safety; and (2) The Manager, Fort Worth Airplane Certification Office (ACO), approves your alternative. Submit your request through an FAA Principal Maintenance Inspector. The inspector may add comments before sending it to the Manager, Fort Worth ACO. Note: This AD applies to each airplane identified in paragraph (a) of this AD, 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 (e) 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 you have not eliminated the unsafe condition, specific actions you propose to address it. (f) Where can I get information about any already-approved alternative methods of compliance? Contact Rob Romero, Aerospace Engineer, FAA, Fort Worth ACO, 2601 Meacham Boulevard, Fort Worth, Texas 76193-0150; telephone: (817) 222-5102; facsimile: (817) 222-5960. (g) What if I need to fly the airplane to another location to comply with this AD? The FAA can issue a special flight permit under sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate your airplane to a location where you can accomplish the requirements of this AD provided you comply with the following: (1) The hopper is empty; (2) Vne is reduced to 138 miles per hour (mph) (120 knots) indicated airspeed (IAS); and (3) Flight into known turbulence is prohibited. (h) Are any service bulletins incorporated into this AD by reference? Actions required by this AD must be done in accordance with Snow Engineering Co. Service Letter #197, dated June 13, 2000. The Director of the Federal Register approved this incorporation by reference under 5 U.S.C. 552(a) and 1 CFR part 51. You may get copies of this document from Air Tractor, Incorporated, P.O. Box 485, Olney, Texas 76374. You may look at copies at FAA, Central Region, Office of the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. (i) When does this AD become effective? This AD becomes effective August 4, 2000, to all affected persons who did not receive emergency AD 2000-14-51, issued July 3, 2000. Emergency AD 2000-14-51 contained the requirements of this amendment and became effective immediately upon receipt.
2020-08-11: The FAA is adopting a new airworthiness directive (AD) for all Yabora Industria Aeronautica S.A. Model ERJ 190- 300 and ERJ 190-400 airplanes. This AD was prompted by a failure propagation test, which revealed that when complete loss of the electrical digital current (DC) essential bus 2 was induced, the smoke detection system of the forward and aft electrical bays erroneously indicated the presence of smoke via the respective engine indication and crew alerting system (EICAS) messages. This AD requires revising the existing airplane flight manual (AFM) procedures associated with messages of smoke in the electronic bays presented on the EICAS, as specified in an Ag(ecirc)ncia Nacional de Avia(ccedil)(atilde)o Civil (ANAC) Brazilian AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
82-02-01: 82-02-01 PIPER: Amendment 39-4298. Applies to Model PA-38-112, Serial Nos. 38-78A0001 thru 38-81A0051 and 38-81A0105 certificated in all categories except aircraft incorporating Aileron Balance Weight Rib Reinforcement Kit, Piper Part No. 764140. To prevent possible hazards in flight associated with cracks in the Aileron Balance Weight Rib P/N's 77342-16 and -17 accomplish the following within the next 100 hours in service unless already accomplished, and thereafter at intervals not to exceed 100 hours in service from the last inspection. a. Remove the aircraft wing tips and aileron balance weights. b. Using a minimum 10 power magnifier, inspect the aileron balance weight rib flange area for cracks. c. If no cracks are found, reinstall the balance weights and wing tips. d. If cracks are found, replace the cracked ribs with undamaged ribs of the same part numbers and incorporate Aileron Balance Weight Rib Reinforcement Kit Piper Part No. 764140. e. Upon the incorporation of Aileron Balance Weight Rib Reinforcement Kit, Piper Part No. 764140, the repetitive inspection required by this AD may be discontinued. f. Alternate inspections, repairs or alterations which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. g. 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. 723 dated August 19, 1981, refers to this subject.) This amendment is effective January 11, 1982.
81-07-10 R1: This amendment amends an existing Airworthiness Directive (AD) applicable to Hughes Helicopters Model 369 series helicopters equipped with any cargo hook by clarifying cargo hook operating time recordation. This amendment is needed to relieve an undue burden on operations.
76-09-02: 76-09-02 BEECH: Amendment 39-2592. Applies to Models 200 and Military A100-1 (Serial Numbers BB-3 thru BB-19, BB-21 thru BB-38, BB-40, BB-41, BB-43 thru BB-75 and BB-78) and Model C-12A (Serial Numbers BC-1, BC-2, BC-3, BD-2 and BD-3) airplanes. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo detect inadequate edge distance on the bolt holes in the wing center section lower forward spar cap for attachment of the outer wing panel lower forward spar cap, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: \n\n\tA)\tInspect for proper fit between the wings and center section at the lower forward spar attachment as follows: \n\n\t\t1.\tUsing a vernier caliper or a suitable depth gage, graduated in increments of .01-inch, measure the protrusion of the wing spar cap below the center section spar cap at the lower forward wing spar cap below the center section spar cap at the lower forward wing attachment on both the LH and RH sides. \n\n\t\t2.\tIf the protrusion does not exceed .10-inch, no further action is necessary. \n\n\t\t3.\tIf the protrusion exceeds .10-inch, remove the wing and measure the edge distance of the wing attachment hole in the center section lower spar in accordance with Figure 1. Provide this information to the manufacturer and thereafter operate or modify the airplane in accordance with FAA-approved limitations or instructions provided by the manufacturer. \n\n\tB)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tNOTE: The manufacturer's address is Beech Aircraft Corporation, Commercial Service Operations, Wichita, Kansas 67201. \n\n\tBeechcraft Service Instruction No. 0775-062 or later approved revisions cover the subject matter of this AD. \n\n\tThis amendment becomes effective May 3, 1976. \n\nFIGURE 1 \nAD 76-09-02
93-17-13: 93-17-13 SCHWEIZER AIRCRAFT CORPORATION and HUGHES HELICOPTERS, INC.: Amendment 39-8684. Docket Number 93-SW-11-AD. Applicability: Model 269A, 269A-1, 269B, 269C, and TH55A helicopters, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the lower coupling drive shaft (shaft), loss of power to the rotor system, and subsequent loss of control of the helicopter, accomplish the following: (a) Within the next 30 days or 100 hours' time-in-service after the effective date of this AD, whichever occurs first-- (1) Install engine and rotor tachometer markings in accordance with Part II of Schweizer Aircraft Corporation Service Bulletin B-257.1, dated May 21, 1993 (SB). NOTE: Figure B-257.1-2 indicates the position of the white slippage mark on the lens and lens frame. (2) Visually inspect the shaft for cracks, machining steps, manufacturing tool marks, surface defects, and lack of cleanup during the production grinding operation in accordance with Part I of the SB. NOTE: Failure to accomplish proper cleanup of the shaft surface is evidenced by a non-uniform surface smoothness. The actual surface finish value may vary from shaft to shaft. (b) Repeat the visual inspection for cracks as described in paragraph (a)(2) of this AD at intervals not to exceed 300 hours' time-in-service from the last inspection. (c) Replace any shaft found to be unairworthy during the inspection required by this AD with an airworthy shaft, before further flight. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (f) The modification and inspections shall be done in accordance with Part I and II of Schweizer Aircraft Corporation Service Bulletin B-257.1, dated May 21, 1993. 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 Schweizer Aircraft Corporation, P.O. Box 147, Elmira, New York 14902. Copies may be inspected at the FAA, Office of the Assistant Chief Counsel, 4400 Blue Mound Road, bldg. 3B, room 158, Fort Worth, Texas 76106; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on October 20, 1993.
81-24-07: 81-24-07 PIPER AIRCRAFT CORPORATION: Amendment 39-4255. Applies to: Models Affected: Serial Numbers Affected: PA-32R-300 Lance 32R-7680001 through 32R-7880068 PA-32RT-300 Lance II 32R-7885001 through 32R-7985105 PA-32RT-300T Turbo Lance II 32R-778700I, 32R-7887002 through 32R-7987126 PA-32R-301 Saratoga S.P. 32R-8013001 through 32R-8113112 PA-32R-301T Turbo Saratoga S.P. 32R-8029001 through 32R-8129104 Applies to airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent a potentially hazardous condition during landing and ground operation due to the failure of landing gear down lock, accomplish the following: a. Within the next 50 hours time in service after the effective date of this AD, modify the nose landing gear in accordance with Piper Service Letter No. 927, dated October 2, 1981, and Piper Kit, P/N 764135V. b. Make an appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective November 20, 1981.
2020-09-04: The FAA is adopting a new airworthiness directive (AD) for AERMACCHI S.p.A. Models F.260, F.260B, F.260C, F.260D, F.260E, and F.260F airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks on the body of the flap actuators. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
97-20-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect fatigue cracking in the left and right wings in the area where the top skin attaches to the center spar; and repair or modification of this area, if necessary. This amendment is prompted by a report from the manufacturer indicating that, during full-scale fatigue testing of the airframe, fatigue cracking was detected in this area. The actions specified by this AD are intended to detect and correct this cracking, which could reduce the residual strength of the top skin of the wings, and consequently affect the structural integrity of the airframe.
78-05-02: 78-05-02 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-3145 as amended by amendment 39-3445. Applies to AiResearch Model TPE331-1, -2, -3, -5, and -6 Series engines. Compliance required as indicated. To prevent failure of the propeller pitch control cam follower pin accomplish the following: (1) Within the next 500 hours time in service after April 1, 1978 or prior to September 30, 1979, or at next engine overhaul, whichever comes first, unless already accomplished, remove propeller pitch control sleeve assembly Part Number 869647-1, -2, or -3 from the engine and replace it with a serviceable propeller pitch control sleeve assembly Part Number 869647-4 or other later FAA approved sleeve assembly in accordance with AiResearch Service Bulletin TPE331-72-0115, Revision 1, dated September 26, 1977, or later FAA approved revisions, or by equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Special flight permits may be issued per FAR 21.197 and 21.199 to authorize operation of aircraft to a base where this modification required by this AD may be performed. Amendment 39-3145 became effective April 1, 1978. This amendment 39-3445 becomes effective April 5, 1979.
2008-10-14: 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: Strip results from some of the engines listed in the applicability section of this directive revealed excessively corroded low pressure turbine disks stage 2 and stage 3. The corrosion is considered to be caused by the environment in which these engines are operated. Following a life assessment based on the strip findings it is concluded that inspections for corrosion attack are required. The action specified by this AD is intended to avoid a failure of a low pressure turbine disk stage 2 or stage 3 due to potential corrosion problems which could result in uncontained engine failure and damage to the airplane. We are issuing this AD to detect corrosion that could cause stage 2 or stage 3 disk of the low pressure turbine to fail and result in an uncontained failure of the engine.
81-06-08: 81-06-08 PIPER: Amendment 39-4264. Applies to Piper PA-18-150 Airplanes, S/N 18- 8602 thru 18-8109013, certificated in all categories. Compliance required as indicated. To prevent failure of the lower fuselage attachment tab which connects the lower horizontal stabilizer brace wire to the fuselage, accomplish the following: (a) Within the next 10 hours in service after the effective date of this AD, unless already accomplished, conduct a visual inspection of the lower fuselage attachment tab, Piper P/N 80292-15, in the area of the welds for cracks. If cracks are found, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981, or approved alternate method, prior to further flight. If no cracks are found, install the tail brace wire support in accordance with (b) or (c), as appropriate. (b) For airplanes with less than 500 hours in service on the effective date of this AD, within the next 10 hours in service, unless already accomplished, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981. (c) For airplanes with 500 hours or more time in service on the effective date of this AD, within the next 100 hours in service, unless already accomplished, install the tail brace wire support in accordance with the Instructions Section of Piper Service Bulletin 706 dated February 23, 1981. (d) Report findings of cracked parts to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within five days of the inspection; include the time on the part and aircraft serial number. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (e) Alternative inspections, alterations, or repairs which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) 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 compliance times specified in this AD. NOTE: Retention of original tab fitting P/N 80292-15 on the airplane is optional. This amendment is effective November 19, 1981, for all persons except those to whom it was made effective immediately by airmail letter dated March 13, 1981.
2008-06-20: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-19-06: 90-19-06 AEROSPATIALE: Amendment 39-6727. Docket No. 90-NM-101-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, Serial Numbers 003 through 164, which have not been modified in accordance with Aerospatiale Service Bulletin ATR42-32-0023, Revision 1, dated April 20, 1989; or ATR42-53-0045, Revision 1, dated April 21, 1989; or ATR42-53-0050 (Modification 2221), dated January 25, 1990; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the main landing gear (MLG) actuator fitting bolts due to an incorrect perpendicularity between the bolt hole axis and the fitting surface, accomplish the following: A. For airplanes Serial Numbers 003 through 155: Within 90 days after December 21, 1989 (the effective date of AD 89-24-08, Amendment 39-6396), inspect the MLG actuator fitting bolt holes for correct perpendicularity, elongation, and alignment between the bolthole axis and the fitting surface, in accordance with Aerospatiale Service Bulletin ATR42-53-0045, Revision 1, dated April 21, 1989, or Revision 2, dated January 21, 1990. 1. If no discrepancies are found, reassemble in accordance with the service bulletin. 2. If discrepancies are found, prior to further flight, rework the fitting surface and replace the bolts in accordance with the service bulletin. B. For airplanes Serial Numbers 156 through 164: Within 90 days after the effective date of this amendment, inspect the MLG actuator fitting bolt holes for correct perpendicularity, elongation, and alignment between the bolt hole axis and the fitting surface, in accordance with Aerospatiale Service Bulletin ATR42-53-0045, Revision 1, dated April 21, 1989, or Revision 2, dated January 21, 1990. 1. If no discrepancies are found, reassemble in accordance with the service bulletin.2. If discrepancies are found, prior to further flight, rework the fitting surface and replace the bolts in accordance with the service bulletin. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-19-06 supersedes AD 89-24-08, Amendment 39-6396. This amendment (39-6727, AD 90-19-06) becomes effective on October 23, 1990.
77-07-11: 77-07-11 PRATT & WHITNEY AIRCRAFT: Amendment 39-2872. Applies to Pratt & Whitney Aircraft JT8D-9 and -9A turbofan engine models with the following serial numbers: 665158, 665161, 665165, 665169, 665179, 665180, 665181, 665194, 665197, 665201, 665202, 665207, 665208, 665213, 665215, 665216, 665218, 665220, 665221, 665231, 665244, 665246, 665252, 665254, 665258, 665279, 665282, 665283, 665285, 665288, 665303, 665304, 665311, 665312, 665315, 665317, 665318, 665321, 665323, 665328, 665329, 665331, 665335, 665336, 665338, 665340, 665345, 665358, 665364, 665370, 665375, 665377, 665380, 665381, 665384, 665386, 665388, 665389, 665392, 665393, 665402, 665406, 665408, 665410, 665416, 665417, 665418, 665421, 665429, 665434, 665436, 665437, 665438, 665440, 665441, 665442, 665443, 665448, 665455, 665459, 665463, 665467, 665468, 665481, 665489, 665519, 665520, 665521, 665528, 665529, 665531, 665532, 665533, 665536, 665538, 665547, 665548, 665549, 665551, 665552, 665560, 665562, 665563, 665630, 665631, 665636, 665637, 665659, 665661, 665662, 665663, 665664, 665665, 665666, 665667, 665668, 665681, 665682, 665683, 666789, 666803, 666807, 666810, 666838, 666882, 666884, 666892, 666901, 666913, 674162, 674344, 674399, 674401, 674250, 674262, 674266, 674314, 674325, 674333, 674335, 674354, 674355, 674359, 674361, 674374, 674376, 674379, 674380, 674384, 674391, 674400, 674404, 674422, 674482, 674487, 674489 Compliance required as indicated prior to the accumulation of 6000 hours time in service after February 20, 1975, unless already accomplished. To preclude interference between the fourth stage turbine stator and rotor as a result of possible intermixing of different material stators, inspect for and replace all fourth stage stator vanes not FAA approved for that engine model. This supersedes Amendment 39-1835, AD 74-10-12, as amended by Amendment 39-2088. This Amendment becomes effective April 15, 1977.
76-05-07 R2: 76-05-07 R2 PIPER: Amendment 39-2540 as amended by Amendment 39-2768 is further amended by Amendment 39-4253. Applies to: PA-36-285 and PA-36-300 Serial Number 7360001 thru 8160001, 8160003, 8160009 and 8160019; PA-36-375 Serial Number 7802001 thru 8102004 inclusive, certificated in all categories. Compliance required prior to further flight, unless already accomplished, for all aircraft at a servicing facility. Aircraft located in a non-servicing area may be flown to a service area for compliance with this airworthiness directive after the pilot has inspected the three rudder horn attach bolts for adequate tightness. To prevent loss of the rudder control system, accomplish the following: 1. Remove the three bolts which attach the rudder control horn to the rudder. (Reference Piper PA-36 Service Manual, Section IV, Figure 4-3, page 4-7, Sketch "G".) 2. Verify that all three bolts are AN3-6A, Piper P/N 400440. (Note: Shank length is 25/32 minimum to 13/16 maximum.) 3. If incorrect bolts are found, replace with AN3-6A with one AN960-10 washer, Piper P/N 407564, under the head of each bolt and torque to 20 to 25 inch-pounds. Make appropriate log book entry. 4. If bolts removed are AN3-6A, reinstall with one AN960-10 washer under the head of each bolt and torque to 20 to 25 inch-pounds. Make appropriate log book entry. Piper Service Bulletins 495, 495A and 495B pertain to this subject. Amendment 39-2540 became effective March 12, 1976. Amendment 39-2768 became effective November 17, 1976. This amendment 39-4253 is effective November 16, 1981.
2020-09-03: The FAA is adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500-A1, V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, V2531-E5, and V2533-A5 model turbofan engines with a certain diffuser case assembly installed. This AD was prompted by a report of a manufacturing quality escape that could impact the life of the diffuser case assembly. This AD requires removal of the affected diffuser case assembly from service and replacement with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
77-04-08: 77-04-08 SWEARINGEN : Amendment 39-2840. Applies to Models SA26-T and SA26-AT. Compliance required as indicated. To prevent failures of spar brackets, P/N 26-31060-1, 26-31060-3, 26-31063-1, and 26-31063-3, accomplish the following inspections and modifications: (a) Within the next ten flight hours, unless already accomplished within the last 100 flight hours, inspect the spar brackets in accordance with Swearingen Aviation Corporation Service Bulletin A57-00-27, revised January 14, 1977, or later FAA approved revisions. (b) If cracks were found, before further flight, incorporate repair in accordance with Swearingen Aviation Corporation Service Bulletin A57-00-27, revised January 14, 1977, or later FAA approved revisions. (c) If no cracks are found at initial inspection, inspect the aircraft each 100 flight hours thereafter or until the repair is incorporated. (d) Alternate methods of spar bracket repair must be approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA. This amendment becomes effective March 1, 1977.
77-12-04: 77-12-04 MCDONNELL DOUGLAS: Amendment 39-2921. Applies to Model DC-10-10F and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 1000 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo reduce the possibility that operational errors could result in dispatch of an aircraft with the upper cargo door unlatched or unlocked, accomplish (a) and either (b) or (c) as follows: \n\n\t(a)\tInstall a lock mechanism viewing window on the upper cargo door and add a new instruction placard per McDonnell Douglas DC-10 Service Bulletin No. 52-120, dated September 4, 1974, or later FAA approved revision. \n\n\t(b)\tInstall an upper cargo door vent door with integral blockers for the torque tube and lock tube and add instruction placard per McDonnell Douglas DC-10 Service Bulletin No. 52-137, dated July 9, 1976, or later FAA approved revision, or \n\n\t(c)\tAfter each operation of the upper cargo door, prior to flight verify that the door is flush with the fuselage, that lock pin engagement has occurred by observing through the viewing port, and secure the upper cargo door by accomplishing (1) and either (2) or (3) as follows: \n\n\t\t(1)\tInstall bolt (NAS 6304-17 or NAS 6404U17) with locknut in lieu of pip pin in lock tube hole. \n\n\t\t(2)\tOpen and secure with positive lock-out devices, the upper cargo door power circuit breakers (B1-1341, B1-1342, and B1-1343) located on the flight engineer's lower main circuit breaker panel and "upper cargo door power control" circuit breaker (B1-1340) located on the forward left cabin equipment panel; or \n\n\t\t(3)\tRemove or hydraulically disconnect lock tube actuator (P/N 477667-5503). \n\n\t(d)\tEquivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to base for the accomplishment of the modificationsrequired by this AD. \n\n\tThis amendment becomes effective July 22, 1977.
2020-07-19: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R(eacute)gional Model ATR72 airplanes. This AD was prompted by occurrences of smoke in the flight deck and flap extension difficulties due to wire chafing on the electrical harness under a certain panel. This AD requires modifying the clamp installation of the electrical routing on a certain rib of the left- and right-hand side of the wing rear spars, 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.
78-04-02: 78-04-02\tBOEING: Amendment 39-3140 as amended by Amendment 39-3267. Applies to all Boeing Model 737-100/200/200C/T43A series airplanes, listed in Boeing Service Bulletin No. 737-53-1048 which have not had the bolt replacement accomplished per figure 1 of that service bulletin, certificated in all categories. \n\tA.\tWithin the next 75 flight hours time-in-service after January 16, 1978, unless accomplished within the last 3,000 flight hours time-in-service, accomplish paragraph B below. \n\tB.\tRemove panels 9126 L.H. and 9226 R.H. and check all attach bolts (16 per side) of the two horizontal stabilizer hinge outboard fittings for looseness. If found loose, before further flight, tighten bolt(s) to 65-80 in.-lbs. or accomplish the bolt replacement of figure 1 of Boeing Service Bulletin No. 737-53-1048, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. In the event it is impracticable to perform the inspection within 75 flight hours time-in-service after January 16, 1978, permission to ferry an airplane to a location where the inspection can be accomplished, may be obtained by contacting the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tWithin the next 3,000 flight hours time-in-service after the inspection accomplished per paragraph A of this AD, and thereafter at intervals not to exceed 3,000 flight hours time-in- service, accomplish the inspection of paragraph B. \n\tD.\tTerminating action to this AD consists of replacement of the attach bolts of the horizontal stabilizer hinge outboard fittings in accordance with Figure 1 of Boeing Service Bulletin No. 737-53-1048, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tThe 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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\tAmendment 39-3140 became effective February 14, 1978. \n\tThis amendment 39-3267 becomes effective August 16, 1978.
81-09-06: 81-09-06 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4161. Applies to Model AS350 series helicopters certificated in all categories which have Bevel Gear Module P/N 350A32.0300.00 or -.01 installed, except bevel gear modules which include nitrided shaft P/N 350A32.3107.23 or -.24. (Bevel Gear Module P/N 350A32.0300.02 includes nitrided shaft, P/N 350A32.3107.23 or -.24 and is exempt from this application.) Compliance required as follows, unless already accomplished: a. For bevel gear modules with 580 or more hours' time in service since new or last overhaul, comply within 20 hours time in service after the effective date of this AD, or b. For bevel gear modules with less than 580 hours' time in service since new or last overhaul on the effective date of this AD, comply prior to accumulation of 600 hours' time in service, and c. Thereafter at intervals not to exceed 300 hours' time in service. To prevent loss of mechanical drive between the bevel gear module and the epicyclic module of the main transmission gearbox, inspect the bevel gear module for wear in accordance with procedures specified in paragraph EE of Aerospatiale TELEX Service No. 05.05 (TELEX No. 22316) dated December 24, 1980, or paragraph BB of Aerospatiale TELEX Service No. 05.06 as it applies to measuring actual spline wear, or other FAA approved equivalent. If the maximum wear depth at the level of the step on the spline exceeds 1.0 mm (0.039 inch) or if the distance between two rods of 6.35 mm (.250 inch) exceeds 72.2 mm (2.84 inches), the bevel gear module must be replaced with a serviceable module before further flight. Report defects to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraftto a base where this AD can be accomplished. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101, or by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belguim. NOTE: Aerospatiale TELEX 22316, paragraph EE, is as follows: EE. Remove main rotor mast and sun gear according to Work Cards 65 13 401 and 65 30 404. Check the wear of vertical shaft splines either by mold print, (maximum wear depth at the level of the step, 1mm (0.039 inches)) or by measurement of distance between two rods of 6.35 mm diameter. Distance between two opposite rods shall be less than 72.2 mm. If the value obtained by either one of the above methods is out of limit, return bevel gear module to an approved repair station. This AirworthinessDirective supersedes AD 81-01-05. This amendment becomes effective July 23, 1981, for all persons except those to whom it was made immediately effective by priority mail AD No. 81-09-06 dated April 23, 1981.
2020-07-17: The FAA is adopting a new airworthiness directive (AD) for all Saab AB, Support and Services Model SAAB 2000 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD 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.
92-15-01: 92-15-01 BEECH: Amendment 39-8294. Docket No. 92-CE-18-AD. Applicability: The following model and serial numbered airplanes, certificated in any category: Models Serial Numbers T-34C GP-1 through GP-50, GL-1 through GL-353, and GM-2 through GM-98 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4, B90, C90, C90A, E90, F90, and H90 LJ-1 through LJ-1285, LW-1 through LW-347, LA-2 through LA-236, LM-1 through LM-141, LS-1, LS-2, LS-3, LT-1, LT-2, LU-1 through LU-15, and LL-1 through LL-61 99, 99A, A99A, B99, and C99 U-1 through U-239 100, A100, and B100 B-1 through B-247 and BE-1 through BE-137 200, 200C, 200CT, 200T, A200, A100-1, A200CT, B200, B200C, B200CT, and B200T BB-2 through BB-1405, BC-1 through BC-75, BD-1 through BD-30, BJ-1 through BJ-66, BL-1 through BL-137, BN-1 through BN-4, BP-1 through BP-71, BT-1 through BT-33, BU-1 through BU-12, BV-1 through BV-12, FC-1, FC-2, FC-3, FE-1 through FE-9, FG-1, and FG-2 300, 300C, B300, and B300C FA-1 through FA-217, FF-1 through FF-19, FL-1 through FL-60, and FM-1 Compliance: Required as indicated, unless already accomplished. To prevent undetected failure of engine truss-to-firewall bolts, which could eventually lead to separation of the engine mount from the airplane, accomplish the following: (a) Within the next 150 hours time-in-service after the effective date of this AD, accomplish the following: (1) Individually remove each engine truss-to-firewall bolt and determine whether the bolt is manufactured by Dumont Aviation as specified by Figure 2 of, and in accordance with paragraphs 1 and 2 of the ACCOMPLISHMENT INSTRUCTIONS section of, Beech Service Bulletin (SB) No. 2432, dated February 1992. Only one engine truss-to-firewall bolt shall be removed at any given time. (2) Prior to further flight, replace any bolt manufactured by Dumont Aviation as identified in paragraph (a)(1) of this AD with a new bolt part number (P/N) MS20006-20 /M/. NOTE 1: The inspection of the engine truss-to-firewall bolts and associated hardware for corrosion that is referenced in Beech SB No. 2432, dated February 1992, is recommended but is not required by this AD. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The inspection required by this AD shall be done in accordance with Beech Service Bulletin No. 2432, dated February 1992. 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. (e) This amendment becomes effective on August 21, 1992.
96-11-01: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) Jetstream Models 3101 and 3201 airplanes. This action requires modifying the automatic airframe de-ice system to allow the wing and tail de-ice boots to automatically operate through one cycle. The present system repeats the wing de-ice boot inflation cycle before starting to inflate the tail de-ice boots. Reports of ice accumulating on the tail faster than the automatic tail de-ice boots inflate on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent excessive ice accretion on the tail or wings of the affected airplanes, which could result in loss of control of the airplane.