Results
2000-21-12: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0100 series airplanes, that requires replacement of the anti-skid control boxes with improved units. This action is necessary to prevent electromagnetic interference with the anti-skid control system, which could result in reduced brake pressure during low-speed taxiing, and consequent reduced controllability and performance of the airplane. This action is intended to address the identified unsafe condition.
2000-21-11: This amendment supersedes an existing airworthiness directive (AD), applicable to all Raytheon Model DH.125-1A, -3A, and -400A series airplanes, that currently requires a one-time inspection to detect scoring of the upper fuselage skin around the periphery of the cockpit canopy blister interface, and repair, if necessary. This amendment expands the applicability of the existing AD to include additional airplanes, and requires that the actions be accomplished in accordance with revised service information for the newly added airplanes. This amendment is prompted by additional reports indicating that scoring has been detected on the upper fuselage skin around the periphery of the cockpit canopy blister interface. The actions specified by this AD are intended to detect and correct scoring of the upper fuselage skin around the periphery of the cockpit canopy blister interface, which could result in reduced structural integrity of the fuselage, and consequent cabin depressurization. The incorporation by reference of Raytheon Aircraft Service Bulletin SB 53-93, dated May 16, 1996, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 6, 1997 (62 FR 24013, May 2, 1997).
91-14-04: 91-14-04 BRITISH AEROSPACE: Amendment 39-7046. Docket No. 90-NM-271-AD. Applicability: Model BAe 146-100A and 146-200A series airplanes, as listed in British Aerospace Service Bulletin 24-60, dated May 31, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure or improper functioning of the wing flap, landing gear anti-skid, and turbine vibration indication systems, accomplish the following: A. Within 30 days after the effective date of this AD, perform a visual inspection of the earth stud on the avionics rack at Frame 17, in accordance with British Aerospace Service Bulletin 24-60, dated May 31, 1990. 1. If the earth stud is approximately 33.0 inches from the airplane's center line, prior to further flight, perform a visual inspection of the adjacent wiring harnesses for chafing damage, and reclip any harnesses to ensure adequate clearance between the wire harnesses and the earth stud, in accordance with the service bulletin. Repair or replace any damaged wires prior to further flight. 2. If the earth stud is not positioned approximately 33.0 inches from the airplane's center line, prior to further flight, accomplish the following: a. Perform an inspection of the adjacent wiring harnesses for signs of chafing damage, and, if damage is found, repair or replace any damaged wires prior to further flight in accordance with the service bulletin. b. Remove the existing earth stud and install a new earth stud having the same part number in accordance with Figure 1 of the service bulletin. c. Move and resecure any wiring harnesses that may contact the earth stud, in accordance with the service bulletin. B. 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 Avionics Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-7046, AD 91-14-04) becomes effective on July 29, 1991.
2016-01-16: We are superseding Airworthiness Directive (AD) 2002-23-20, for certain Dassault Aviation Model FALCON 900EX and MYSTERE-FALCON 900 airplanes. AD 2002-23-20 required repetitive operational tests of the flap asymmetry detection system to verify proper functioning, and repair if necessary; repetitive replacement of the inboard flap jackscrews with new or reconditioned jackscrews; and repetitive measurement of the screw/nut play of the jackscrews on the inboard and outboard flaps to detect discrepancies, and corrective action if necessary. AD 2002-23-20 also required a revision of the airplane flight manual. Since we issued AD 2002-23-20, the maintenance manual has been revised. This AD requires revising the maintenance or inspection program, as applicable, to include the maintenance tasks and airworthiness limitations [[Page 3321]] specified in the Airworthiness Limitations section of the airplane maintenance manual. This AD also removes the Model FALCON 900EX airplanesfrom the applicability. We are issuing this AD to prevent reduced structural integrity of the airplane.
2000-21-13: This amendment adopts a new airworthiness directive (AD), applicable to all Dornier Model 328-300 series airplanes, that requires revising the Airplane Flight Manual. This action is necessary to prevent an undetected dragging parking brake, and consequent decreased acceleration during the takeoff roll, increased takeoff distance, and possible runway overrun. This action is intended to address the identified unsafe condition.
2000-21-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Pratt & Whitney JT8D-200 series turbofan engines, that currently requires revisions to the Time Limits Section (TLS) of the JT8D-200 Turbofan Engine Manual to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD adds additional critical life-limited parts for enhanced inspection. This proposal is prompted by additional focused inspection procedures that have been developed by the manufacturer. The actions specified by this proposed AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2000-21-09: This amendment supersedes an existing airworthiness directive (AD), applicable to Pratt & Whitney (PW) PW2000 series turbofan engines, that requires revisions to the time limit sections (TLS) of the manufacturer's Engine Manuals to include enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action adds additional critical life-limited parts for enhanced inspection. This amendment is prompted by additional focused inspection procedures for other critical life-limited rotating engine parts that have been developed by the manufacturer. The actions specified in the AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
83-07-10: 83-07-10 SIAI-MARCHETTI: Amendment 39-4613. Applies to Models S205-20F and S205- 20R (Serial Numbers 222, 4-101, 4-102, 4-106, 4-172, 4-206, 4-241, 5-303, 003, 103, 106, 215, 218, 220, 221, 227, 237, 238, 345 thru 347, 349, 351, 355, 357, 359 thru 363, 366 thru 368, 375 thru 377, 4-107 thru 4-113, 4-115, 4-116, 4-133 thru 4-139, 4-141, 4-159 thru 4-163, 4-173, 4- 174, 4-197 thru 4-202, 4-205, 4-208 thru 4-215, 4-236 thru 4-240, 4-242 thru 4-244, 4-248, 4- 249, 4-251 thru 4-253, 4-255, 4-269 thru 4-271, 4-273, 4-274, 4-275, 4-276, 4-282, 5-302, and 06-001 thru 06-040) airplanes certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent loss or failure of the attachment that connects the butterfly valve to the shaft of the engine induction valve assembly, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: a) Modify the attachment of the butterfly valve (Part Number (P/N) 205-5-260-09) to the shaft (P/N 205-5-260-07) of the engine induction valve assembly (P/N 205-5-260-101 or P/N 205-5-260-01) in accordance with the "Instruction" section of SIAI-Marchetti Service Bulletin No. 205B55, dated December 11, 1981. b) Airplane may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. c) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
2000-21-01: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect corrosion or fatigue cracking of certain structural elements of the airplane; corrective action, if necessary; and incorporation of certain structural modifications. This amendment is prompted by new recommendations related to incidents of fatigue cracking and corrosion in transport category airplanes that are approaching or have exceeded their economic design goal. The actions specified by this AD are intended to prevent corrosion or fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane.
2022-22-04: The FAA is superseding Airworthiness Directive (AD) 2018-03- 12, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2018-03-12 required repetitive rototest inspections for cracking of the fastener holes in certain door stop fittings, and repair if necessary. This AD was prompted by new analysis by the manufacturer that resulted in optimized compliance times for the inspections. This AD continues to require repetitive rototest inspections for cracking of the fastener holes in certain door stop fittings at revised compliance times, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
71-01-02: 71-01-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1133. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated. To prevent failure of the flap gearbox drive motor assembly due to break-up of the steel inner clutch plate, accomplish the following: (a) Within the next 25 landings after the effective date of this AD, or within the next 700 landings after the clutch plate was replaced in accordance with AD 68-23-07, whichever occurs later, unless already accomplished, accomplish the following: (1) Replace the flap gearbox drive motor clutch assembly with a solid spline adaptor by incorporating Rotax Modification No. 4603c Part A in accordance with Rotax Service Bulletin 24-337, Revision 2, dated November 24, 1969, or later ARB-approved issue or an FAA- approved equivalent. (2) Replace obsolete clutch driving shafts, clutch shafts, and brake drum assemblies of the flap gearbox drive motor assembly having obsolete part numbers, with serviceable replacement components having replacement part numbers, in accordance with the following table: Component Obsolete Part Numbers Replacement Part Numbers Clutch driving shaft N117500 and N145421 N149327, N187295, or N196101 Clutch shaft Brake drum assembly N98825 N117504 and N117504/1 N149328 N149329 (3) Replace clutch driving shafts P/Ns N149327 or N187295, having a total of 5,000 or more landings on the shaft with a serviceable shaft, P/N 149327, N187295, or N196101. (b) Replace clutch driving shafts P/Ns N149327 and N187295 at intervals not to exceed 5,000 landings on the shaft, and replace clutch driving shafts P/N N196101 at intervals not to exceed 10,000 landings on the shaft. (c) Within the next 500 landings after the effective date of this AD, unless already accomplished within the last 4,500 landings, and thereafter at intervals not to exceed 5,000 landings since the last inspection, visually inspect the brake drum assembly P/N 149329 for cracks in accordance with Rotax Service Bulletin No. 24-142 dated February 11, 1966, or later ARB-approved issue or an FAA-approved equivalent, and replace drums found to be cracked with serviceable drums of the same part number. (d) Upon completion of the replacements required by paragraph (a), remove the placard and the temporary in flight procedures in the Airplane Flight Manual required by AD 68- 23-07. (e) For the purpose of complying with this AD, subject to acceptance by the assigned maintenance inspector the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from take-off to landing for the BAC Viscount airplane. (British Aircraft Corporation Preliminary Technical Leaflets No. 148 and No. 283 cover this same subject.) This supersedes Amendment 39-263 (31 F.R. 10022), AD 66-19-05, and Amendment 39- 695 (33 F.R. 16493), AD 68-23-07. Thisamendment becomes effective January 21, 1971.
2000-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a detailed visual inspection to detect evidence of wear or contact between the precooler support fitting and link assembly; and rework and reidentification of the fitting. This amendment is prompted by a report of rupturing of a diffuser case on a PW JT9D-7Q engine due to cracking in the outer pressure wall in the rear skirt area. The actions specified by this AD are intended to prevent contact between the precooler support link and the precooler support fitting, which could contribute to an uncontained failure of the diffuser case and damage to the airplane.
78-08-06: 78-08-06 BRITISH AIRCRAFT CORPORATION: Amendment 39-3186. Applies to Model BAC 1-11 200 and 400 Series airplanes certificated in all categories, which have a rear passenger door installed in the aft pressure bulkhead. Compliance is required as indicated. To detect cracking and prevent possible failure of the door structure under pressure loads, accomplish the following: (a) Prior to accumulating 30,000 landings or within 800 flight hours time in service after the effective date of this AD, whichever occurs later, unless accomplished within the last 800 flight hours, and thereafter at intervals not to exceed 800 flight hours from the last crackfree inspection, inspect the passenger door in the aft pressure bulkhead for cracks in accordance with paragraph 2.2 of the section entitled "Accomplishment Instructions" of British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2, dated July 4, 1977, or an FAA-approved equivalent. (b) If horizontal cracks arefound during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations of (b)(1) and (b)(2) noted below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection. (1) Cracks in the skin panel must not exceed 3 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure which are parallel to and between the heel line and lightening holes must not exceed 2 inches in length, must be limited to one crack per horizontal member and adjacent horizontal members must be crackfree. (c) If horizontal cracks are found during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations noted in (c)(1) and (c)(2)below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection and the cabin pressure differential is limited to a maximum of 5.5 pounds per square inch for flight operations with cracks unrepaired. (1) Cracks in the skin panel must not exceed 6 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure are of the type and do not exceed the limitations of paragraph (b)(2) of this AD. (d) Within 300 flight hours from the initial detection of a skin crack in excess of 3 inches in length, repair cracks in doors which are allowed to remain in service subject to the conditions in paragraphs (b) and (c) of this AD in accordance with sections 51-20-0 and 52-02-5 of the Structural Repair Manual for the Model, and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours time in service. (e) If cracks are found during any of the inspections required by this AD that exceed the limitations specified in subparagraphs (b)(2) or (c)(1) of this AD, or are of a type which extend across the door frame, vertically across horizontal members, from a lightening hole to the heel line of the horizontal member, or between lightening holes, before further pressurized flight, repair the cracks in accordance with sections 51-20-0 and 52- 02-5 of the Structural Repair Manual for the Model and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours from the time of the repair. (f) Upon incorporation of British Aircraft Corporation Modification 52-PM5448, compliance with this AD is no longer required. (g) For the purpose of complying with this AD where number of landings has not been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total airplane flight hours by the operator fleet average time from takeoff to landing for the airplane type. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. NOTE: For additional clarification of types of cracking to be expected and crack limitations, refer to British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2 (pages 1 and 2) dated July 4, 1977, and issue 1 (pages 3-5) dated March 16, 1977. This amendment becomes effective May 15, 1978.
74-26-02: 74-26-02 CONSOLIDATED AERONAUTICS: Amendment 39-2041. Applies to Colonial Model C-1, C-2 and Lake Model LA-4, LA-4A, LA-4P and LA-4-200 airplanes through serial number 599 certificated in all categories. Compliance required as indicated. To prevent loss of rudder control as a result of the failure of the arms of the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection except as provided in Paragraph (b) or until replaced in accordance with Paragraph (c): Visually inspect the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc. Service Letter L- 50, or later FAA approved revision. (b) When rudder bellcrank assembly, P/N 2-7109-1 has arm P/N's 2-7109-23 and 2- 7109-24 installed or has arms of .080 inches or greater thickness installed, the inspection specified in paragraph (a) may be discontinued. (c) Replace rudder bellcrank assemblies having cracked or deformed arms before further flight with a new rudder bellcrank assembly P/N 2-7109-1 having arms of .080 inches or greater thickness, or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. (d) 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 Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. These documents may also be examined at the Office of Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. This amendment becomes effective December 27, 1974.
2015-26-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark [[Page 1875]] 1000, 2000, 3000, and 4000 airplanes. This AD was prompted by a design review, which revealed that no controlled bonding provisions are present on a number of critical locations outside the fuel tank. This AD requires installing additional and improved fuel system bonding provisions, and revising the airplane maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
2010-21-04: The FAA is superseding two existing airworthiness directives (ADs), which apply to certain Model 747-100, 747-200B, and 747-200F series airplanes. The existing ADs currently require inspections to detect fatigue-related skin cracks and corrosion of the skin panel lap joints in the fuselage upper lobe, and repair if necessary. One of the existing ADs, AD 94-12-09, also requires modification of certain lap joints and inspection of modified lap joints. The other AD, AD 90-15- 06, requires repetitive detailed external visual inspections of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion, and related investigative and corrective actions. This AD reduces the maximum interval of the post-modification inspections, and adds post-repair inspection requirements for certain airplanes. This AD results from reports of cracking on modified airplanes. We are issuing this AD to detect and correct fatigue cracking and corrosion in the fuselage upper lobeskin lap joints, which could lead to rapid decompression of the airplane and inability of the structure to carry fail-safe loads.
2000-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Israel Aircraft Industries, Ltd., Model Astra SPX and 1125 Westwind Astra series airplanes, that requires a one-time inspection of the position of the aileron autopilot servo and attachment arm; follow-on actions; and corrective actions, if necessary; and installation of a stopper angle on the servo bracket. This action is necessary to prevent the control link of the aileron autopilot servo from being driven overcenter, which could result in roll oscillations when the autopilot is engaged. This action is intended to address the identified unsafe condition.
2000-21-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace BAe Model ATP airplanes. This action requires repetitive inspections to detect damage of the torque link apex joint of the left- and right-hand main landing gear (MLG); and replacement of nuts, pins, and bolts with new parts, if necessary. This action is necessary to prevent separation of the top and bottom torque links, and consequent loss of directional control of the MLG. This action is intended to address the identified unsafe condition.
47-40-02: 47-40-02 CONTINENTAL: (Was Mandatory Note of Airworthiness Directive Supplement Dated October 3, 1947.) Applies Only to the Following Models: Cessna 120 and 140, Commonwealth (Rearwin) 185, Superior (Culver) V and V2, Air Products (Erco) 415C, McClish (Funk) B85C, Universal (Globe) GC-1A, GC-1B, Silvaire (Luscombe) 8E, and Piper J3C-65, J4E, J5A Having Continental C75-12 or -12F Engines With Serial Numbers Below 1794-6-12 Except 1788-6-12: Airplanes Having Continental C85-12, -12F or -12FHJ Engines With Serial Numbers Below 20668-6-12 Except: 20656-6-12, 20658-6-12, 20659-6-12, 20661-6-12, and 20666- 6-12; Airplanes Having Continental C125-1 or -2 Engines With Serial Numbers Below 1046-6-12 Except: 1034- 6-12, 1037-6-12 Through 1042-6-12, and 1044-6-12. Compliance required immediately if engine has attained or passed 600-hour major overhaul period, but in any event not later than December 31, 1947, or 600 hours of operation, whichever occurs first. A certain percentage of piston pins installed in engines of the above numbers and distributed as replacement parts are subject to failure without warning. The weakness of these pins cannot be detected by normal inspection methods. Piston pin breakage can result in complete engine failure. It is the owner's responsibility to avoid this risk by making the following change at the earliest possible time. Replace piston pin assembly No. 22248-A1 (0.6875-inch inside diameter) with thick wall piston pin assembly No. 25121-A1 or 25262-A1 (0.5945-inch inside diameter). Supplies of the heavy wall pins are adequate so that immediate replacement can be effected. (Continental Service Bulletin No. M47-9 covers this same subject.)
2016-01-01: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-46-500TP airplanes. This AD was prompted by a report of the wing upper skin joints being manufactured without sealant, which allows water to enter and stay in sealed, bonded stringers. This AD requires inspecting the upper wing surface for sealant; inspecting the wing stringers for water intrusion; inspecting for deformation and corrosion if evidence of water intrusion exists; and taking corrective actions as necessary. We are issuing this AD to correct the unsafe condition on these products.
2009-01-05: 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: Embraer has issued the Service Bulletin (SB) No. 145-00-0032 to provide instructions to modify the EMB-145 ( ) aircraft and allow operation with an increased Maximum Takeoff Weight (MTOW). Reassessment of the Damage Tolerance Analysis during development of the SB resulted in changes to the Airworthiness Limitation Items (ALI) for those modified aircraft to include new tasks and to revise some existing ones and its respective intervals. Failure to inspect some structural components, according to the new tasks and intervals for those modified aircraft, could prevent a timely detection of fatigue cracking. Undetected fatigue cracking in these componentscould adversely affect the structural integrity of these airplanes. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-24-06: 93-24-06 GENERAL DYNAMICS (CONVAIR): Amendment 39-8755. Docket 93-NM-44-AD. Applicability: All Model 340, 440, and C-131B through C-131H (military) series airplanes, certificated in any category, including those airplanes modified for turbo-propeller power. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of an elevator or rudder, resulting from installation of a suspected unapproved part, accomplish the following: (a) Within 400 hours time-in-service or 180 days after the effective date of this AD, whichever occurs first, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Remove the elevators and rudder in accordance with Parts 2.A.1. and 2.B.1., respectively, of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993; perform a detailed visual inspection of the elevator and rudder hinge pins and bushings to detect wear in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990; and perform a detailed visual inspection of the elevator and rudder bearing plate assemblies to detect cracks and of the elevator and rudder bearings to detect chattering, looseness, dryness, or binding in accordance with Parts 2.A. and 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (i) If any pin or bushing is worn, prior to further flight, replace the worn pin or bushing with a serviceable pin or bushing in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990. (ii) If any cracked bearing plate assembly is found, prior to further flight, replace the cracked bearing plate assembly with a serviceable bearing plate assembly in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (iii) If any chattering, loose, dry, or seized bearing is found, prior to further flight, replace the discrepant bearing with a serviceable bearing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (2) Perform a hardness test to determine the equivalent strength of the elevator and rudder hinge pins and bushings in accordance with normal maintenance procedures. If the equivalent strength of any pin or bushing does not meet the type design strength specified in paragraph (a)(2)(i) or (a)(2)(ii) of this AD, as applicable, prior to further flight, replace the discrepant pin or bushing with a serviceable pin or bushing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. Elevator and rudder hinge pins and bushings received directly from Convair that bear the Convair mark are excluded from the requirements of this paragraph. The Convair mark is an etched mark, which appears as follows: CV SD The Convair mark is located on the top of the hinge pin and on the top of the bushing. (i) For airplanes having pin assembly 240-2010908-1, the pins and bushings must meet type design strengths specified as follows: Part Part No. Type Design Strength Pin GD/Convair 240-2010904 170-195 ksi Bushing GD/Convair 240-2010903-7 120-145 ksi (ii) For airplanes having pin assembly 240-2010908-3, the pins and bushings must meet type design strengths specified as follows: Part Part No. Type Design StrengthPin GD/Convair 240-2010904 170-195 ksi Bushing GD/Convair 340-2015903 125-145 ksi Bushing Allison 9015192 120-145 ksi (3) Reinstall the elevator and rudder, and ensure that proper mating of the pin and bushing tapered surfaces exists in accordance with Parts 2.A.5. and 2.B.5. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (b) Repeat the requirements of paragraphs (a)(1) and (a)(3) of this AD at intervals not to exceed 2,000 hours time-in-service or 2 years, whichever occurs first, in accordance with Item 55-2-9 of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991. NOTE 1: Paragraph (b) of this AD restates a requirement for repetitive actions contained in AD 92-06-06, Amendment 39-8186. Accomplishment of paragraphs (a)(1) and (a)(3) of this AD satisfies the corresponding requirements contained in AD 92-06-06. (c) In accordance with the schedules specified in paragraphs (c)(1) and (c)(2) of this AD, report inspection results to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (1) Within 72 hours after accomplishing the initial inspection required by paragraph (a) of this AD, report inspection results, positive or negative. A "positive" inspection result is defined as any finding of a discrepant part in the pin, bushing, or support structure. (2) Within 72 hours after accomplishingany repetitive inspection required by paragraph (b) of this AD, report any positive inspection result. (d) As of the effective date of this AD, no person shall install an elevator or rudder hinge pin or bushing on any airplane unless, prior to installation, the pin or bushing has been tested for hardness and meets the specified type design strength in accordance with paragraph (a)(2) of this AD, or unless the pin or bushing bears the Convair mark described in that paragraph. (e) 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 (ACO), 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, Los Angeles ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (f) 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. (g) The elevator/rudder removal and reinstallation, replacements, and inspections shall be done in accordance with General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21,1990; General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993; and General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991; as applicable. The incorporation by reference of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990; and General Dynamics, Convair Division, Alert Service Bulletin 640(340D)S. B. No. A55-7, dated March 22, 1993; was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991, was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of April 22, 1992 (57 FR 9382, March 18, 1992). Copies may be obtained from General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92186-5377. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on January 18, 1994.
92-14-05: 92-14-05 AEROSPATIALE: Amendment 39-8287. Docket No. 92-NM-05-AD. Supersedes AD 85-12-04, Amendment 39-5076. Applicability: Model Nord 262A airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent corrosion of the rudder hinge support assembly, that could lead to loss of rudder control, accomplish the following: (a) Within 100 hours time-in-service or three months, whichever occurs first after July 5, 1985 (the effective date of AD 85-12-04, Amendment 39-5076), inspect and protect against corrosion, or replace components if necessary, in accordance with paragraph II, Accomplishment Instructions, of Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 2, dated January 31, 1984. Repeat the inspection at intervals not to exceed 6 years. (b) Within 6 years after the most recent inspection performed in accordance with paragraph (a) of this AD, perform a visual and X-ray inspection of therudder hinge support assembly for corrosion and apply corrosion protection treatments, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. Compliance with this paragraph constitutes terminating action for the inspection requirements of paragraph (a) of this AD. (c) As a result of the visual inspection required by paragraph (b) of this AD, accomplish either paragraph (c)(1) or (c)(2) of this AD, as applicable: (1) If no corrosion is detected, repeat the visual inspection at intervals not to exceed 6 years. (2) If corrosion is detected, accomplish either paragraph (c)(2)(i) or (c)(2)(ii) of this AD, as applicable: (i) If internal corrosion is penetrating tube walls, or if deformation or buckling is evidenced, or if external corrosion is outside the tolerance limits specified in Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991: Prior to further flight, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991. Thereafter, at intervals not to exceed 6 years, repeat the visual inspection of tubes not replaced, as well as tubes replaced as a result of accomplishing Modification 861 described in the Service Bulletin 55-11, Revision 2, dated May 25, 1991. (ii) If internal corrosion is not penetrating tube walls, or if external corrosion is within the tolerance limits specified in Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991: Prior to further flight, apply external protective treatment in accordance with that Aerospatiale service bulletin. Thereafter, repeat the visual inspection at intervals not to exceed 6 years. (d) As a result of the X-ray inspection required by paragraph (b) of this AD, accomplish either paragraph (d)(1) or (d)(2) of this AD, as applicable: (1) If no corrosion or buckling is detected: Prior to further flight apply internal protective treatment, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (2) If any corrosion is detected, accomplish either paragraph (d)(2)(i) or (d)(2)(ii) of this AD, as applicable: (i) If corrosion is detected on both tubes of the upper support tube section, or on the lower support tube section, or on the support tube assembly: Prior to further flight, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (ii) If corrosion is detected on only one tube of the upper or lower support tube sections: Within 3 months or 600 landings of the discovery of corrosion, whichever occurs first, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (e) Accomplishment of Modification 866, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991, constitutes terminating action for the inspections required by this AD for the component replaced. (f) 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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (g) 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. (h) The inspections, corrosion protection treatments, and replacement shall be donein accordance with Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991; or Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 2, dated January 31, 1984, which contains the following list of effective pages: Page Number Revision Level Date 1, 10-12 2 January 31, 1984 2-9, 13-18 1 December 29, 1981 The modification shall be done in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-6 2 May 25, 1991 7-13 Original December 29, 1981 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. (i) This amendment becomes effective on September 8, 1992.
2016-01-08: We are superseding Airworthiness Directive (AD) 2013-13-04, for certain Airbus Model A318, A319, A320, and A321 series airplanes. AD 2013-13-04 required installing a power interruption protection circuit for the landing gear control interface unit (LGCIU). This new AD requires a new modification of any previously modified LGCIU. This new AD also requires revising the maintenance or inspection program to reduce a certain functional check interval. This new AD also adds airplanes to the applicability. This AD was prompted by a determination that additional work is necessary to adequately address the identified unsafe condition. We are issuing this AD to prevent untimely unlocking and/or retraction of the nose landing gear (NLG), which, while on the ground, could result in injury to ground personnel and damage to the airplane.
2016-01-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that the horizontal stabilizer trim actuator (HSTA) spur gear bolts inside the gearbox were found loose, broken, or backed out due to incorrect bending of the anti-rotation tab washer and the improper application of Loctite glue during installation. This AD requires replacing certain HSTAs with a new HSTA. This AD also requires revising the airplane flight manual (AFM) and the maintenance or inspection program, as applicable. We are issuing this AD to prevent failure of the HSTA and subsequent loss of control of the airplane.