Results
2010-19-05: We are adopting a new airworthiness directive (AD) for the specified ECF model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the aviation authority of the European Aviation Safety Agency (EASA). The MCAI AD reports the separation and loss of a stainless steel ring (75 millimeter (mm) in diameter) from a tail rotor blade (blade) sleeve resulting in severe, high-frequency vibrations, which can lead to damage to the fenestron blades, loss of yaw control, and subsequent loss of control of the helicopter.
2006-03-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all Short Brothers Model SD3-60 and SD3-SHERPA airplanes. That AD currently requires an inspection of the fork end of the rear pintle pin on each main landing gear (MLG) to verify that sealant is properly applied and is undamaged, and related investigative/corrective actions if necessary. This new AD requires an additional inspection for correctly applied sealant on the MLG rear pintle pin assemblies, and related investigative/corrective actions if necessary. This AD also expands the applicability of the existing AD. This AD results from a new report of a cracked pintle pin fork end. We are issuing this AD to prevent stress-corrosion cracking and subsequent failure of the MLG. DATES: This AD becomes effective March 14, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of March 14, 2006. On March 18, 1993 (58 FR 7983, February 11, 1993), the Director of the Federal Register approved the incorporation by reference of Shorts SD3-60 Service Bulletin SD360-32-33, dated August 7, 1992.
96-13-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 series airplanes, that requires a one-time detailed visual inspection to detect cracking of the elevator gust lock housing and the gust lock support structure, and repair or replacement of cracked parts. This amendment is prompted by a report of failure of an elevator gust lock housing due to fatigue cracking. The actions specified by this AD are intended to prevent fatigue cracking of the elevator gust lock housing and the gust lock support structure, which could result in loss of the elevator and the support structure, and possible consequent loss of primary pitch control.
78-16-03: 78-16-03 LEARJET: Amendment 39-3278. Applies to Learjet Model 23 (Serial Numbers 23-003 and up); Model 24 and 24A (Serial Numbers 24-100 through 24-180); Model 24B and 24B-A (Serial Numbers 24-181 through 24-229); Model 24C, 24D and 24D-A (Serial Numbers 24-218, and 24-230 through 24-328); Model 24E, 24F and 24F-A (Serial Numbers 24- 329 through 24-356); Model 25 and 25A (Serial Numbers 25-002 through 25-066); Model 25B and 25C (Serial Numbers 25-061, 25-067 through 25-201, 25-204 and 25-205); Model 25D and 25F (Serial Numbers 25-206 through 25-253); Model 35 (Serial Numbers 35-001 through 35- 066); Model 35A (Serial Numbers 35-067 through 35-194); Model 36 (Serial Numbers 36-001 through 36-017); and Model 36A (Serial Numbers 36-018 through 36-040) airplanes. COMPLIANCE: Required as indicated unless already accomplished. To preclude a failure of the refrigeration condenser fan: A) Before the next flight, remove or lower the tailcone access door, disconnect the aircraft batteries, and inspect the refrigeration condenser fan part number that is rubber stamped on the blade. If the refrigeration condenser fan installed has a part number other than 6608059-3, no further action is required. (The blades on P/N 6608059-3 fans are not tapered in thickness from the hub to the tip.) B) If Part Number 6608059-3 refrigeration condenser fan is installed, before the next flight fabricate a placard which reads "DO NOT OPERATE REFRIGERATION SYSTEM UNDER ANY CIRCUMSTANCES ON THE GROUND OR IN THE AIR." Install this placard as near as possible to the refrigeration system control switch and operate the airplane in accordance with this restriction. C) When the Part Number 6608059-3 fan is replaced with either a P/N 6608059-1, 6608059-2 or a P/N 6608059-4 fan, the above required placard may be removed and the airplane returned to normal service. (The blades on the -1, -2 and -4 fans are tapered in thickness from the hub to the tip.) D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: Gates Learjet Service Bulletins SB23/24/25-284, dated 7/13/78, and SB35/36- 21-3, dated 7/12/78, or later approved revisions, provide inspection and fan replacement procedures, physical characteristics of the fans, and replacement part credit information. This amendment becomes effective August 17, 1978, to all persons except those to whom it has already been made effective by air mail letter from the FAA dated July 21, 1978.
2010-11-09: 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: Engine in-flight shutdown incidents have been reported on Diamond Aircraft Industries DA 42 airplanes equipped with TAE 125 engines. The investigations showed that it was mainly the result of failure of the Proportional Pressure Reducing Valve (PPRV) (also known as Propeller Control Valve) due to high vibrations. This condition, if not corrected, could lead to further cases of engine in-flight shutdown, possibly resulting in reduced control of the aircraft. Since the release of European Aviation Safety Agency (EASA) AD 2008-0145, the engine gearbox has been identified as the primary source of vibrations for the PPRV, and it has also been determined that failure of the electrical connection to the PPRV could have contributed to some power loss events or in-flight shutdowns. We are issuing this AD to prevent engine in-flight shutdown, possibly resulting in reduced control of the aircraft.
78-12-05: 78-12-05 SIKORSKY: Amendment 39-3240 as amended by Amendment 39-3562. Applies to Sikorsky Models S-61L, S-61N, S-61NM, and S-61A helicopters with fixed S-61L type landing gears. After the effective date of this AD, compliance is required as indicated below in accordance with the designated paragraphs of Section 2 of Sikorsky Service Bulletin No. 61B25-6C, dated March 8, 1978, or later FAA approved revisions. 1. Within the next 10 landings, remove from service all S6125-50312 series and S6125-50313 series fitting assemblies and replace them in accordance with Paragraph C. 2. Within 15 hours time in service, and thereafter at intervals not to exceed 15 hours time in service, inspect, and replace if cracked, fitting assemblies S6125-50333-1, S6125-50333- 2, S6125-50334-1, and S6125-50334-2 in accordance with Paragraph B. 3. Within 120 landings, and thereafter at intervals not to exceed 120 landings or 15 flight hours from the last inspection, whichever results in longest calendar interval, inspect, and replace if cracked, fitting assemblies S6125-50333-1, S6125-50333-2, S6125-50334-1, and S6125-50334-2 with 7,000 or more landings in accordance with Paragraph D. NOTE: If the number of landings cannot be determined, the fitting assemblies shall be considered to have more than 7,000 landings. 4. Within 15 hours time in service, and thereafter at intervals not to exceed 15 hours time in service from the last inspection, inspect, and replace if cracked, fitting assemblies, P/Ns S6180-63151 series, S6180-63161 series, S6125-50314 series, S6125-50315 series, S6125-50317 series, and the attachment lugs of S6125-50304-1 and S6125-50304-2 cylinder assemblies in accordance with Paragraph E. 5. Within 10 landings, unless already accomplished, and thereafter at intervals not to exceed 400 landings from the last inspection, inspect, and replace if cracked, tube assemblies, P/Ns S6125-50310-3, S6125-50310-4, S6125-50311-6, and S6125-50311-7, with 1,100 or more landings in accordance with Paragraph F. NOTE: If number of landings cannot be determined, fitting assemblies shall be considered to have more than 1,100 landings. 6. Within 10 landings, unless already accomplished, and thereafter at intervals not to exceed 1,200 landings from the last inspection, inspect, and replace if cracked, tube assemblies, P/Ns S6125-50310-3, S6125-50310-4, S6125-50311-6, and S6125-50311-7, with 2,300 or more landings in accordance with Paragraph G. 7. Within 50 landings, unless already accomplished, and thereafter at intervals not to exceed 670 landings from the last inspection, inspect, and replace if cracked, fitting assemblies, P/N S6180-63161 series, with 126,000 or more landings, in accordance with Paragraph H. 8. Daily or at 50 landing intervals, whichever comes first, inspect and replace if cracked, fitting assemblies, P/N S6180-63151 series, with 75,000 or more landings in accordance with Paragraph I. 9. Within50 landings after the effective date of this amendment, unless already accomplished, and thereafter at intervals not to exceed 2,000 landings from the last inspection, inspect and replace, if cracked, cylinder assemblies, P/Ns S6125-50304-1 and S6125-50304-2, with 45,000 or more landings in accordance with Paragraph J. 10. Within 50 landings after the effective date of this amendment, unless already accomplished, and thereafter at intervals not to exceed 2,000 landings from the last inspection, inspect and replace, if cracked, cylinder assemblies, P/Ns S6125-50304-1 and S6125-50304-2, with 98,000 or more landings in accordance with Paragraph K. 11. Within 50 landings, remove from service all main landing gear upper tube assemblies, P/Ns S6125-50338-1 and S6125-50338-2, and lower tube assemblies, P/Ns S6125- 50337-1 and S6125-50337-2, that have been in service for more than 32,000 landings. NOTE: If the number of landings specified in Paragraphs 7, 8, 9, 10, and 11 above cannot be determined, an estimate of the number of landings based upon the past operation of the part may be made and submitted for approval to the Chief, Engineering and Manufacturing Branch, FAA, New England Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the FAA, New England Region Headquarters, Burlington, Massachusetts. This amendment supersedes AD 77-16-06, Amendment 39-2997. Amendment 39-3240 became effective upon publication in the FEDERAL REGISTER. This Amendment 39-3562 becomes effective upon publication in the FEDERAL REGISTER.
95-22-09: This amendment supersedes an existing airworthiness directive (AD), applicable to Boeing Defense and Space Group Helicopter Division (Boeing) Model 234 series helicopters, that currently requires inspections of the forward and aft transmission first stage sun and spiral bevel ring gear bolted connection (bolted connection). This amendment requires a revision to the inspection intervals and criteria used during these inspections, as well as adds a visual inspection of the pinion and spiral bevel ring gear. This amendment is prompted by reports that certain of the affected helicopters have been discovered with loose nuts on the bolted connection more frequently than was anticipated in the previous AD. The actions specified by this AD are intended to prevent wear of the spiral bevel ring gear flange surface, failure of the bolted connection, transmission failure, and subsequent loss of control of the helicopter.
94-07-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and MD-11F series airplanes, that requires modification of the cavity vent drain tube assembly at the center wing lower auxiliary fuel tank cavity. This amendment is prompted by a report that the cavity vent tube, if not properly grounded, could act as an electrical path in the event of a lightening strike. The actions specified by this AD are intended to prevent arcing in the tank cavity and possible resulting fire.
92-02-13: 92-02-13 BOEING: Amendment 39-8149. Docket No. 91-NM-168-AD. \n\n\tApplicability: Model 747 series airplanes; as listed in Boeing Alert Service Bulletin 747- 21A2312, and in Boeing Service Bulletin 747-21-2317, both dated May 30, 1991, certificated in any category. \n\n\tCompliance: Required within the next 60 days after the effective date of this AD, unless previously accomplished. \n\n\tTo reduce the potential for an uncontrollable fire in the aft lower lobe compartment, accomplish the following: \n\n\t(a)\tInstall a decompression panel and flapper valve in accordance with Boeing Alert Service Bulletin 747-21A2312 or Boeing Service Bulletin 747-21-2317, both dated May 30, 1991, as applicable. \n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe installation required by this AD shall be done in accordance with Boeing Alert Service Bulletin 747-21A2312, dated May 30, 1991; or Boeing Service Bulletin 747-21- 2317, dated May 30, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(e)\tThis amendment (39-8149, AD 92-02-13) becomes effective on March 25, 1992.
2010-18-08: We are superseding an existing 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: During testing, it was discovered that when the outflow valve (OFV) manual mode connector is not connected, the manual mode motor and altitude limitation are not properly tested. Consequently, a disconnect of the OFV manual mode and/or a related wiring failure could potentially result in a dormant loss of several CPC [cabin pressure control] backup/safety functions, including OFV manual control, altitude limitation, emergency depressurization and smoke clearance. * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective October 7, 2010. The Directorof the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of October 7, 2010. On May 29, 2009 (74 FR 22646, May 14, 2009), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD.
76-07-09: 76-07-09 COLLINS: Amendment 39-2570. Applies to Collins Model 332C-10 Radio Magnetic Indicator (part numbers and serial numbers listed below) installed on various aircraft makes and models equipped with 24 V electrical systems: Collins Part No. Serial No. 622-0555-001 729 and below 622-0555-002 963 and below 622-0555-003 3593 and below, 3595 thru 3600, 3602 thru 3611, 3613 thru 3628 622-0555-004 3693 and below, 3695 thru 3706 622-0555-005 3252 and below 622-0555-006 4156 and below 622-0555-007 3208 and below, 3210 thru 3231, 3233 thru 3239 622-0555-008 2805 and below Compliance: Required as indicated, unless already accomplished. To preclude possible erroneous VOR bearing information presentation, with no flag warning, when 26 VAC input power is lost, accomplish the following: A) Within 50 hours" time in service in service after the effective date of this AD, determine if the 332C-10 Radio Magnetic Indicator(s) is (are) installed, and if so, whether modified in accordance with Collins 332C-10 Radio Magnetic Indicator (622-0555-XXX) Service Bulletin No. 6, dated February 16, 1976, or later approved revision. On those units not modified in accordance with Service Bulletin No. 6, prior to further flight, install a placard on glass face of the magnetic indicator which reads: "USE ADF MODE ONLY" and operate the unit in accordance with this limitation. NOTE: Indicators which have been modified in accordance with Service Bulletin No. 6 will have the No. 6 removed from the modification plate attached to the unit. B) On or before January 1, 1977, modify the 332C-10 indicators(s) in accordance with Collins 332C-10 Radio Magnetic Indicator (622-0555-XXX) Service Bulletin No. 6, dated February 16, 1976, or later approved revisions. C) When Paragraph B has been accomplished, compliance with Paragraph A is no longer required. D) Any alternate method of compliance with this AD must be approvedby the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective April 19, 1976.
76-10-12: 76-10-12 BEECH: Amendment 39-2620. Applies to Beech Aircraft Corporation B200, R201, R202, R203, and 214 Series wood blade propellers having Beech Aircraft Corporation manufactured B200, R201, R203, 214 or 272 Series blades installed. (These propellers were installed originally on Beech Models 35, A35, B35, C35, D35, E35, 35R, 45 (Military YT-34), and 50 (Military L-23A) airplanes, but may be installed on other airplanes.) Compliance: Required as indicated, unless already accomplished. To prevent failure of wood blades in these propellers, accomplish the following: A) Within the next 100 hours' time in service or one year, whichever comes first, after the effective date of this AD, and thereafter at intervals not to exceed 300 hours' time in service or five years, whichever comes first, from the last inspection, visually inspect the blades as follows: 1. Carefully remove the plastic coating to expose the shank of the blade for a minimum distance of 4 1/2" outboard of the ferrule. 2. Using a 10-power glass, visually inspect the blade surface for cracks and separation as shown on the reproduction of a deteriorated blade in Figure 1. 3. If no deterioration is found, reinstall the plastic film over the exposed area in accordance with Univair Process (P-200) or an FAA-approved equivalent procedure. 4. If the blade shows any sign of deterioration prior to further flight, remove it from service and replace it with an eligible airworthy blade. 5. Only an approved propeller repair station is authorized to accomplish the inspection required in this paragraph. B) Within the next 100 hours' time in service or one year, whichever comes first, after the effective date of this AD and at each annual inspection thereafter, visually inspect the blade leading edge and tips as follows: 1. Using a 10-power magnifying glass examine the tipping area for cracks in the plastic coating coming from under the tipping. 2. Check for looseness of the tip and leading edge sheathing by holding the blade securely and gripping the sheathing by hand and attempting to flex the tipping while visually observing for relative motion between the piece to which force is applied and adjacent sheathing and blade. 3. If any of the above conditions are noted, prior to further flight, replace the blade with an eligible airworthy blade. NOTE 1: (Beech Aircraft Corporation no longer manufactures Beech Models 214, B200, R201, R202 and R203 propellers; however, propellers and replacement blades as hereinafter listed may be installed on the indicated airplane models.) REPLACEMENT UNIVAIR WOOD BLADES Univair Blade Model Beech Propeller Assembly Model FA203-218 or FA203-219 R200-100/R201-217-88 and R203-218-88 FA200-244 or FA200-245 B200-105/B200-220-88 and B200-100/B200-220-88 and B200-100-B200-244-88 and B200-100/B200-234-88 and B200-100/B200-264-88 See Propeller Specification P-875 for further information. REPLACEMENT METAL BLADE PROPELLER ASSEMBLIES Eligible Propeller Assemblies Aircraft Models Beech 215-109/215-207-88 35, A35, B35, C35, D35, E35, 35R Beech 215-109/215-213-84 or Beech 215-107/215-213-84 A35, B35, C35, D35, E35, F35, G35 Beech 215-107/215-207-88 35, A35, B35, C35, D35, E35, 35R Hartzell HC12X20-7(B,C or D) or Hartzell HCD2X20-7/8433-0 35, A35, B35, C35, D35, E35, 35R Beech 215-102/272-234-98 Model 50 See Aircraft Type Certificate Data Sheet and/or Propeller Specifications for approval of specific airplane propeller engine combinations. This amendment becomes effective June 2, 1976.
77-15-08: 77-15-08 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-2981. Applies to Model Falcon 10 airplanes, certificated in all categories, incorporating SICMA AERO-SEAT pilot seat, P/N 376-2, or copilot seat, P/N 376-3. Compliance is required within the next 100 hours time in service after the effective date of this AD unless already accomplished. To prevent possible unwanted movement of a pilot or copilot seat when operating in turbulence or when performing high-g maneuvers, for SICMA AERO-SEAT pilot seats, P/N 376-2, and copilot seats, P/N 376-3, modify the seat rails and reidentify the seats in accordance with SICMA AERO-SEAT Service Bulletin 376/F10/BS01, dated June 5, 1975, including Revision "A", dated July 1975, or an FAA-approved equivalent. (AMD-BA Service Bulletin No. F10/0093 (ATA No. F10/25/007), dated July 18, 1975, pertains to this subject.) This amendment becomes effective August 22, 1977.
82-19-04: 82-19-04 BRITISH AEROSPACE (formerly Hawker Siddeley): Amendment 39-4462. Applies to H.S. 748 Series 2A airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent loss of an emergency overwing exit panel during flight, accomplish the following within thirty days after the effective date of this AD: 1. Remove the word "CLOSED" and the associated indicator line from the exterior of the overwing emergency exit panels. 2. Inspect each overwing emergency exit panel for free movement of the handle and lock operating mechanism in accordance with paragraphs 2A(1), (2), (3), and (4) of the H.S. Service Bulletin A52-82, dated May 31, 1979, Accomplishment Instructions. 3. Check the fit of each overwing emergency exit panel in the fuselage aperture in accordance with Chapter 52-20-1 of the H.S. 748 Maintenance Manual or an FAA approved equivalent procedure. 4. Reestablish the indicator marking on the cam lever in accordance with paragraph 2A(4) of the service bulletin if the inspections and checks required in paragraph 2 of this AD show the indicator markings on the cam lever and the lever stop do not coincide. 5. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 6. 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). This amendment becomes effective September 28, 1982.
93-23-11: 93-23-11 MCDONNELL DOUGLAS: Amendment 39-8747. Docket 93-NM-51-AD. \n\n\tApplicability: All Model DC-9-10, -20, -30, -40, and -50 series airplanes; Model DC-9-81, -82, -83, and -87 series airplanes; Model MD-88 airplanes; and C-9 (military) airplanes; equipped with nose wheel assembly part number 9550267-6 or 9550267-7; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent reduced structural integrity of the nose wheel assembly, resulting from installation of a suspected unapproved part, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, accomplish either paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tPerform a one-time visual inspection of nose wheel assemblies, part numbers 9550267-6 and 9550267-7, to ensure that these assemblies are identified correctly in accordance with Section II, Accomplishment Instructions, of Aircraft Braking Systems Corporation Service Letter MD81-SL-3, MD82-SL-3, MD83-SL-4, MD87-SL-3, MD88-SL-4, MD90-SL-1, DC9-10-SL-12, DC9-30-SL-16, DC9-40-SL-16, DC9-50-SL-8 (included in one document), dated February 10, 1993. \n\n\t\t\t(i)\tIf any nose wheel assembly is not identified correctly, prior to further flight, replace that assembly with an FAA-approved assembly in accordance with the applicable Aircraft Maintenance Manual. \n\n\t\t\t(ii)\tIf each nose wheel assembly is identified correctly, no further action is required by this paragraph. \n\n\t\t(2)\tDetermine if the nose wheel assemblies, part numbers 9550267-6 and 9550267-7, have ever been in the possession of Aviation Wheel and Brake, Miami, Florida. This determination may be accomplished by performing a search of maintenance or other records. \n\n\t\t\t(i)\tIf it is not possible to make such a determination, or if the results of that determination indicate that any nose wheel assembly has been in the possession of Aviation Wheel and Brake, accomplish the inspection required by paragraph (a)(1) of this AD. \n\n\t\t\t(ii)\tIf it is determined that a nose wheel assembly has never been in the possession of Aviation Wheel and Brake, no further action is required by this paragraph with respect to that nose wheel assembly. \n\n\t(b)\tAs of the effective date of this AD, no person shall install a nose wheel assembly, part number 9550267-6 or 9550267-7, on any airplane unless, prior to installation, that nose wheel assembly has been inspected in accordance with the requirements of paragraph (a)(1) of this AD and has been found to be identified correctly; or unless, prior to installation, it has been determined that the nose wheel assembly has never been in the possession of Aviation Wheel and Brake in accordance with the requirements of paragraph (a)(2) of this AD. \n\n\t(c)\tAn 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. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe inspection shall be done in accordance with Aircraft Braking Systems Corporation Service Letter MD81-SL-3, MD82-SL-3, MD83-SL-4, MD87-SL-3, MD88-SL-4, MD90-SL-1, DC9-10-SL-12, DC9-30-SL-16, DC9-40-SL-16, DC9-50-SL-8 (included in one document), dated February 10, 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 Aircraft Braking Systems Corporation, 1204 Massillon Road, Akron, Ohio 44306-4186. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, 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. \n\n\t(f)\tThis amendment becomes effective on January 5, 1994.
93-21-10: 93-21-10 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-8724. Docket Number 91-ASW-18. Applicability: Model 214B and 214B-1 helicopters, serial numbers (S/N's) 28001 through 28070, equipped with main rotor yoke assembly (assembly), part number (P/N) 214-010-105-001, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the assembly, loss of the main rotor, and subsequent loss of control of the helicopter, accomplish the following: (a) For assemblies that have 3,700 hours' or less time-in-service on the effective date of this airworthiness directive (AD), replace the assembly on or before reaching 3,750 hours' time-in-service. For assemblies that have more than 3,700 hours' time-in-service on the effective date of this AD, replace the assembly within the next 50 hours' time-in-service. (b) Within 50 hours' time-in-service after the effective date of this AD, install new airspeed versusaltitude decals, P/N 214-075-256-105 for BHTI Model 214B-1 and P/N 214-075-256-107 for Model 214B helicopters. (c) Within 50 hours' time-in-service after the effective date of this AD and thereafter at intervals of 1,200 hours' time-in-service, inspect the yoke for straightness in accordance with the applicable maintenance manual. NOTE: BHTI Alert Service Bulletin No. 214-87-37, Revision A, dated September 10, 1987, pertains to this AD. (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, Rotorcraft Certification Office, FAA, Rotorcraft Directorate, Fort Worth, Texas 76193-0170. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft 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) This amendment becomes effective on January 18, 1994.
91-25-01: 91-25-01 ISRAEL AIRCRAFT INDUSTRIES (IAI), LTD.: Amendment 39-8102. Docket No. 91- NM-219-AD. Applicability: All Model 1125 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent uncontrolled pitch trim movement, accomplish the following: (a) Within 3 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following. This may be done by inserting a copy of this AD in the AFM. "BEFORE TAXIING Horizontal stabilizer trim - CHECK OVERRD & EMERG; EMERG ARM pushbutton - DISENGAGE, CHECK NORMAL (buzzer) NOTE When checking override system, observe trim indicator; electrical limit switches are inoperative. CAUTION Do not use emergency trim in place of normal or override trim systems. Use of emergency trim is limited to elevator control failure (Section II, page II-28) and horizontal stabilizertrim failure (Section III, page III-9)." NOTE: Inserting Astra (Model 1125) AFM Temporary Revision No. 3, dated June 9, 1991, in the Limitations section of the AFM, or inserting an AFM revision containing this information, is considered an acceptable alternative method of compliance with this paragraph. (b) Within 3 days after the effective date of this AD, revise the Normal Procedures Section of the FAA-approved AFM to include the following. This may be done by inserting a copy of this AD in the AFM. "BEFORE TAXIING Horizontal stabilizer trim - CHECK OVERRD & EMERG; EMERG ARM pushbutton - DISENGAGE, CHECK NORMAL (buzzer) NOTE When checking override system, observe trim indicator; electrical limit switches are inoperative. CAUTION Do not use emergency trim in place of normal or override trim systems. Use of emergency trim is limited to elevator control failure (Section II, page II-28) and horizontal stabilizer trim failure (Section III, page III-9)." NOTE: Inserting Astra (Model 1125) AFM Temporary Revision No. 3, dated June 9, 1991, in the Procedures Section of the AFM, or inserting an AFM revision containing this information, is considered an acceptable alternative method of compliance with this paragraph. (c) 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 Operations Inspector, who may concur or comment and then send it 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. (e) This amendment (39-8102, AD 91-25-01) becomes effective on December 10, 1991.
93-02-09: 93-02-09 SAAB-SCANIA: Amendment 39-8492. Docket 92-NM-121-AD. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159, inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 339, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent damage/disbonding of the fuselage skin due to overheat, and subsequent reduced structural capability, accomplish the following: (a) Within 3 months after the effective date of this AD, relocate the sensor loops of the bleed air leak detection system, in accordance with SAAB-SCANIA Service Bulletin SAAB 340-36-006, dated August 6, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The relocation shall be done in accordance with SAAB-SCANIA Service Bulletin SAAB 340-36-006, dated August 6, 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 SAAB-SCANIA AB, SAAB Aircraft Product Support, S-581 88, Link ping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 26, 1993.
76-21-01: 76-21-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2745. Applies to Lockheed Model L-1011-385 series airplanes certificated in all categories having C-1A cargo door installed. Compliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the latch pins on the latch fittings of the C-1A cargo door surround structure from being incorrectly installed during maintenance replacement, which could result in a possible in-flight loss of the C-1A cargo door, accomplish the following: a. Install latch pin guard assemblies and related components, reidentify the latch fitting assemblies and check proximity sensors adjustment as necessary, on the C-1A cargo door surround structure, in accordance with Lockheed-California Company Service Bulletin 093-52-083 dated May 25, 1976, or later FAA-approved revision or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region.b. Airplanes may be flown in accordance with FAR 21.197 to a base where the modification can be performed. This amendment becomes effective November 20, 1976.
92-20-02: 92-20-02 FOKKER: Amendment 39-8376. Docket No. 92-NM-70-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11290, 11296, 11298, 11299, 11301, 11306, 11308, 11310, and 11313; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural damage to the wing, empennage, or an engine, caused by loss of the radome during flight or ground operations, accomplish the following: (a) Within 6 months after the effective date of the AD, replace the currently installed blind bolts that attach the latch brackets to the radome with new bolts, in accordance with Fokker Service Bulletin SBF100-53-067, dated July 1, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through anappropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Fokker Service Bulletin SBF100-53- 067, dated July 1, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 14, 1992.
78-12-01 R1: 78-12-01 R1 SHORT BROTHERS LIMITED: Amendment 39-3229 as amended by Amendment 39-3858. Applies to Model SD3-30 Airplanes Serial Numbers SH 3003 through SH 3007 and SH 3009 through SH 3015, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent fuel system purge valve leakage and associated fuel leakage or fuel vapors entering the cabin accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, remove purge valves, Part Number 3706190, and replace them with modified purge valves, Part Number 3706235, in accordance with Shorts Service Bulletin SD3-28-08, Revision No. 1, dated February 15, 1979. (b) If fuel leakage or vapors are detected in the cabin prior to compliance with paragraph (a) of this AD but after the effective date of this AD, comply with paragraph (a) before further flight. (c) Equivalent methods of compliance with paragraph (a) of this AD may beapproved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, if the request is submitted through an FAA Maintenance Inspector and contains substantiating data to justify the method of compliance for that operator. Amendment 39-3229 became effective June 22, 1978. This Amendment 39-3858 becomes effective August 11, 1980.
77-16-07: 77-16-07 MESSERSCHMITT-BOLKOW-BLOHM (MBB). Amendment 39-3001. Applies to Model BO-105A and BO-105C helicopters which incorporate main rotor gearbox oil pumps, P/N's 7631 955 112 or 7631 955 115, having Serial Numbers up to and including 229. Compliance is required as indicated, unless already accomplished. To prevent excessive wear of the sun gear in the planet gear carrier of the main rotor gearbox, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, modify the main rotor gearbox oil pump as follows: (1) For pumps, P/N 7631 955 115, install a stronger compression spring in accordance with MBB Service Bulletin No. 10-16, dated July 28, 1975, or an FAA-approved equivalent. (2) For pumps, P/N 7631 955 112, replace the pump plunger in accordance with MBB Service Bulletin No. 10-20, dated May 25, 1976, or an FAA-approved equivalent and install a stronger compression spring in accordance with MBB Service Bulletin No. 10-16, dated July 28, 1975, or an FAA-approved equivalent. (b) Within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service since the last inspection, inspect the main rotor gearbox magnetic chip detector plug for the presence of metallic particles. If metallic particles are found, comply with the relevant instructions specified in section 10-1-2 of the MBB BO-105 Maintenance and Overhaul Manual, or an FAA-approved equivalent. (c) An equivalent means of compliance with the requirements in paragraph (b) of the AD, including the initial compliance time and the repetitive inspection interval, may be used in lieu thereof when approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium, Tel. 513.38.30. This amendment becomes effective September 6, 1977.
90-02-08: 90-02-08 BOEING: Amendment 39-6470. Docket No. 89-NM-149-AD. \n\n\tApplicability: All Model 727 series airplanes certificated in any category. \n\n\tCompliance: Required within the next 3,000 landings after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent nose and main landing gear failure to extend properly due to a disconnect of the landing gear control selector valve actuator arm, accomplish the following: \n\n\tA. Modify the selector valve actuator arm and splined shaft, in accordance with Figure 1, of Boeing Service Bulletin 727-32-0372, dated May 11, 1989, or Revision 2, dated December 14, 1989. \n\n\tB. 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC. 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 Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6470, AD 90-02-08) becomes effective on February 12, 1990.
93-07-15: 93-07-15 BOEING AND MCDONNELL DOUGLAS: Amendment 39-8547. Docket No. 92- NM-67-AD. Supersedes AD 91-10-02, Amendment 39-6986. \n\n\tApplicability: Boeing Models 707, 727, 737, 747, and 757 series airplanes and McDonnell Douglas Models DC-8, DC-9, and DC-10 series airplanes; equipped with a main deck Class B cargo compartment, as defined by Federal Aviation Regulations (FAR) 25.857(b) or its predecessors, with a volume exceeding 200 cubic feet; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo minimize the hazard associated with a main deck Class B cargo compartment fire, accomplish the following: \n\n\t(a)\tWithin one year after May 3, 1990 (the effective date of Amendment 39-6557, AD 89-18-12 R1), or prior to carrying cargo in a Class B cargo compartment, whichever occurs later, accomplish the following in accordance with the appropriate technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), FAA, Transport Airplane Directorate; or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes), FAA, Transport Airplane Directorate: \n\n\t\t(1)\tRevise the Limitations Section of the FAA-approved Airplane Flight \t\t\tManual (AFM) to include the following: "FOR EACH FLIGHT IN \t\t\t\tWHICH CARGO IS TRANSPORTED IN THE CLASS B CARGO \t\t\t\tCOMPARTMENT: Prior to flight, a flight deck crewmember must \t\t\t\tmake a visual inspection throughout the Class B cargo compartment \t\t\tto verify access to cargo and the general fire security of the \t\t\t\tcompartment after the cargo door is closed and secured." \n\n\tNOTE 1: This visual inspection is in no manner intended to relieve the pilot of his/her responsibility to ensure safe operation of the airplane, as required by FAR 91.3. \n\n\t\t(2)\tIncorporate the following systems and equipment: \n\n\t\t\t(i)\tProvide a minimum of 48 lbs. Halon 1211 fire extinguishant, or its equivalent, in portable fire extinguisher bottles readily available for use in the cargo compartment. At least two bottles must be a minimum of 16 lb. capacity. \n\n\t\t\t(ii)\tProvide at least two Underwriters Laboratories (UL)2A (2-1/2 gallon) rated water portable fire extinguishers, or its equivalent, adjacent to the cargo compartment entrance for use in the compartment. \n\n\t\t\t(iii)\tProvide a means for two-way communication between the flight deck and the interior of the cargo compartment. \n\n\t\t\t(iv)\tInstall placards in conspicuous place(s) within the cargo compartment clearly defining the cargo loading envelope and limitations that provide sufficient access of sufficient width for firefighting along the entire length of at least two sides of a loaded pallet or container. Amend the appropriate Weight and Balance and loading instructions by description and diagrams to include this information. \n\n\t\t(3)\tIncorporate the following systems and equipment: \n\n\t\t\t(i)\tProvide appropriate protective garmentsstored adjacent to the cargo compartment entrance. \n\n\t\t\t(ii)\tProvide a minimum of 30 minutes of protective breathing. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and be stored adjacent to the cargo compartment entrance. \n\n\t(b)\tWithin 42 months after the effective date of this AD, or prior to carrying cargo in a Class B cargo compartment, whichever occurs later, accomplish the requirements of either paragraph (b)(1), (b)(2), (b)(3), or (b)(4) of this AD: \n\n\t\t(1)\tOPTION 1: Modify the Class B cargo compartment to comply with the requirements for a Class C cargo compartment, as defined in FAR 25.855 (Amdt. 25-60), 25.857(c), and 25.858 (Amdt. 25-54). \n\n\t\t(2)\tOPTION 2: Modify all main deck Class B cargo compartments to require the following placard installed in conspicuous locations approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate (for affected McDonnell Douglas series airplanes), throughout the compartment: "Cargo carried in this compartment must be loaded in an approved flame penetration-resistant container meeting the requirements of FAR 25.857(c) with ceiling and sidewall liners and floor panels that meet the requirements of FAR 25, Appendix F, Part III, (Amdt. 25-60)." \n\n\t\t(3)\tOPTION 3: In addition to the requirements of paragraph (a)(2) of this AD, accomplish the following in accordance with technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes): \n\n\t\t\t(i)\tCarriage of all cargo in Class B cargo compartments must meet the requirements of either paragraph (b)(3)(i)(A) or (b)(3)(i)(B) of this AD: \n\n\t\t\t\t(A)\tCover cargo with fire containment covers. \n\n\t\t\t\t(B)\tCarry cargo in fire containment containers. \n\n\t\t\t(ii)\tProvide a smoke or fire detection system in the Class B cargo compartment that meets the requirements of FAR 25.858 (Amdt. 25-54) and also provides an aural and visual warning to the crewmembers in the passenger compartment. \n\n\t\t\t(iii)\tProvide a barrier between the Class B cargo compartment and the passenger compartment to prevent the penetration of smoke or flames from the cargo compartment into the passenger compartment. The barrier must extend from the cargo compartment floor to the upper crown area of the fuselage, and from the right sidewall to the left sidewall of the cargo compartment, completely isolating the cargo compartment from the passenger compartment. The barrier and associated seals/interfaces must meet the requirements of FAR 25, Appendix F, Part III (Amdt. 25-60). \n\n\t\t\t(iv)\tProvide illumination of the Class B cargo compartment as specified in paragraphs (b)(3)(iv)(A) and(b)(3)(iv)(B) of this AD: \n\n\t\t\t\t(A)\tGeneral area illumination of the cargo with an average illumination of 0.1 foot-candle measured at 40-inch intervals both at one-half the pallet or container height, and at the full pallet or container height, or as approved by the FAA. \n\n\t\t\t\t(B)\tIllumination of the longitudinal access pathways, required by paragraph (a)(2)(iv) of this AD, with an average illumination of .05 foot-candle when measured at 40-inch intervals along a line that is within 2 inches of and parallel to the floor centered on the pathway, or illumination under visibility conditions likely to occur in the cargo compartment in the event of a fire. \n\n\t\t\t(v)\tEstablish FAA-approved procedures and training as specified in paragraphs (b)(3)(v)(A) and (b)(3)(v)(B) of this AD: \n\n\t\t\t\t(A)\tUse and maintenance of items required by paragraph \t\t\t\t\t(b)(3)(i). \n\n\t\t\t\t(B)\tResponding to alarms, and monitoring and controlling \t\t\t\t\tClass B cargo compartment fires. \n\n\t\t\t(vi)\tProvide a viewport into the Class B cargo compartment from the passenger compartment. The viewport must be located such that a crewmember can readily identify the overall smoke conditions in the compartment prior to entering it. \n\n\t\t\t(vii)\tDemonstrate the following features and functions, specified in paragraphs (b)(3)(vii)(A), (b)(3)(vii)(B), and (b)(3)(vii)(C) of this AD: \n\n\t\t\t\t(A)\tSmoke or Fire Detection System, required by paragraph (b)(3)(ii) of this AD, by flight test. \n\n\t\t\t\t(B)\tPrevention of smoke penetration into occupied compartments (refer to FAR 25.857(b)(2) and 25.855(e)(2)), by flight test. \n\n\t\t\t\t(C)\tCargo accessibility, as specified in paragraph \t\t\t\t\t\t(a)(2)(iv) of this AD. \n\n\t\t\t(viii) \tProvide the following systems and equipment: \n\n\t\t\t\t(A)\tProvide appropriate protective garments for two persons stored in the passenger compartment, adjacent to the Class B cargo compartment entrance. \n\t\t\t\t(B)\tProvide a minimum of 120 minutes of protective breathing for one person, and an additional 30 minutes of protective breathing for an additional person. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and at least 30 minutes of the total protective breathing must be stored adjacent to the Class B cargo compartment entrance. All protective breathing equipment must be located outside the cargo compartment. \n\n\t\t\t(ix)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following:\n\n\t\t\t\t "FOR EACH FLIGHT IN WHICH CARGO IS \t\t\t\t\t\tTRANSPORTED IN THE CLASS B CARGO \t\t\t\t\t\tCOMPARTMENT:\n\t\t\t\t Prior to flight, a \tcrewmember who is assigned firefighting \t\t\t\tresponsibility for the flight must make a visual inspection \t\t\t\t\tthroughout the Class B cargo compartment for familiarization, \t\t\t\tafter the cargo door is closed and secured." \n\n\tNOTE 2: This visual inspection is in no manner intended to relieve the pilot of his/her responsibility to ensure safe operationof the airplane, as required by FAR 91.3. \n\n\t\t(4)\tOPTION 4: In addition to the requirements of paragraph (a)(2) of this AD, accomplish the following in accordance with technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes): \n\n\t\t\t(i)\tProvide a cargo compartment fire extinguishing system in the Class B cargo compartment that provides an initial fire extinguishant concentration of at least 5 percent of the empty compartment volume of Halon 1301 or equivalent, and a fire suppression extinguishant concentration of at least 3 percent of the empty compartment volume of Halon 1301 or equivalent, for a period of time not less than 90 minutes. \n\n\t\t\t(ii)\tProvide a smoke or fire detection system in the Class B cargo compartment that meets the requirements of FAR 25.858 (Amdt. 25-54) and also provides an aural and visual warning to the crewmembers in the passenger compartment. \n\n\t\t\t(iii)\tProvide a means from the flight deck to shut off ventilation system inflow to the Class B cargo compartment. \n\n\t\t\t(iv)\tProvide a barrier between the Class B cargo compartment and the passenger compartment to prevent the penetration of smoke or flames from the cargo compartment into the passenger compartment. The barrier must extend from the cargo compartment floor to the upper crown area of the fuselage, and from the right sidewall to the left sidewall of the cargo compartment, completely isolating the cargo compartment from the passenger compartment. The barrier and associated seals/interfaces must meet the requirements of FAR 25, Appendix F, Part III (Amdt. 25-60). \n\n\t\t\t(v)\tProvide appropriate protection of the cockpit voice and flight data recorders, and all systems or components required for safe flight and landing of the airplane, unless it can be demonstrated that these systems are not susceptible to damagein the event of a fire in the Class B cargo compartment. \n\n\t\t\t(vi)\tProvide illumination of the Class B cargo compartment as specified in paragraphs (b)(4)(vi)(A) and (b)(4)(vi)(B) of this AD: \n\n\t\t\t\t(A)\tGeneral area illumination of the cargo with an average illumination of 0.1 foot-candle measured at 40-inch intervals both at one-half the pallet or container height, and at the full pallet or container height, or as approved by the FAA. \n\n\t\t\t\t(B)\tIllumination of the longitudinal access pathways, required by paragraph (a)(2)(iv) of this AD, with an average illumination of .05 foot-candle when measured at 40-inch intervals along a line that is within 2 inches of and parallel to the floor centered on the pathway, or illumination under visibility conditions likely to occur in the cargo compartment in the event of a fire, as approved by the FAA. \n\n\t\t\t(vii)\tEstablish FAA-approved procedures and training for responding to alarms, and monitoring and controlling cargo compartment fires.(viii) \tProvide a viewport into the Class B cargo compartment from the passenger compartment. The viewport must be located such that a crewmember can readily identify the overall smoke conditions in the compartment prior to entering it.\n \n\t\t\t(ix)\tDemonstrate the following features and functions: \n\n\t\t\t\t(A)\tFire extinguishant concentration, required by paragraph (b)(4)(i) of this AD, by flight test. \n\n\t\t\t\t(B)\tSmoke or fire detection system, required by paragraph (b)(4)(ii) of this AD, by flight test. \n\n\t\t\t\t(C)\tPrevention of smoke penetration into occupied compartments (refer to FAR 25.857(b)2 and 25.855(e)2), demonstrated by flight test. \n\n\t\t\t\t(D)\tCargo accessibility, as specified in paragraph (a)(2)(iv) of this AD. \n\t\t\t(x)\tProvide the following systems and equipment: \n\n\t\t\t\t(A)\tProvide appropriate protective garments for two persons stored in the passenger compartment, adjacent to the Class B cargo compartment entrance. \n\t\t\t\t(B)\tProvide a minimum of 120 minutes of protective breathing for one person, and an additional 30 minutes of protective breathing for an additional person. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and at least 30 minutes of the total protective breathing must be stored adjacent to the Class B cargo compartment entrance. All protective breathing equipment must be located outside the cargo compartment. \n\n\t\t\t(xi)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement: \n\n\t\t\t\t"FOR EACH FLIGHT IN WHICH CARGO IS TRANSPORTED \t\t\t\tIN THE CLASS B CARGO COMPARTMENT: \n\t\t\t\tPrior to flight, a crewmember who is assigned firefighting \n\t\t\t\tresponsibility for the flight must make a visual inspection \n\t\t\t\tthroughout the Class B cargo compartment for familiarization, \t\t\t\tafter the cargo door is closed and secured." \n\n\tNOTE 3: This visual inspection is in no manner intended to relieve the pilot ofhis/her responsibility to ensure safe operation of the airplane, as required by FAR 91.3. \n\n\t(c)\tCompliance with paragraph (b)(1) or (b)(2) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. Compliance with paragraph (b)(3) or (b)(4) of this AD constitutes terminating action for the requirements of paragraphs (a)(1) and (a)(3) of this AD. \n\n\t(d)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate (for affected Boeing series airplanes); or the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate (for affected McDonnell Douglas series airplanes). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, of the Seattle ACO, orthe Manager of the Los Angeles ACO, as appropriate. \n\n\tNOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO or the Los Angeles ACO. \n\n\tNOTE 5: Alternative methods of compliance previously granted for Amendment 39- 6557, AD 89-18-12 R1; or Amendment 39-6986, AD 91-10-02; continue to be considered as acceptable alternative methods of compliance with this amendment. \n\n\t(e)\tSpecial 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. \n\n\tThis AD supersedes AD 91-10-02, Amendment 39-6986, which superseded AD 89-18- 12 R1, Amendment 39-6557. \n\n\t(f)\tThis amendment becomes effective on May 2, 1993.
95-15-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42 series airplanes. This action requires replacement of the currently installed side brace pins of the main landing gear (MLG) with new pins. This amendment is prompted by a report of a ruptured pin on an in-service airplane. The actions specified in this AD are intended to prevent failure of the side brace pins and the subsequent collapse of the MLG.