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2007-08-06: 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: This Airworthiness Directive * * * is published in order to maintain the structural integrity of the applicable aircraft. The Service Bulletin provides life limits for critical landing gear components. Failure of such items could lead to unsafe conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
92-08-14: 92-08-14 McDONNELL DOUGLAS: Amendment 39-8225. Docket No. 91-NM-276-AD. \n\n\tApplicability: Models DC-8-61, -62, -63, and -73 series airplanes equipped with a cargo conversion modification installed in accordance with Supplemental Type Certificate (STC) SA1802SO, certificated in any category. \n\n\tCompliance: Required within 180 days after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent reduced structural integrity of the cargo compartment and possible loss of cargo restraint capability during emergency landing conditions, accomplish the following: \n\n\t(a)\tModify the cargo area subfloor structure and install fuselage overhead external doubler straps, in accordance with Rosenbalm Aviation, Inc., Service Bulletin DC-8 51-01, dated May 1, 1991. \n\n\t(b)\tInstall transverse cusp membranes and re-attach the longitudinal cusp membrane to the seat track outboard flange, in accordance with Rosenbalm Aviation, Inc., Service Bulletin DC-8 51-02, dated June 1,1991. \n\n\t(c)\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, Atlanta Aircraft Certification Office (ACO), FAA, Small 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, Atlanta 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 modifications shall be done in accordance with Rosenbalm Aviation, Inc., Service Bulletins DC-8 51-01, dated May 1, 1991, and DC-8 51-02, dated June 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 Rosenbalm Aviation, Inc., c/o Zantop International Airlines, Macon Municipal Airport, P.O. Box 10138, Macon, Georgia 31297. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 29, 1992.
75-17-35: 75-17-35 LOCKHEED: Amendment 39-2325. Applies to all Model 382 series airplanes through serial number 4610. Before further flight, unless already accomplished, perform the propeller torque check in accordance with Lockheed Alert Service Bulletin A 382-190. If the propellers do not pass the torque check, replace the propeller control with a control that will pass the above operational check prior to further flight. This amendment is effective August 13, 1975, and was effective on receipt for all recipients of the telegram dated July 25, 1975 which contained this amendment.
96-02-01: This amendment adopts a new airworthiness directive (AD) that applies to S.N. CentrAir Model 201 (all types) sailplanes. This action requires replacing all aileron balancing mass screws made of brass with screws made of steel, inspecting all steel screws for tightness, replacing any loose screws, and applying a normal screw thread safety bond. Incorrect fastening of the aileron balancing mass found on a Model 201 sailplane in France prompted this action. The actions specified in this AD are intended to prevent aileron failure and flutter caused by incorrect fastening of the aileron mass balance, which, if not detected and corrected, could result in loss of control of the sailplane.
2007-07-07: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF34-1A, -3A, -3A1, -3A2, -3B, and -3B1 turbofan engines. That AD requires a onetime inspection of certain fan disks for electrical arc-out indications, replacing fan disks with electrical arc-out indications, and reducing the life limit of certain fan disks. This AD requires the same reduced life limit of certain fan disks, but requires on-wing inspection of certain fan disks installed on regional jets within 500 flight hours after the effective date of this AD. This AD also requires more enhanced shop-level inspections of all fan disks for electrical arc-out defects. This AD results from a report that in January 2007, a CF34-3B1 turbofan engine experienced an uncontained fan disk failure during flight operation. We are issuing this AD to prevent an uncontained fan disk failure and airplane damage.
90-16-03: 90-16-03 AEROSPATIALE: Amendment 39-6681. Docket No. 90-NM-51-AD. Applicability: All Model Corvette SN 601 series airplanes that have not incorporated Modification No. 1397, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Prior to the accumulation of 9,800 landings or within 100 landings after the effective date of this AD, whichever occurs later, perform a high frequency eddy current inspection of the left-hand inner beam between Frame 16 and Frame 20, in accordance with Corvette SN 601 Service Bulletin, 53-18, Revision 1, dated January 22, 1990. B. If no cracks are found, repeat the inspection required by paragraph A., above, at intervals not to exceed 3,900 landings. C. If cracks are found, modify prior to further flight, in accordance with Corvette SN 601 Service Bulletin 53-11, Revision 2, dated January 15, 1990. Incorporation of this modification (No. 1397) constitutes terminating action for the repetitive inspections required by paragraph B., above. D. Within one year after the effective date of this AD, replace all left-hand inner beam stiffeners between Frame 16 and Frame 20, in accordance with Corvette SN 601 Service Bulletin 53-11, Revision 2, dated January 15, 1990. Incorporation of this modification (No. 1397) constitutes terminating action for the repetitive inspections required by paragraph B., above. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, StandardizationBranch, ANM-113. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6681, AD 90-16-03) becomes effective on August 31, 1990.
2007-07-11: 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: Due to quality escape during serial production, the jumpers at the Right Fuel Standby Pump Connector 4Q1 were manufactured from 14 AWG electrical wiring instead of 12 AWG wires as required per approved drawing. The possible overheating of the 14 AWG jumpers routed in vicinity of the fuel tank may present the unsafe flight condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2007-06-01: We are adopting a new airworthiness directive (AD) that supersedes AD 62-24-01, which applies to all Raytheon Aircraft Company (RAC) Beech Models 45 (YT-34), A45 (T-34A, B45), and D45 (T-34B) airplanes. AD 62-24-01 currently requires you to repetitively inspect, using the dye penetrant method, the front and rear horizontal stabilizer spars for cracks and replace any cracked stabilizer. Since we issued AD 62-24-01, we determined that using the dye penetrant inspection method may not detect cracks before the crack grows to a critical length and causes failure of the horizontal stabilizer spars. Therefore, we are requiring the surface eddy current inspection method to detect cracks in the horizontal stabilizer spars. Consequently, this AD retains the actions required in AD 62-24-01 and changes the required inspection method from dye penetrant to surface eddy current. We are issuing this AD to prevent failure of the front and/or rear horizontal stabilizer spars caused by fatigue cracks. This failure could result in stabilizer separation and loss of control of the airplane.
95-25-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires that certain flight control computers be modified so that the autopilot will disengage when the airplane is in the "go-around" mode under certain conditions. This amendment is prompted by an accident in which the flight crew may have initiated an inadvertent go-around which, following several subsequent actions by the crew and automated system, placed the airplane in a severe out-of-trim condition. The actions specified by this AD are intended to prevent an out-of-trim condition between the trimmable horizontal stabilizer and the elevator, which may severely reduce controllability of the airplane.
2007-06-11: 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: Cracks on a vertical stabilizer attachment fitting due to corrosion, have been found on an aircraft in service. We are issuing this AD to require actions to correct the unsafe condition on these products.