Results
2023-04-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that longitudinal sealing tape in the forward and aft cargo compartments had migrated from its original position, which could affect the fire extinguishing system efficiency in the cargo compartments. This AD requires repetitive detailed inspection of the affected parts, and, depending on findings, accomplishment of applicable corrective action, 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.
2004-07-25: The FAA is superseding an existing airworthiness directive (AD) for Hartzell Propeller Inc. Model HC-B5MP-3C/M10876K propellers, installed on Short Brothers Model SD3-60 airplanes. That AD currently requires initial and repetitive removal, disassembly, inspection, and rework if necessary of Hartzell Propeller Inc. Model HC-B5MP-3C/M10876K propellers until blades are replaced with new design blades, no later than March 31, 1988. This ad requires installation of new design blades before further flight, on Hartzell Propeller Inc. Models HC-B5MP-3C/ M10876K propellers. This AD supersedure is prompted by a review of all currently effective ADs, which found that AD 87-16-02 was not published in the Federal Register to make it effective to all operators, as opposed to just the operators who received actual notice of the original AD. We are issuing this AD to prevent propeller blade separation near the hub, which could result in engine separation from the airplane.
2002-01-27: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) GE90-76B, -77B, -85B, -90B, and -92B model turbofan engines. That AD currently requires initial and repetitive eddy current inspections (ECI) for cracks in the high pressure compressor (HPC) stage 2-6 spool, and, if necessary, replacement with serviceable parts. That amendment was prompted by reports of cracks in the stage 3-4 and stage 4-5 interstage seal teeth and spacer arms. This amendment deletes reference to the GE90-92B engine model, deletes reference to HPC spool part number (P/N) 350-005-769-0 and directs the removal from service of affected part number spools by either engine cycles or calendar date, whichever occurs first. This amendment is prompted by the introduction of a new design HPC stage 2-6 spool and four additional HPC stage 2-6 spool P/N's that are terminating action for the repetitive inspection requirements for certain P/N spools. The actions specified by this AD are intended to prevent failure of the HPC stage 2-6 spool due to cracks, which could result in an uncontained engine failure and damage to the airplane.
90-22-08: 90-22-08 AIRBUS INDUSTRIE: Amendment 39-6781. Docket No. 90-NM-199-AD. Applicability: All Model A320-231 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect cracks in the rear engine mount barrel nuts, and to prevent reduced structural integrity of the rear engine support structure, accomplish the following: A. Within 25 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 700 hours time-in-service, perform a visual inspection of the rear engine mount barrel nuts, in accordance with Airbus Industrie Operator Information Telex (AOT) ST/999.0085/90, dated April 3, 1990. If a nut is cracked, replace with a new nut, prior to further flight, in accordance with the Operator Information Telex. Following replacement of the nut, continue the visual inspections at intervals not to exceed 700 hours time-in-service in accordance with the AOT. NOTE: This Airbus Industrie telex references International Aero Engines (IAE) Service Bulletin No. V2500-NAC-71-0071, Revision 3, dated March 30, 1990, for additional information. B. On each day that flying occurs, perform a torque check of the rear engine mount bolts in accordance with Airbus Industrie Operator Information Telex (AOT) ST/999.0087/90, dated April 4, 1990. Any bolt which does not meet the appropriate torque limits specified in the AOT must be retorqued prior to further flight. NOTE: This Airbus Industrie telex references IAE Service Bulletin No. V2500-NAC-71- 0071, Revision 3, dated March 30, 1990, for additional information. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6781, AD 90-22-08) becomes effective on November 5, 1990.
99-21-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310-300 and A300-600R series airplanes, that requires installation of a new cover assembly, associated new drain and vent pipework, and a new electrical harness on the trimmable horizontal stabilizer for the fuel tank water scavenge motive pump. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fuel leakage from the seal of the water scavenge pumps, which, if not corrected, could result in leakage of fuel into fuselage areas not designed for fuel, and consequent potential for fuel to be in contact with a fuel ignition source.
2023-03-06: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by the determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that this interference can result in unavailable or misleading radio altimeter information, adversely affecting the performance of the automatic flight control system (AFCS) and resulting in increased flightcrew workload during takeoff, approach, and landing below 400 feet above ground level (AGL). This AD requires revising the existing airplane flight manual (AFM) with new limitations to mitigate identified hazards due to 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.
T83-25-51 R1: T83-25-51 R1 BOEING VERTOL COMPANY: Amendment 39-4828 and Telegram issued June 11, 1984. Applies to Boeing Vertol Model 234 series helicopters certificated in all categories. Compliance is required as indicated. To prevent possible hazards in flight associated with cracking of the main rotor head horizontal hinge pins, accomplish the following: (a) Within the next 25 hours time in service from the effective date of this AD or before the accumulation of 1,600 hours time in service, whichever comes later, retire main rotor head horizontal hinge pins P/N's 114R2196-2, 114R2197-1, and 114R2197-5 and replace with serviceable parts. (b) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (c) In accordance with FAR 21.197 flight is permitted to a base where the requirements of this AD may be accomplished. (d) Within the next 50 hours time in service from the effective date of this AD revision or before the accumulation of 300 hours time in service, whichever comes later, retire main rotor head horizontal hinge pins that have serial numbers other than A-356 thru A-367, A- 380 thru A-403, A-440 and subsequent, and YZ-135 and subsequent, and replace with serviceable parts. Amendment 39-4828 became effective March 26, 1984, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T83-25-51 issued December 9, 1983, which contained the amendment. This telegraphic revision becomes effective upon receipt.
68-11-02: 68-11-02 LOCKHEED: Amdt. 39-701. Applies to Lockheed Model 188A and 188C Series airplanes. Compliance required as indicated. To detect fatigue cracks in the upper planks at the fillet attachment holes, accomplish the following: (a) Within the next 400 hours' time in service after the effective date of this AD, unless already accomplished within the last 1000 hours' time in service, and thereafter at intervals not to exceed 1400 hours' time in service from the last inspection, inspect visually the upper wing planks in the vicinity of the fillet attachment holes on both sides of the four nacelles in accordance with Paragraphs (2)(B) of Lockheed Service Bulletin No. 88/SB-649A dated June 14, 1968, (or later FAA approved revision), or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, and if cracks are found, repair before further flight in accordance with Section (2)(C) or (2)(D) of Lockheed Service Bulletin No. 88/SB-649A dated June 14,1968, (or later FAA approved revision,) or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) The repetitive inspection required by (a) may be discontinued in the respective affected areas upon completion of the repairs described in Section 2.C. of Lockheed Service Bulletin No. 88/SB-649A, dated June 14, 1968, (or later FAA approved revision), or upon completion of the appropriate preventive repair installation described in Section I.C.I. or preventive reinforcement of Section I.C.II. of Lockheed Service Bulletin No. 88/SB-665, dated November 11, 1968, (or later FAA approved revision). (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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. This Directive effective July 5, 1968. Revised August 20, 1968. Revised October 26, 1968. Revised January 4, 1969.
2002-01-24: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, that requires replacing the dust seals of the passenger service unit (PSU) panels of the overhead stowage compartment with new dust seals. The AD provides two options to accomplish this. Operators can either replace the seals all at once or remove the seals and repetitively clean and inspect the area to defer the installation for an interim period. The actions specified by this AD are intended to ensure replacement of dust seals of the lower PSU panel that may contribute to the spread of a fire when ignition occurs from electrical arcing of a failed light holder assembly, which could cause damage to adjacent structure and smoke emitting from the PSU panel into the passenger cabin. This action is intended to address the identified unsafe condition.
2017-20-02: We are superseding Airworthiness Directive (AD) 2017-13-05, which applied to all Airbus Model A330-200, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. AD 2017-13-05 required an inspection, corrective actions if necessary, lubrication of the ball- nut, modification of the trimmable horizontal stabilizer actuator (THSA), and additional work for previously modified airplanes. For certain airplanes, AD 2017-13-05 required installation of an electronic harness, terminating actions, and a ball-screw assembly inspection. This AD clarifies the formatting of a figure in the published version of AD 2017-13-05. This AD was prompted by reports indicating that affected parties misinterpreted the intent of a figure as formatted in the published version of AD 2017-13-05, which could result in a negative effect on compliance. We are issuing this AD to address the unsafe condition on these products.
2002-01-21: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 series airplanes and Avro 146-RJ series airplanes, that requires replacement of the standby generator with a new, improved standby generator. This amendment is prompted by mandatory continuing airworthiness information from a foreign airworthiness authority. This action is necessary to prevent loss of the standby generator, which, in the event of an emergency involving the principal generator, could result in the loss of electrical power to the airplane. This action is intended to address the identified unsafe condition.
2002-01-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires replacement of the trigger spring of the slide bar on each of the passenger doors with a new, stronger trigger spring. This action is necessary to prevent corrosion of the trigger spring on the slide bar of the passenger doors, which could result in incorrect locking of the slide bar and, during deployment of the escape slide, lead to a delay in evacuating passengers in an emergency. This action is intended to address the identified unsafe condition.
76-10-10: 76-10-10 BEECH: Amendment 39-2617. Applies to Models 65-88 (Serial Numbers LP-1 thru LP-47 except LP-27 and LP-29), 65-90, 65-A90, B90 and C90 (Serial Numbers LJ-1 thru LJ-676), E90 (Serial Numbers LW-1 thru LW-163), 100 and A100 (Serial Numbers B-1 thru B- 225) and 200 (Serial Numbers BB-2 thru BB-111) airplanes. Compliance: Required as indicated, unless already accomplished. To preclude opening of the cabin door in flight, accomplish the following: I. Within 50 hours' time in service after the effective date of this AD, and within each 50 hours' time in service thereafter, check the cabin door for proper operation and rigging in accordance with the applicable Beech Shop/Maintenance Manual. When all the items specified in Paragraph II have been complied with the requirements of this paragraph (I) are no longer applicable. II. Within 50 hours' time in service after September 15, 1976, perform the following: A. On Models 65-88 (Serial Numbers LP-1 thru LP-47 except LP-27 and LP-29) and 65-90, 65-A90, B90 (Serial Numbers LJ-1 thru LJ-351) airplanes, modify the cabin door installation in accordance with Beechcraft Service Instructions 0043-104 or 0016-105, Rev. I, or later approved revisions, as applicable. B. On Models 65-88 (Serial Numbers LP-1 thru LP-47 except LP-27 and LP-29), 65-90, 65-A90, B90 and C90 (Serial Numbers LJ-1 thru LJ-676), E90 (Serial Numbers LW-1 thru LW-163), 100 and A100 (Serial Numbers B-1 thru B-225), and 200 (Serial Numbers BB-2 thru BB-111) airplanes, perform the following in accordance with Beechcraft Service Instruction 0818-016 or later approved revisions: 1. Install Beech P/N 101-430124-1 and if fixed step door Beech P/N 101-430124-3 or -5 decals on the existing cabin door instruction plate and operate the cabin door accordingly. 2. Check cabin door latching mechanism and warning system for proper operation and rigging and rerig, if required, as instructed in the appropriate Beech Shop/Maintenance Manual. C. On the airplane models and serial numbers listed below add the indicated part number FAA-approved Airplane Flight Manual Supplement/Revision to the existing airplane pilot's operating manual or FAA-approved airplane flight manual: MODELS Beech Part Number (P/N) of FAA-Approved Airplane Flight Manual Supplement Revision dated November 14, 1975 or Subsequent 1) 65-88, 65-90, 65-A90, B90 and C90 (S/N LJ-502 thru LJ-624) and 100 (S/N B-2 thru B-89 and B-93) 1) P/N 131344 2) C90 (S/N LJ-625 thru LJ-676) 2) P/N 90-590010-53A6 3) E90 (S/N LW-1 thru LW-163) 3) P/N 90-590012-3A6 4) A100 (S/N B-1, B90 thru B-92, B-94 thru B-225) 4) P/N 100-590032-1A6 5) 200 (S/N BB-2 thru BB-111) 5) P/N 101-590010-3A4 III. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 28, 1976.
81-02-10: 81-02-10 BELL: Amendment 39-4025. Applies to Models 214B and 214B-1 helicopters, serial numbers up to and including S/N 28049. Compliance is required as indicated unless already accomplished. To prevent a clutch failure which will result in the loss of engine power to the main rotor, accomplish the following: (a) The freewheeling clutch assembly, P/N 214-040-021-001, must be removed from service and P/N 214-040-021-103 clutch assembly installed according to the following schedule; (1) P/N 214-040-021-001 clutch assemblies with 290 or more hours' time in service on the effective date of this AD must be removed from service within the next 10 hours' time in service. (2) P/N 214-040-021-001 clutch assemblies with less than 290 hours' time in service on the effective date of this AD must be removed from service prior to attaining 300 hours' time in service. (3) P/N 214-040-021-001 clutch assemblies with unknown time in service must be removed within the next ten hours' time in service. NOTE: BHT Alert Service Bulletin No. 214-80-13, dated August 22, 1980, pertains to this subject. (b) Special flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to fly aircraft to a base where this AD can be accomplished. (c) Any alternate equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. This AD supersedes AD 80-07-11 (Amdt. 39-3726, 45 FR 20778). 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 Bell Helicopter Textron, Product Support Department, Post Office Box 482, Fort Worth, Texas 73101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at the 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 their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective January 26, 1981.
89-14-03: 89-14-03 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-6243. Applicability: Lockheed Model L-188A and L-188C series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent airplane control difficulties due to flap asymmetry, accomplish the following: A. Within 90 days after the effective date of this AD, inspect the flap universal joints to determine if they are splined without a stop. NOTE: Flap universal joints that are splined without a stop are easily detected by the lack of a screw and washer that holds the pins in place. If they do not have a stop, accomplish the following: 1. Remove from service any flap universal joints that are splined without a stop and install universal joints that are splined with a stop; or 2. Cut a circumferential groove in the splines of the torque tube shafts on each side of the universal joints (1 inch from the end of the shaft) and installa snap ring, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region. The snap ring is to eliminate the possibility of spline disengagement. The snap ring should completely encircle the shaft; or 3. Modify each universal joint by drilling a hole and installing a 1/8-inch diameter steel pin through each side (two per joint). Locate the pin from .7 to .8-inch from each end, and locate so as to intersect the spline centerline. Peen both pin ends. This modification must be accomplished in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region. NOTE: Local spotfacing may be necessary on pins located at maximum dimension. B. Within 90 days after the effective date of this AD and thereafter at intervals not to exceed one year, verify proper torque tube-to-universal joint engagement of .375-inch, as specified in Detail E of the L-188 Maintenance Manual, Section 27-6-8, Figure 201; and verify that the distance between the edges of the torque tube shoulders at BL55 is 5.5 to 5.87 inches (universal joints with internal stop), or 6.0 to 6.6 inches for universal joints reworked with added stop pins. C. Within 90 days after the effective date of this AD and thereafter at intervals not to exceed one year, inspect the wing flap asymmetry shutoff valves, P/N 668225-1, to ascertain whether the valves hang up or respond slowly (greater than 1 second). 1. If the valves hang up or respond slowly, prior to further flight, install a functioning serviceable valve of the same part number (P/N 668225-1) and repeat the inspections at intervals not to exceed one year. 2. Installation of modified valve, P/N 668225-101, or a new valve P/N 668225-101, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region, constitutes terminating action for the repetitive inspections of the wingflap asymmetry shutoff valves required by paragraph C. and C.1., above. D. Within 90 days after the effective date of this AD, rewire the flap asymmetry annunciator light in the cockpit to trigger the annunciator, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region, so that the light in the cockpit will illuminate when the asymmetry detector is tripped and not be dependent on the shutoff valve. 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, Los Angeles 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, Los Angeles Aircraft Certification Office. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to accomplish the actions required by 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 Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attn: L-188 Commercial Support Contracts, Dept. 63-11, Unit 33. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. This amendment (39-6243, AD 89-14-03) becomes effective on July 24, 1989.
2017-19-22: We are superseding Airworthiness Directive (AD) 2014-07-09 for British Aerospace Regional Aircraft Jetstream Series 3101 and Jetstream Model 3201 airplanes. 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 both the need for newly added inspections for corrosion, which includes the door hinges/supporting structure and attachment bolts for the main spar joint and engine support, and inadequate existing instructions for inspection for corrosion for several areas including the rudder hinge location on the vertical stabilizer. We are issuing this AD to require actions to address the unsafe condition on these products.
2002-01-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0070 and 0100 series airplanes, that requires repetitive operational tests for discrepancies of the heating system of pitot tube #1, and replacement of the pitot tube, if necessary. This AD also requires eventual modification of the alternating current sensing circuit for pitot tube #1, which terminates the repetitive operational test requirement. This action is necessary to prevent failure of the heating system of pitot tube #1 due to a short circuit, which may go undetected and lead to the pilot receiving erroneous airspeed indications, resulting in reduced control of the airplane. This action is intended to address the identified unsafe condition.
2017-19-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601 Variant), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by a new life limitation that has been introduced for the side brace fitting shaft and side brace-to-airplane fitting pin of the main landing gear (MLG). This AD requires revising the maintenance or inspection program. This AD also requires an inspection to identify the serial number, to serialize, and to record the accumulated life of the side brace fitting shaft of the MLG. We are issuing this AD to address the unsafe condition on these products.
2011-01-04: 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: It has been detected a short circuit in harness W101 due to its interference with the main door mechanism. Further analysis of the affected region has also revealed the possibility of chafing between the same harness and the oxygen tubing. The chafing of the wiring harness against the oxygen tubing could lead to a short circuit of the wiring harness and a subsequent fire in the airplane. Since this condition may occur in other airplanes of the same type and affects flight safety, a corrective action is required. Thus, sufficient reason exists to request compliance with this AD in the indicated time limit. We are issuing this AD to require actions tocorrect the unsafe condition on these products.
49-45-01: 49-45-01 LUSCOMBE: Applies to All Model 11A Aircraft. Compliance required as soon as possible but not later than next 25 hours operation time and at each 25-hour period thereafter until reinforcement of main landing gear aft canted fuselage bulkhead is accomplished. Inspect for buckling, cracks or other evidence of failure of permanent set of the main landing gear aft fuselage canted bulkhead in the web and/or flange in the area adjacent to the steel landing gear trunnion and fuel line. Inspect fuselage wing lift strut attach fitting for cracks in the radii of the flanges attaching it to each aft fuselage canted bulkhead. Usually evidence of failure of the aft canted bulkhead can be determined by a crack in the fuselage canted bulkhead web extending from the fuel line hole to the flange attaching the bulkhead to the belly skin and/or buckle in the cabin floor located approximately 1 inch directly aft of the bulkhead under the carpet flooring and/or loose rivets attaching theflange of the canted bulkhead to the belly skin. If the difficulties are not revealed as indicated, a 2-inch hole cut in the cabin floor located approximately 3 inches aft and inboard of that part of the canted bulkhead supporting the door will allow access for detailed examination of the aft side of the rear fuselage canted bulkhead. Removal of seat and floor carpet is necessary to accomplish this inspection. If loose rivets in the bulkhead flange at the attachment to the belly skin, cracks or permanent set in excess of 1/8 inch are found in the web of the bulkhead adjacent to the steel trunnion, the bulkhead must either be satisfactorily repaired or replaced. If noticeable permanent set in the web is apparent (under 1/8 inch), the web of the bulkhead may be reworked by straightening. If cracks are found in the fuselage wing lift strut attach fitting it should be replaced or the cracks should be stop drilled and the full length of each cracked flange reinforced with a 3/4 inchby 3/4 inch by 0.064 inch 24ST angle. In addition, the following modifications must be made: A collar must be incorporated on the front end of the hinge pin that passes through the front and rear main landing gear steel trunnions which are riveted to the two fuselage canted bulkheads. This tubular collar should be fabricated of 4230 steel and be at least 5/8-inch long and of sufficient thickness to effect a snug bearing fit against the forward end of the steel tube composing the socket of the forward steel trunnion. A 1/4-inch bolt should be used to attach the collar to the hinge pin using the existing 1/4-inch hole in the extreme forward end of the hinge pin. A curved doubler of 0.064 inch 24ST should be placed over the existing 0.040-inch floor skin connecting the flanges of the two main landing gear canted bulkheads. This doubler should pick up the existing floor skin and bulkhead top flange rivet pattern in the vicinity of the landing gear steel trunnion, extending in length at least 3 inches to either side of a vertical plane through the centerline of the landing gear hinge pin and picking up at least six of the existing rivets in each of the canted bulkheads. Blind type rivets may be used to attach this doubler. The rivet pattern attaching the flange of the aft canted fuselage bulkhead to the belly skin between the openings in the fuselage skin which allow entrance of the main landing gear legs should be inspected for rivet size and pattern. The first 20 rivets inboard from these openings must be 5/32-inch A17ST spaced approximately 1/2-inch apart. If the 2-inch inspection holes have been cut in the floor, they must be reinforced by at least a 4-inch diameter 0.040-inch 24ST doubler on the underneath side of the floor skin and a quick removable inspection cover placed on top side to be used for subsequent 25-hour inspections, if applicable. Any equivalent structural modification to preclude a failure, or permanent set in the aft canted bulkhead at the attachment of the main landing gear trunnion will be considered satisfactory.
2017-19-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200PF, and -200CB series airplanes. This AD was prompted by an analysis of the cam support assemblies of the main cargo door (MCD) that indicated that the existing maintenance program for the cam support assemblies is not adequate to reliably detect cracks before two adjacent cam support assemblies could fail. This AD requires an inspection to determine part numbers, repetitive inspections to detect cracking of affected cam support assemblies of the MCD, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2002-01-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires repetitive inspections of the rudder pedal adjustment fittings for cracks and replacement of cracked fittings with new fittings. This amendment also provides an optional terminating action. This action is necessary to detect and correct cracking of the rudder pedal adjustment fittings, which could lead to deformation of the fittings, resulting in jammed rudder pedals and loss of rudder control, with consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
92-20-01: 92-20-01 DE HAVILLAND, INC.: Amendment 39-8375. Docket No. 92-NM-55-AD. Applicability: Model DHC-7 airplanes; on which stainless steel cables, Post- Modification Number 7/2609, have not been installed; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a gear-up landing, accomplish the following: (a) Within 30 days after the effective date of this AD, perform a detailed inspection of the left- and right-hand main landing gear (MLG) emergency down release cables to detect corrosion, in accordance with de Havilland Alert Service Bulletin A7-32-94, dated September 3, 1991; or Revision A, dated November 15, 1991. (b) If any corrosion is detected as a result of the inspection required by paragraph (a) of this AD, prior to further flight, replace both cable assemblies with either stainless steel cables (Post-Modification Number 7/2609) or carbon steel cables (Pre-Modification 7/2609), in accordance with de Havilland Alert Service Bulletin A7-32-94, dated September 3, 1991; or Revision A, dated November 15, 1991. (c) Within 6 months after the effective date of this AD, or within 12 months after installing carbon steel cables, if installed in accordance with paragraph (b) of this AD: Install Post-Modification 7/2609 cables, in accordance with de Havilland Alert Service Bulletin A7-32-94, dated September 3, 1991; or Revision A, dated November 15, 1991. (d) 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (e) 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. (f) The inspection, replacement, and installation shall be done in accordance with de Havilland Alert Service Bulletin A7-32-94, dated September 3, 1991; or Revision A, dated November 15, 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on November 17, 1992.
93-22-05: 93-22-05 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8744. Docket 93-ANE-54. Applicability: Teledyne Continental Motors (TCM) Model O-200A reciprocating engines with Engine Serial Numbers 256030 through 256037; and TCM C85, C90, O-200, and O-240 series reciprocating engines with carburetor air intake housing assemblies, Part Numbers (P/N) CE11141, CE11142, 639814, 639815, 641534, and Repair Kit Assemblies, P/N 641689, purchased after August 31, 1991, without a permanent ink stamp "CSB 93-13" located on the inside of the housing assembly. These engines are installed on but not limited to the following aircraft: American Champion Models 7BCM, 7CCM, S7CCM, 7DC, S7DC, 7EC, S7EC, 7FC, 7JC, 7ECA, 11BC, S11BC, 11CC, S11CC, and 402; Anderson Greenwood Model 14; Cessna Model 120, 140, 140A, 150, 150A-M, and A150K-M; Luscombe Model 8E, 8F, and T-8F; McClish (Funk) Model B85C; Piper Model PA-18 and PA-19; Reims Model F150G, H, J, K, L, M, FA150K, L, FRA150L, and M; Spinks Model Lark 95; Superior (Culver) Model V and V-2; Taylorcraft Model 19 and F-19; and Univair (Erco, Forney, Alon, Mooney) Model 415E, 415G, F-1, F-1A, A-2, and M-10. Compliance: Required as indicated, unless accomplished previously. To prevent engine failure due to a cracked air valve in the carburetor air intake housing assembly, accomplish the following: (a) Within the next 5 hours time in service (TIS) after the effective date of this AD, inspect the carburetor air intake housing assembly in accordance with paragraph 2 of the Inspection Procedure section of TCM Critical Service Bulletin (CSB) No. 93-13, dated August 12, 1993. (1) If the carburetor air intake housing assembly meets the requirements of Paragraph 2A of the Inspection Procedures of TCM CSB No. 93-13, dated August 12, 1993, no further action is required. (2) If the carburetor air intake housing assembly meets the requirements of paragraph 2B of TCM CSB No. 93-13, dated August 12, 1993, inspect the carburetor air intakehousing assembly for cracks. If cracks are found anywhere in the assembly, prior to further flight replace with a serviceable assembly. (b) Thereafter, for assemblies that meet the requirements of paragraph 2B of TCM CSB No. 93-13, dated August 12, 1993, inspect the carburetor air intake housing assembly for cracks in accordance with Paragraphs 3 and 4 of the Inspection Procedure of TCM CSB No. 93-13, dated August 12, 1993, at intervals not to exceed 25 hours TIS since the last inspection. If cracks are found anywhere in the assembly, prior to further flight replace with a serviceable assembly. (c) Inspect uninstalled carburetor air intake housing assemblies in accordance with paragraph (a) of this AD prior to installation. (d) For the purpose of this AD, a serviceable carburetor air intake housing assembly is defined as: (1) An assembly purchased on or before August 31, 1991; or (2) An assembly that meets the inspection criteria of paragraph (a)(1) of this AD; or(3) An assembly with the following P/N's: (i) 653661, which supersedes CE11142; (ii) 653670, which supersedes 639815; (iii) 653675, which supersedes 641534; (iv) 653657, which supersedes 641689; or (4) An assembly, P/N 641534, with a permanent ink stamp "CSB 93-13" located on the inside of the housing assembly. NOTE: The assemblies, P/N's CE11141 and 639814, have not been superseded, as these are assemblies with the air filter included, corresponding to airboxes, P/N's CE11142 and 639815. (e) Replacement with a serviceable carburetor air intake housing assembly constitutes terminating action to the inspection requirements of this AD. (f) 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, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send itto the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (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, and replacement, if necessary, shall be done in accordance with the following service document: Document No. Pages Revision Date TCM CSB No 93-13 1-3 Original August 12, 1993 Total pages: 3 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 Teledyne Continental Motors, P.O. Box 90, Mobile, AL 36601; telephone (205) 438-3411. Copies may be inspected at the FAA, New England Region, Office of theAssistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective December 14, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-22-05, issued November 4, 1993, which contained the requirements of this amendment.
2017-19-09: We are superseding Airworthiness Directive (AD) 2014-25-01, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2014-25-01 required modifying the nose landing gear (NLG) trailing arm and installing a new pivot pin retention mechanism. This AD instead requires modifying the NLG shock strut assembly. This AD was prompted by reports of discrepancies of a certain bolt at the pivot pin link, resulting in corrosion of the bolt. We are issuing this AD to address the unsafe condition on these products.