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2015-21-01: We are adopting a new airworthiness directive (AD) for all Technify Motors GmbH TAE 125-02 reciprocating engines with a dual mass flywheel installed. This AD requires installation of a start phase monitoring system and associated specified software. This AD was prompted by reports of a gearbox drive shaft breaking during starting or restarting of the engine. We are issuing this AD to prevent overload and failure of the gearbox drive shaft, which could result in failure of the engine, in-flight shutdown, and loss of control of the airplane.
51-20-02: 51-20-02 MARTIN: Applies to All Models 202 and 202A Airplanes, Except as Noted. Compliance required as specified. In order to comply with recommendations of the Martin 202 Modification Board, the following items must be accomplished. In all cases, modifications which are demonstrated to provide a level of safety equivalent to that provided by the modifications listed herein will be acceptable in lieu of the listed modifications. 1. Compliance required not later than January 1, 1952. (a) Cover heater ignition interlock relay box tightly. (Applies to Model 202 airplanes only.) (b) Cover autopilot servo control relay box tightly. (Applies to Model 202 airplanes only.) (c) Cover AC distribution panel tightly or replace with enclosed relays. (d) Enclose all uncovered relays in the DC distribution panel in a box or replace with enclosed relays. (e) Cover heating and ventilating control box tightly. 2. Compliance required not later than November 15, 1951. Either replace present dural crossfeed line with a continuous piece of fire-resistant hose where it passes through the fuselage and relocate the fittings to a location outboard of the fuselage, or provide adequately drained liquid and vapor-proof shroud for the fuel crossfeed line where it passes through the main electrical compartment in the fuselage. (Glenn L. Martin Service Bulletin No. 173 covers one method of compliance with this item.) (Applies to Model 202 airplanes only.) 3. Compliance required not later than March 1, 1952. Make electrical hydraulic pump explosion proof. (Glenn L. Martin Service Bulletin No. 188, issued for the Model 202A, covers this same subject and may be used for both 202 and 202A airplanes.) 4. Compliance required not later than March 1, 1952. Install separate circuit breakers for the pitot tube heater circuits. (Glenn L. Martin Service Bulletin No. 118, issued for the Model 202A, covers this same subject and may be used for both 202 and 202A airplanes.) 5. Compliance required not later than March 1, 1952. Replace all 75ST aileron hinge fittings with steel parts. (Glenn L. Martin Maintenance Note No. 164 covers this same subject.) (Applies to Model 202 airplanes only.)
2000-16-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Industrie Model A300 B2 and B4 series airplanes, that currently requires inspection of the fuselage longitudinal lap joints and circumferential joints, and of the stringers and doublers for bonding delamination and cracks; and repairs, as necessary. This amendment requires expansions of certain inspection areas; revisions of certain inspection thresholds or intervals; changes in references to inspection methods; and the addition of a modification to certain longitudinal lap joints. 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 delamination and cracking of the fuselage, which could result in rapid decompression of the airplane.
2015-21-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of un-annunciated failures of the direct current (DC) starter generator, which caused caution indicators of the affected systems to illuminate and prompted emergency descents and landings. This AD requires replacing the DC generator control units (GCUs) with new GCUs and replacing the GCU label. We are issuing this AD to prevent a low voltage condition on the left main DC bus, which, during critical phases of flight, could result in the loss of flight management, navigation, and transponder systems, and could affect continued safe flight.
92-19-08: 92-19-08 FAIRCHILD AIRCRAFT (formerly Swearingen Aviation Corporation): Amendment 39-8366. Docket No. 92-CE-09-AD. Supersedes AD 81-02-01, Amendment 39-4009. Applicability: The following model and serial numbered airplanes, certificated in any category: Model Serial Numbers SA226-T all serial numbers SA226-T(B) all serial numbers SA226-AT all serial numbers SA226-TC all serial numbers SA227-TT TT421 through TT444 SA227-AT AT423 through AT440 SA227-AC AC406, AC415, AC416, and AC420 through AC448 NOTE 1: The only SA227 series airplanes affected by this AD are those manufactured before the production change that incorporated rudder pedal links with bushings that more efficiently prevent wear. Compliance: Required upon the accumulation of 5,000 hours time-in-service (TIS) or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished within the last 5,000 hours TIS (superseded AD 81-02-01, Amendment 39-4009), and thereafter at intervals not to exceed 5,000 hours TIS. To prevent failure of the rudder cable to rudder pedal link attachments, which could result in loss of control of the airplane, accomplish the following: (a) Remove and discard the rudder cable to rudder pedal link attachment bolts and bushings, and prior to further flight, accomplish the following in accordance with the instructions in either Swearingen Aviation Corporation Service Bulletin (SB) 27-027, issued: July 17, 1980; or Fairchild SB 227-27-029, issued: June 6, 1991, whichever is applicable, and the applicable maintenance manual: (1) Inspect the rudder pedal links, part number 26-72016, for elongated holes. (2) Replace any rudder pedal links that have elongated holes. (3) Install new rudder pedal link attachment bolts and bushings. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location wherethe requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, FAA, 4400 Blue Mound Road, Fort Worth, Texas 76193-0150. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth Airplane Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Fort Worth Airplane Certification Office. (d) The inspections and modifications required by this AD shall be done in accordance with either Swearingen Aviation Corporation Service Bulletin 27-027, issued: July 17, 1980; or Fairchild Service Bulletin 227-27-029, issued: June 6, 1991, whichever is applicable. 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 Fairchild Aircraft, P.O. Box 790490, San Antonio, Texas 78279-0490. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment (39-8366) supersedes AD 81-02-01, Amendment 39-4009. (f) This amendment becomes effective on October 16, 1992.
90-14-08: 90-14-08 PRATT & WHITNEY: Amendment 39-6428. Docket No. 89-ANE-15. Applicability: Pratt & Whitney (PW) JT9D-7R4D and -7R4E turbofan engines installed on Boeing B767 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent engine overtemperature and loss of power or engine shutdown inflight, accomplish the following: (a) Adjust the engine vane and bleed control (EVBC), Hamilton Standard, Part Number (P/N) 776555-3, to the 1.27 engine pressure ratio (EPR) bleed trim, and Hamilton Standard, P/N 776555-5, to 1.27 EPR in accordance with the instructions of Appendix 2 of this AD, (unless already adjusted to 1.32 EPR bleed trim in accordance with the instructions of Appendix 1 of this AD) as follows: (1) Within 5 calendar days or 50 cycles in service after the effective date of this AD, whichever occurs later, for those engines with 4,000 or more cycles in service on the effective date of this AD, or since last high pressure compressor (HPC) overhaul. (2) Within 15 calendar days or 150 cycles in service after the effective date of this AD, whichever occurs later, but not to exceed 4,050 cycles in service or since HPC overhaul, for those engines with less than 4,000 cycles in service on the effective date of this AD, or since last HPC overhaul. (3) The 3.0 bleed trim screw may bottom out before the two clockwise turns are completed in accordance with the instructions of Appendix 2 of this AD. If the turn screw bottoms out, this is an acceptable condition. (b) An engine which has had no 3.0 bleed or vane schedule adjustments since it was last trimmed in the test cell (P/N 776555-3 to 1.27 EPR or P/N 776555-5 to 1.32 EPR) is exempt from the requirements of paragraphs (a)(1) and (a)(2). NOTE: For the purpose of this AD, the definition of HPC overhaul is anytime the HPC is disassembled, inspected, and repaired in accordance with PW Engine Manual P/N 785059, Section 72-35-00. (c) Adjust the decel schedule trimof fuel control unit (FCU), P/N 797371, and reidentify the FCU, in accordance with the instructions of Appendix 3 of this AD, within the applicable schedule in paragraph (a)(1) or (a)(2) above. If cycling bleeds occur as a result of the decel schedule uptrim, downtrim the decel schedule in accordance with the instructions of Appendix 4 of this AD. (d) Within the next 30 calendar days after the effective date of this AD accomplish the following: (1) Adjust the EVBC, P/N 776555-3, to the 1.27 EPR bleed trim and, P/N 776555-5, to the 1.32 EPR bleed trim in accordance with the instructions of Appendix 1 of this AD. (2) Modify the 3.0 bleed valve cylinder, P/N 806885 or 774300, in accordance with the instructions of Appendix 5 or Appendix 6 of this AD. (3) Inspect the 3.0 bleed valve linkage for wear in accordance with the instructions of Appendix 7 of this AD and accomplish the following: (i) Remove engines with worn 3.0 valve linkage prior to accumulating 5 cycles inservice since inspection and replace with a serviceable engine. (ii) Reinspect linkages found serviceable in accordance with the requirement of paragraph (c)(3) above, at intervals not to exceed 3,000 hours since last inspection. (e) Incorporate the following modifications to upgrade the EVBC to Hamilton Standard, P/N 776555-5, prior to July 31, 1990, by accomplishing the following: (1) Incorporate the fluid drain between sensor servo piston chevron seals, in accordance with the instructions of Appendix 8 of this AD. (2) Incorporate the pilot valve spring, P/N 801040-1, in accordance with the instructions of Appendix 9 of this AD. (3) Incorporate the decel bleed reset piston spring, P/N 801073-1, in accordance with the instructions of Appendix 10 of this AD. (4) Incorporate the 3.0 bleed cam, P/N 765357-11, and recalibrate the control, in accordance with the instructions of Appendix 11 of this AD. (5) Incorporate the actuator valve, P/N 800997-1, in accordance with the instructions of Appendix 12 of this AD; or remove actuator valve, P/N 728149-3, and replace with a new or serviceable actuator valve, P/N 728149-3. Replacement actuator valves, P/N 728149-3, must be removed from service at, or prior to accumulating 10,000 hours since new. (6) Incorporate the adjust EVBC to 1.32 EPR bleed trim, in accordance with paragraph (c)(1) above. (f) Modify FCU, Hamilton Standard, P/N 773333-3, prior to July 31, 1990, by accomplishing the following: (1) Incorporate the L-22 idle speed cam, P/N 774537-9, in accordance with the instructions of Appendix 13 of this AD. (2) Incorporate the decel cam, P/N 774538-13, in accordance with the instructions of Appendix 14 of this AD. (g) Incorporate the revised test procedure for the fuel control decel bleed override, in accordance with the instructions of Appendix 15 of this AD, prior to July 31, 1990. (h) Install 3.0 bleed dampers at the next shop visit, in accordance with PW Service Bulletin (SB) JT9D- 7R4-72-336, Revision 5, dated June 23, 1988. Installation of 3.0 bleed dampers terminates the reinspection requirements of paragraph (c)(3)(ii) above. NOTE: For the purpose of this AD, the definition of shop visit is any time the engine or module is in a maintenance shop capable of complying with the SB instructions regardless of the planned maintenance action or the reason for engine removal. (i) Restore the leading edge of the first stage compressor blades in accordance with PW SB JT9D-7R4- 72-117, Revision 4, dated June 30, 1989, at the next fan module overhaul after the effective date of this AD and thereafter at every fan module overhaul. NOTE: For the purpose of this AD, the definition of fan module overhaul is anytime the fan module is disassembled, inspected, and repaired, in accordance with PW Engine Manual P/N 785058. (j) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished.(k) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The installation and restoration procedures shall be done in accordance with the following PW documents: Document No. Page No. Issue/Revision Date JT9D-7R4-72-117 1,2,4,5,6, 4 June 30, 1989 7,8,9,10,11 JT9D-7R4-72-117 3 3 Dec. 21, 1987 JT9D-7R4-72-336 1,3,4,8,9,10 5 June 23, 1988 11,12,13,14,15, 4 Aug. 28, 1987 16,17,18,19,20 2 3 June 8, 1987 JT9D-7R4-72-336 5,6,7 Original March 2, 1987 This incorporation by reference was approved by the Director of the Federal Registerin accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Pratt & Whitney Publications Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This AD supersedes telegraphic airworthiness directive No. T89-11-51, dated May 23, 1989. This amendment (39-6428, AD 90-14-08) becomes effective on July 2, 1990. Appendix 1 NOTE: This appendix consists of material from: Boeing 767 Maintenance Manual, JT9D engines, Chapter/Section 71-01-00, Test No. 10, dated February 10, 1989. Appendix 2 NOTE: This appendix consists of material from: Pratt & Whitney (PW) Special Instruction (SI) 55F-89, dated May 19,1989. Appendix 3 NOTE: This appendix consists of material from: PW SI 42F-88, Revision A, dated May 19, 1989. Appendix 4 NOTE: This appendix consists of material from: PW SI 53F-89, dated May 23, 1989. Appendix 5 NOTE: This appendix consists of material from: PW SB JT9D-7R4-75-98, Revision 1, dated August 17, 1989. Appendix 6 NOTE: This appendix consists of material from: PW SI 54F-89, dated May 19, 1989. Appendix 7 NOTE: This appendix consists of material from: PW Maintenance Manual, P/N 785050, Chapter/Section 72-00-00, Inspection/Check -06, dated November 1, 1986. Appendix 8 NOTE: This appendix consists of material from: Hamilton Standard Bulletin (HSB) GTA9 No. 9, Revision 1, dated October 15, 1984. Appendix 9 NOTE: This appendix consists of material from: HSB GTA9 No. 16, dated March 20, 1988. Appendix 10 NOTE: This appendix consists of material from: HSB GTS9 No. 17, dated March 31, 1988. Appendix 11 NOTE: This appendix consists of material from: HSB GTS9 No. 18, Revision 1, dated January 15, 1989. Appendix 12 NOTE: This appendix consists of material from: HSB GTA9 No. 19, dated August 12, 1988. Appendix 13 NOTE: This appendix consists of material from: HSB JFC68-7 No. 10, Revision 1, dated October 31, 1989. Appendix 14 NOTE: This appendix consists of material from: HSB JFC68-7 No. 14, Revision 1, dated October 31, 1989. Appendix 15 NOTE: This appendix consists of material from: HSB JFC68-7 No. 12, dated March 31, 1988.
87-22-03: 87-22-03 BRITISH AEROSPACE: Amendment 39-5749. Applies to BAe Model 125- 800A series airplanes, certificated in any category. Compliance is required within 60 days after the effective date of this AD, unless previously accomplished. To prevent failure of the engine fire warning annunciation in the flight deck, accomplish the following: A. Inspect the socket contacts in connectors TA7 and TB7 for adequate crimping, and replace, if necessary, in accordance with British Aerospace Service Bulletin 26-27, dated May 16, 1986. B. 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, Northwest Mountain Region. C. 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 the inspections required by this AD. All persons affected by this directive whohave not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective November 13, 1987.
2000-16-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that currently requires repetitive inspections to detect cracking of the canted pressure bulkhead at fuselage station (FS) 1212, and repetitive inspections to detect cracking of the web at the fastener rows of the vertical stiffener-to-web; and repair or replacement of the web with a new web, if necessary. This amendment requires that the initial inspections be accomplished at a reduced threshold. This amendment is prompted by a report of fatigue cracking of the canted pressure bulkhead at FS 1212. The actions specified by this AD are intended to detect and correct fatigue cracking of the canted pressure bulkhead at FS 1212, which could result in blowout of a panel between adjacent stiffeners and consequent cabin depressurization.
88-15-08: 88-15-08 DE HAVILLAND: Amendment 39-5978. Applies to Model DHC-3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished in accordance with AD 85-11-01, Amendment 39-5071. To prevent disengagement of the folding utility seat forward leg from the floor mounting rail, which could result in hazards to seat occupants from an inadequately restrained seat during a crash, accomplish the following: (a) Within 50 hours time-in-service (TIS) after the effective date of this AD, and at subsequent intervals of 50 hours TIS, attempt to move the lower end of each leg sideways into the open part of the keyhole slot using as much force as can be exerted by hand. If the leg can be released from the keyhole slot, remove the seat from service until DeHavilland Modification No. 3/932 is incorporated. (This modification is contained in DeHavilland Service Bulletin No. 3/42, Revision A, dated September 18, 1987).(b) Repeat the check in Paragraph (a) of this AD each time the seats are moved from the stowed to deployed position. (c) The check required by Paragraph (b) of this AD may be accomplished by a flightcrew member, certificated under FAR 61 or FAR 63 rules, briefed on the procedure. NOTE: When the checks required by Paragraph (b) of this AD are accomplished by a flightcrew member pursuant to the restrictions specified in Paragraph (c) of this AD, maintenance records must be made as required by FAR 43.9 and those records must be maintained as required by FAR 91.173, 121.380, or 135.439 as applicable. (d) When Modification No. 3/932 is installed in accordance with the "ACCOMPLISHMENT INSTRUCTIONS" of DeHavilland S/B No. 3/42, Revision A, on each seat, subsequent checks required by this AD are no longer required. (e) An equivalent means of compliance may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the DeHavilland Aircraft Company of Canada, a Division of Boeing of Canada, Ltd, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5; Telephone (416) 633- 7310, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 85-11-01, Amendment 39-5071. This amendment, 39-5978, becomes effective on August 27, 1988.
90-03-09: 90-03-09 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6465. Docket No. 89- ASW-69. Applicability: All BHTI Model 205A and 205A-1 helicopters with retrofit kit, P/N 212- 704-129-101, installed (reference Bell Service Instructions 212-68, May 29, 1981); all Model 212 helicopters, S/N's 30501 through 30999, 31101 through 31273, 31275, 32101 through 32142, and 32201 through 32262 with T/R hub and blade assembly, P/N 212-011-701-001, installed; and all Model 412 helicopters, S/N's 33001 through 33118, 33120, and 33121; certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the tail rotor and subsequent loss of control of the helicopter, accomplish the following: (a) For the Model 412: (1) Within the next 20 hours' time in service after the effective date of this AD, and every 20 hours' time in service thereafter, until the requirements of paragraph (a)(2) have been accomplished, visually inspect the T/R trunnion bearing housing assembly, P/N 212- 011-716-1, for cracks in the end web. If cracks are present, remove and replace with a serviceable part before further flight. (2) Within the next 150 hours' time in service or within 60 days after the effective date of this AD, whichever occurs first, remove the T/R hub and blade assembly, P/N 212-011-701-1, and measure the end web thickness of the trunnion bearing housing, P/N 212- 011-716-1. Replace any housing with an end web thickness of 0.059 inches or less with a serviceable part. NOTE: Accomplishment of Bell Helicopter Alert Service Bulletin (ASB) 412-86-25, Revision "A", dated July 23, 1986, fulfills the requirements of paragraph (a). (b) For the Model 205A, 205A-1, and 212: (1) Within the next 25 hours' time in service after the effective date of this AD, and every 25 hours' time in service thereafter, until the requirements of paragraph (b)(2) have been accomplished, visually inspect the T/R trunnion bearing housing assembly, P/N 212- 011-716-1, for cracks in the end web. If cracks are present, remove and replace with a serviceable part before further flight. (2) Within the next 150 hours' time in service or within 60 days after the effective date of this AD, whichever occurs first, remove the T/R hub and blade assembly, P/N 212-011-701-1, and measure the end web thickness of the trunnion bearing housing, P/N 212- 011-716-1. Replace any housing with an end web thickness of 0.059 inches or less with a serviceable part. NOTE: For Models 205A, 205A-1, and 212, accomplishment of Bell Helicopter Alert Service Bulletins (ASB) 205-86-24 Revision "A" dated July 23, 1986, and ASB 212-86-39 Revision A, dated July 23, 1986, fulfills the requirements of paragraph (b). (c) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA, FortWorth, Texas. (d) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where removal and replacement of the affected trunnion bearing housing required by this AD may be accomplished. This amendment (39-6465, AD 90-03-09) becomes effective on February 13, 1990, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD's 86-16-11, issued August 14, 1986, and 86-17-09 and 86-17-10, issued August 21, 1986, which contained this amendment.
2015-21-03: We are removing Airworthiness Directive (AD) 2010-08-08, which applied to certain Airbus Model A330-243, -341, -342, and -343 airplanes. AD 2010-08-08 required deactivating the water scavenge automatic operation and revising the Limitations section of the airplane flight manual (AFM). We are also removing AD 2011-06-04, which applied to certain Airbus Model A330-243F airplanes. AD 2011-06-04 required revising the Limitations section of the AFM. We issued ADs 2010-08-08 and 2011-06-04 to prevent fuel flow restriction, caused by ice, resulting in a possible engine surge or stall condition, and the engine being unable to provide the commanded thrust. Since we issued AD 2010-08-08 and AD 2011-06-04, we received new data indicating that the water scavenge system (WSS) operation does not induce any risk of fuel feed system (including the engine) blockage by ice on the pipework or pump inlets. We have also determined that the risk of fuel flow restriction by ice at the fuel oil heatexchanger (FOHE) interface on airplanes equipped with Rolls-Royce Trent 700 engines is now addressed by a redesigned FOHE, which incorporates enhanced anti-icing and de- icing performance.
2015-20-13: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-28-161, PA-28-181, and PA-28R-201 airplanes. This AD requires inspecting the right wing rib at wing station 140.09 for cracks and taking necessary corrective action. This AD was prompted by a report of cracks found in the wing rib bead radius that were formed during production. We are issuing this AD to correct the unsafe condition on these products.
2000-13-03 R1: This document corrects information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. That AD also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects an error that resulted in the omission of a note, which informs operators of an alternative approved means of compliance for certain requirements. This correction is necessary to ensure operators are informed of this approved means of compliance.
2022-23-01: The FAA is superseding Airworthiness Directive (AD) 2020-04- 20, which applied to certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. AD 2020-04-20 required repetitive inspections of certain parts for discrepancies that meet specified criteria, and replacement as necessary; repetitive inspections of certain parts for damage and wear, and rework of parts; and electrical bonding checks of certain couplings. AD 2020-04-20 also required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. For certain airplanes, AD 2020-04-20 allowed a modification that terminates the repetitive inspections. This AD continues to require the actions in AD 2020-04-20, revises the applicability by adding airplanes, and requires, for certain airplanes, the previously optional rework and retrofit of certain parts of the fuel system. Doing the rework and retrofit terminates the retained initial and repetitive inspections in this AD. This AD was prompted by reports of wear on fuel couplings, bonding springs, and sleeves as well as fuel tube end ferrules and fuel component end ferrules, and by a determination that a more robust lightning ignition protection design is necessary. The FAA is issuing this AD to address the unsafe condition on these products.
46-01-01: 46-01-01 CESSNA: (Was Service Note 1 of AD-722-5.) Applies to all T-50 Aircraft. Improper flap chain operation, characterized by jumpy chain action, may lead to the chain jumping the idler and jamming. Improper operation is probably due to incorrect chain tension or excessively worn sprockets or both. The chain tension can be checked at the flap screw inspection opening by pressing the chains together at a point approximately 4 inches inboard of the flap screw sprocket. The distance between the chains should not be less than 1/4 nor more than 3/4 inch. The chain tension may be adjusted by means of the adjustable arm or the idler. The sprockets are considered excessively worn and should be replaced when the teeth are 1/2 the thickness of the sprocket web. In addition, the chain guard on the idler should be checked to make certain that it has not been bent or worn through. Inspect all chain links for cracks and replace any links that are found cracked. It is recommendedthat the chain be replaced every 1,000 hours. (Cessna Service Bulletin No. 100 dated July 13, 1945, covers this same subject.)
76-08-04: 76-08-04 BELLANCA: Amendment 39-2583 as amended by Amendment 39-2713. Applies to Bellanca Models: 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-30, 17-30A, 17-31, 17-31A, 17-31TC and 17-31ATC certificated in all categories. Compliance required as indicated. To detect deterioration in wood wing, accomplish Part I and Part II of Bellanca Aircraft Corporation Service Letter No. 87A dated April 12, 1976, as follows: (a) For airplanes which have been produced prior to the preceding eleven months comply with Part I within the next 10 hours time in service, or within the next 30 days, whichever occurs first after the effective date of this Airworthiness Directive, unless already accomplished. (b) Comply with Part II not later than 13 months after the effective date of this AD. (c) After the initial inspection specified in (a), comply with Part I at each annual inspection required by Federal Aviation Regulations Part 91. If wood deterioration is detected, repair mustbe accomplished in accordance with FAA Approved Standard Practice AC 43-13-1A or FAA approved equivalent and/or manufacturer's recommendations prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. The manufacturer's Service Letter No. 87A identified and described in this directive is incorporated herein pursuant to 5 U.S.C. 552 (a)(1). All persons affected by this directive who have not already received the documents from the manufacturer may obtain copies upon request from Bellanca Aircraft Corporation, Box 624, Municipal Airport, Alexandria, Minnesota 56308. These documents may also be examined at the office of Regional Counsel, Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 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 headquartersin Washington D.C. and at the Great Lakes Region Engineering and Manufacturing Branch, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 39-2583 became effective April 22, 1976. This amendment 39-2713 becomes effective September 9, 1976.
2000-16-05: This amendment supersedes an existing airworthiness directive (AD) that applies to Schweizer Aircraft Corporation (Schweizer) Model 269A, 269A-1, 269B, 269C, 269C-1, 269D helicopters. That AD requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment reduces the applicability by specifying certain serial number tail rotor pitch control (pitch control) assemblies and shipping dates but adds the Schweizer Model TH-55A helicopter to the applicability. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified by this AD are intended to prevent failure of the shaft, loss of the tail rotor, and subsequent loss of control of the helicopter.
88-15-03: 88-15-03 AEROSPATIALE: Amendment 39-5965. Applies to Model ATR-42 series airplanes, certificated in any category, as listed in the following Aerospatiale Service Bulletins: ATR42-27-0010, dated March 20, 1987; Operational Engineering Bulletin Number 17, dated January 26, 1987; ATR42-27-0015, Revision 3, dated February 29, 1988; ATR42-30-0010, Revision 2, dated July 7, 1987; and ATR42-21-0009, Revision 4, dated February 22, 1988. Compliance is required as indicated, unless previously accomplished. To prevent excessive loads on the vertical stabilizer in the event of dual hidden failures in the elevator trim system, accomplish the following: A. For airplanes listed in Aerospatiale Service Bulletin ATR42-27-0010, dated March 20, 1987, within 100 hours time-in-service after the effective date of this AD, accomplish the following: 1. Inspect the trim system in accordance with Aerospatiale Service Bulletin ATR42-27-0010, dated March 20, 1987. Repeat this inspectionthereafter at intervals not to exceed 200 hours time-in-service. If defective parts are identified during this inspection, repair or replace with airworthy parts prior to further flight, in accordance with the service bulletin. 2. Insert the following in the Model ATR-42 Airplane Flight Manual, Limitations Section: "Prior to each taxi, perform the following procedure check: Prior to setting takeoff trim adjustment, run elevator trim to full up stop and full down stop to detect trim malfunction described in Operations Engineering Bulletin Number 17, dated January 26, 1987." B. Within 1,500 hours time-in-service after the effective date of this AD: 1. For airplanes listed in Service Bulletin ATR42-21-0009, Revision 4, dated February 22, 1988: Install spike suppression circuits in the air conditioning system, in accordance with this service bulletin. 2. For airplanes listed in Aerospatiale Service Bulletin ATR42-27-0015, Revision 3, dated February 29, 1988: Subsequent to the installation of the spike suppression circuits required by paragraph B.1., above, install an elevator trim dissymmetry monitoring system and associated alarm, in accordance with this service bulletin. 3. For airplanes listed in Aerospatiale Service Bulletin ATR42-30-0010, Revision 2, dated July 7, 1987: Modify the crew warning system, in accordance with this service bulletin. C. The accomplishment of the requirements of paragraph B., above, constitutes terminating action for the requirements of paragraph A., above. D. 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permitsmay be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5965, becomes effective August 11, 1988.
2015-20-09: We are superseding airworthiness directives (AD) 2001-18-06 and AD 2008-22-16, for all General Electric Company (GE) CT58 turboshaft engines. AD 2001-18-06 and AD 2008-22-16 required recalculating the lives of life-limited rotating parts using a repetitive heavy-lift (RHL) multiplying factor and removal from service of parts that exceed the recalculated cyclic or hourly life limit. This new AD would consolidate AD 2001-18-06 and AD 2008-22-16, and further reduce the life capability of certain parts. This AD was prompted by recalculation of life for parts installed on engines used in Utility operations, and a reduced life for compressor spools in all operations. We are issuing this AD to prevent failure of life-limited rotating parts, uncontained part release, damage to the engine, and damage to the aircraft.
2000-15-19: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model SA-365N, N1, and AS-365N2, N3 helicopters. This action requires inspecting the sand filter ejection nozzle (nozzle) for cracks and replacing any cracked nozzle. This amendment is prompted by the discovery of a cracked nozzle during a preflight inspection. This condition, if not corrected, could result in loss of the nozzle in flight, impact with the main or tail rotor, and a subsequent forced landing.
79-18-05: 79-18-05 LITHIUM SULFUR DIOXIDE BATTERIES: Amendment 39-3549 as amended by Amendment 39-3708. Applies to all Lithium Sulfur Dioxide (LiSO2) batteries installed in aircraft or in equipment used in aircraft. LiSO2 batteries have been used in, but not necessarily limited to, the following Emergency Locator Transmitters (ELT's): Communications Components Corporation Model CIR 10, all serial numbers Battery pack BP-60, BP-60A, BP-60B, and BP-60C. Model CIR 11-2, all serial numbers Battery pack BP-60-11, BP-60-11A, BP-60-11B, and BP-60-11C. Cessna Aircraft Co. Part Number C589511-0103 Part Number C589510-0202 Part Number C589510-0209 Part Number C589510-0109 Dorne and Margolin, Inc. Model DMELT 6 serial numbers 1 to 24,999 with battery pack DMELT 6.11, except those ELT's which have been modified by the change to battery pack DMELT 6.13. Garrett Manufacturing Ltd. Model No. 627-810 - all serial numbers 627-818 - all serialnumbers 627-934 - all serial numbers 625-088 - all serial numbers Battery part number 616-246-1 616-246-2 Leigh Systems, Inc. Model SHARC 7 with a 3 or 4 cell battery pack. The ELT including battery weighs approximately 1.8 pounds. Pathfinder Corporation Model No. 2052 Pointer Inc. Model 2000 Model 2000, Series Mod A Model 3000, Series Mod A Model 3000-2 LiSO2 battery pack - P/N 2018, P2018, M2018, 2018 HSP, and 2018 HSM. Other aircraft equipment that have used LiSO2 batteries: (1) Bendix RNAV Computer Model RNS3500 Control Display Unit CD-3501A. (2) Emergency lighting, sliderafts, and flashlights. Manufacturer's have not used LiSO2 batteries in the following ELT's. However, such batteries may have been substituted after manufacture. Pacific Communication Corporation Alert Model 50, 60, and 70 Pacific Avionic Company, Inc. Model ELT-1 DME Corporation Model RLB-5 (A)Model RLB-9 (A) and (B) Micro Electronics, Inc. Emergency Beacon Corporation All models LARAGO/MERL, Inc. LARAGO 79007 MERL 1005 Dorne and Margolin Model DMELT 6 serial no. 25,000 and above Compliance is required as indicated, unless already accomplished. To prevent fire, venting violently, explosion, corrosion, or leakage of gas associated with certain LiSO2 batteries, accomplish the following: (a) Before further flight, remove all LiSO2 batteries which do not meet the requirements of TSO-C97 from U.S.-registered civil aircraft, including any installed in equipment used in such aircraft. NOTE: This AD requires that LiSO2 batteries used in U.S.-registered civil aircraft meet the requirements of TSO-C97. LiSO2 batteries removed from equipment in accordance with AD 79-05-02 or this AD may be replaced by LiSO2 batteries which meet the requirements of TSO-C97 or another power source. However, in either case the equipment must meet all applicable requirements of the Federal Aviation Regulations. (b) Before further flight, remove from U.S.-registered civil aircraft any ELT powered by LiSO2 batteries which do not meet the requirements of TSO-C97, and comply with the recordkeeping and placarding requirements of FAR Section 91.52(f)(10)(i). (c) For any aircraft from which an ELT has been removed to comply with AD 79-05-02 or this AD, before March 28, 1980 (October 15, 1980 for ELT's specified in paragraph (f) of the AD) either - (1) Install LiSO2 batteries which meet the requirements of TSO-C97 in the ELT and, provided the ELT meets the requirements of FAR Section 37.200, reinstall it in the aircraft; or (2) Install in the aircraft an ELT which meets the requirements of FAR Section 37.200 which is powered by a source other than LiSO2 batteries. (d) Upon installation of an ELT in accordance with paragraph (c) of this AD, record in the aircraft records the action taken, and remove the placard which states "ELT NOT INSTALLED." (e) Notwithstanding FAR Section 91.52(f)(10)(ii), an aircraft from which an ELT has been removed in accordance with AD 79-05-02 or this AD, may operate without an ELT required by FAR Sections 91.52(a) and (b) until complying with paragraph (c) of this AD, but in no event later than March 28, 1980 (October 15, 1980 for ELT's specified in paragraph (f) of this AD). (f) The later alternate compliance date specified in paragraphs (c) and (e) of this AD applies when a removed ELT was manufactured by: (1) Communications Components Corporation (2) Garrett Manufacturing Ltd; and (3) Leigh Systems, Inc. Amendment 39-3549 superseded Amendment 39-3422, AD 79-05-02. Amendment 39-3549 became effective August 24, 1979. This Amendment 39-3708 becomes effective February 28, 1980.
91-25-09: 91-25-09 EMBRAER (Empresa Brasileira de Aeronautica S.A.): Amendment 39-8110. Docket No. 91-CE-82-AD. Applicability: EMB-110 Series airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 300 hours TIS. To prevent loss of control of the airplanes caused by failure of the elevator trim tab support, accomplish the following: (a) Visually inspect the elevator trim tab actuator support, either part number (P/N) 110-3215-56 or P/N 110-3210-04 for cracks and loose fasteners. Prior to further flight, replace any cracked elevator trim tab actuator support with a new support, P/N 10-3210-04, and replace any loose fasteners in accordance with the applicable maintenance manual. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. (d) Information that is related to this AD may be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri. This amendment (39-8110, AD 91-25-09) becomes effective on December 23, 1991.
2015-20-01: We are adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 188 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating the left and right lower surface panels of the wings are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracking at these panels, and repair if necessary. The AD also requires a one-time bolt- hole eddy current inspection of all open holes for cracking, repair if necessary, and modification. We are issuing this AD to prevent fatigue cracking of the left and right lower surface panels of the wings, which could result in reduced structural integrity of the airplane.
2006-05-02: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747-200F, 747-200C, 747-400, 747-400D, and 747-400F series airplanes. This AD requires repetitive inspections for cracking of certain fuselage internal structure, and repair if necessary. This AD results from fatigue tests and analysis that identified areas of the fuselage where fatigue cracks can occur. We are issuing this AD to prevent loss of the structural integrity of the fuselage, which could result in rapid depressurization of the airplane.
2000-15-12: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-100, -200, and -200C series airplanes. This action requires inspections of a certain component, and corrective action, if necessary. This action is necessary to detect and correct stress corrosion cracking in the front spar of the center section of the horizontal stabilizer, which could result in structural failure of the horizontal stabilizer and loss of control of the airplane. This action is intended to address the identified unsafe condition.