Results
2013-06-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) models Tay 620-15 and Tay 650-15 turbofan engines. This AD was prompted by RRD recalculating the Declared Safe Cyclic Life (DSCL) for certain low-pressure compressor (LPC) rotor disc assemblies operating to the Plan D Flight Mission. This AD requires removing the affected LPC rotor disc assemblies at a new lower recalculated DSCL. We are issuing this AD to prevent failure of the LPC rotor disc assembly, uncontained engine failure, and damage to the airplane.
2000-23-09: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires a one-time inspection to detect wear of the hydraulic pump hoses, and corrective action, if necessary. This AD also requires relocation of the clip that secures the left forward hold-open rod of both nacelles. The actions specified by this AD are intended to prevent chafing and consequent rupture of the hydraulic line and loss of hydraulic pressure, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
98-20-28: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Aircraft Ltd. Models PC-12 and PC-12/45 airplanes. This AD requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
77-13-01: 77-13-01 GRUMMAN AMERICAN AVIATION CORPORATION (GAAC): Amendment 39-2919 as amended by Amendment 39-3003 is further amended by Amendment 39-3183. Applies to GAAC Model G-159, all serial numbers, and Model G-1159, serial numbers 1 through 208 and 775, airplanes certificated in all categories. Compliance required within 10 hours time in service after June 21, 1977, unless already accomplished. To prevent injury to an occupant of any jumpseat located between fuselage stations 119 and 169 on GAAC Models G-159 and G-1159 airplanes, accomplish one of the following: (a) Install a placard either on the bulkhead adjacent to the jumpseat or at any equivalent location approved by the Federal Aviation Administration utilizing a minimum of 3/16 inch high letters with the wording: "JUMPSEAT OCCUPANCY DURING TAXI, TAKEOFF, OR LANDING PROHIBITED." or (b) Modify in the following manner: 1. The Model G-159 nose landing gear drag strut fused or bulkhead modification in accordance with GAAC Aircraft Service Change No. 226, Part I or II, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 2. The Model G-1159 nose landing gear wheel well bulkhead is modified to eliminate drag strut penetration in accordance with GAAC Aircraft Service Change No. 226, Part II, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, or (c) Upon a grant of extension of compliance time by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, the required placard may be removed for the length of the extension. Interested operators must furnish documentation with justification for the need for an extension to the Federal Aviation Administration, Chief, Engineering and Manufacturing Branch, P.O. Box 20636, Atlanta, Georgia 30320 by July 21, 1978. Also required in this documentation isevidence of a firm commitment from GAAC or a qualified modifier on the available date for the modification kit for that serial number aircraft. Each request for an extension will be handled on an individual aircraft basis. When either of the modifications described in paragraph b(1) or b(2) are accomplished, or the individual grant of extension is issued in accordance with paragraph (c), the required placard of paragraph (a) may be removed. However, grants of extension of compliance time will not be issued for any date beyond November 8, 1979. After November 8, any G-159 or G-1159 aircraft with a jumpseat installed between fuselage stations 119 and 169 must have installed either the modification in paragraph b(1) or b(2), or the placard in paragraph (a). Amendment 39-2919 became effective June 21, 1977. Amendment 39-3003 became effective August 8, 1977. This Amendment 39-3183 becomes effective April 21, 1978.
2013-06-02: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Models DA 42 M-NG and DA 42 NG airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the engine air inlet filter is subject to icing. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires repetitive detailed visual inspections of the windshield wiper assembly for discrepant conditions, and corrective actions, if necessary. 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 failure of the windshield wiper assembly, which could result in loss of visibility; or damage to the propeller(s), possible penetration of the fuselage skin, and consequent depressurization of the airplane.
72-20-01: 72-20-01 HAWKER SIDDELEY AVIATION LTD.: Amdt. 39-1523. Applies to Hawker Siddeley deHavilland Model DH-114 "Heron" airplanes. Compliance required as indicated. To prevent possible fatigue failure of the primary airplane structure accomplish the following: (A) Before the accumulation of the total hours' time in service specified in Column B for the applicable component specified in Column A, or within the next 100 hours' time in service after the effective date of this AD, whichever occurs later, and thereafter before the accumulation of the specified total hours' time in service on the replacement component, comply with the applicable paragraph of this AD specified in Column C: Column A Component Column B Service Life Column C AD Paragraph (1) Airframes 30,000 Hours (B) (2) Each component of an airframe not otherwise specified in this AD. 30,000 Hours (C) (3) Wing assemblies which do not incorporate modification 520, and fuselage center section lower spar booms, P/N 14FS2939 that do not incorporate modification 492. 3,500 Hours (D) (4) Wing assemblies that incorporate modification 520 and which have not been reworked in accordance with paragraph (e)(2). 15,000 Hours (E) (5) Wing assemblies which incorporate modification 520 that have been reworked in accordance with subparagraph (E)(2). 15,000 Hours' since reworked in accordance with subparagraph (E)(2) or 30,000 hours' total time in service whichever occurs first (E)(1) (6) Vertical fin front attachment fittings (R.H. and L.H.). 15,000 Hours (F) (7) Elevator trim tab connecting rods P/N 14TE.431A (R.H. and L.H. Elevator). 15,000 Hours (G) (B) Replace an airframe with an airframe of the same part number or a part number approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, that has accumulated less than 30,000 hours' time in service. (C) Replace each component of an airframe with a component of the same partnumber or a part number approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, that has accumulated less than 30,000 hours' time in service. (D) Comply with either of the following: (1) Replace the wing assembly with a wing assembly that has modification 520 incorporated and that has accumulated less than 15,000 hours' time in service, including the hours' time in service prior to the incorporation of Modification 520, and incorporate modification 492 on the wing carry-through structure in the fuselage center section in accordance with DeHavilland Aircraft Service Modification News Sheet, Modification No.: HERON 492, as amended through Amendment No. 3, dated March 6, 1956, or an FAA-approved equivalent. (2) Incorporate Modification 520 on the wing main spar lower boom in accordance with DeHavilland Aircraft Service Modification News Sheet, Modification No.: HERON 520, Issue 2, dated December 17, 1956, or an FAA-approved equivalent, and incorporate Modification 492 on the wing carry-through structure in the fuselage center section in accordance with DeHavilland Aircraft Service Modification News Sheet, Modification No.: HERON 492, as amended through Amendment No. 3, dated March 6, 1956, or an FAA-approved equivalent. (E) Comply with the following: (1) Replace the wing assembly with a Modification 520 Wing Assembly of the same part number that has accumulated less than 15,000 hours' time in service, including the hours' time in service prior to the incorporation of Modification 520, or (2) If the wing assembly has not accumulated 30,000 hours' time in service, including the hours' time in service prior to the incorporation of Modification 520, and the rework specified in this subparagraph has not been accomplished, rework the wing assembly as follows: (i) Rework the basic wing structure by incorporating modification 1585 in accordance with Hawker Siddeley Aviation Limited ModificationLeaflet "Civil Modification" for Modification No.: HERON 1585 with Amendment No. 4 incorporated, or an FAA-approved equivalent. (ii) Replace the existing flap datum hinge links with new links, P/N 14 WF.453 (L.H.) and P/N 14 WF.454(R.H.) or an FAA-approved equivalent, unless already accomplished within the last 4,000 hours' time in service; (iii) Replace the existing forward fork joint fittings (P/N 14 WF.1) and the forward eye joint fittings (P/N 14 WF.3), located between the inner and center flap sections with new fittings of the same part numbers in accordance with Hawker Siddeley Aviation Limited Repair Drawing RD. 14 WF.109, dated January 23, 1970, or an FAA-approved equivalent; (iv) Replace the small angle brackets located on the forward face of the rear vertical flange at wing rib No. 01 near the inner flap section inner hinge bracket attachment with new brackets, P/N 14 W.5621 and 14 W.5623 (Modification 1076, full version) or an FAA-approved equivalent.(v) Replace the engine mounting pickup straps, P/N 14-2W.555ND, and strap doublers, P/N 14 W.1715ND, with new straps and strap doublers of the same part numbers in accordance with paragraph 5.2 of Hawker Siddeley Aviation Limited, Technical News Sheet; Series: HERON (114) No. W.15, Issue 1, dated October 27, 1969, or an FAA- approved equivalent; and (vi) Replace the magnesium parts in the flap hinge assemblies with aluminum-copper alloy parts by incorporating modification 1098 in accordance with Hawker Siddeley Aviation Modification Leaflet "Civil Modification" for Modification No. HERON 1098, with Amendment No. 2 incorporated, or an FAA-approved equivalent. (F) Replace - (1) Vertical fin front attachment fittings with new fittings, P/N's 14.FS-4669 (left hand) and 14.FS-4670 (right hand), in accordance with DeHavilland Aircraft Service, Modification News Sheet No. HERON 869, dated December 12, 1956, or an FAA-approved equivalent, and (2) Vertical Channels,P/N's 14FS.187 (left hand) and 14FS.188 (right hand) on the aft face of the stub fin portion of Bulkhead 6 with new channels of the same part number in accordance with Hawker Siddeley Aviation Limited, Repair Drawing RD.14FS.293, dated February 10, 1972, or an FAA-approved equivalent. (G) Replace elevator trim tab connecting rods, P/N 14 TE.431A, and fork engs, P/N 4T.55 (two each per airplane), with new rods and fork ends of the same part number. (H) Operators who have not kept records of hours' time in service on any part to which a provision of the AD applies shall substitute airplane hours' time in service in lieu thereof. (Hawker Siddeley Aviation Limited, Technical News Sheet; Series: HERON (114) No. M.9, Issue 2, dated July 3, 1972, covers this same subject.) This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the airmail letter dated July 27, 1972 which contained this amendment.
58-10-09: 58-10-09 VICKERS: Applies to all Viscount 700 Series Aircraft Equipped With 14-Inch Stroke Landing Gear Oleos. Compliance required as indicated. On aircraft equipped with 14-inch stroke oleos, cases of circumferential cracks have occurred in the main oleo cylinder, P/N 74450-3. The cracks were at the radius, where the cylinder intersects with the 30-degree taper and 2-3/8 inches above the torsion link lugs, either side of the fore and aft center line. Vickers-Armstrongs has issued the following corrective measures which the British Air Registration Board considers mandatory: 1. On aircraft which have reached a total of 1,000 flying hours and each subsequent 200 landings, the oleos should be visually inspected for cracks around the cylinder circumference. If cracks are suspected, the area should be checked with dye penetrant or approved equivalent. 2. Where cracks are confirmed, the part is considered serviceable subject to a daily visual inspection, providing the combined total length of cracks does not exceed 3 inches and individual cracks do not exceed 1-1/2 inches each in length. 3. Where combined total length of cracks exceeds 3 inches but is not greater than 5 inches, and length of individual cracks not greater than 2-1/2 inches, cracks must be blended out before next flight and area reprotected with seaplane varnish or approved equivalent. Maximum depth of blending or crack must not exceed 0.050 inch. The part is then considered serviceable subject to a check by dye penetrant or approved equivalent every 135 hours. 4. If the length of depth of the cracks exceed the limits quoted in item 3, the part is no longer considered serviceable and must be replaced with new cylinder, in accordance with Vickers Mod. No. D.2694. 5. After embodiment of the new cylinders to either Part (a) or (c) of Mod. D.2694, the above inspections may be discontinued. 6. If no cracks are found during the initial inspection and the cylinderis shotpeened in accordance with PTL 191, Issue 3, the cylinder may be reinspected using dye penetrant or approved equivalent every 1,000 landings. 7. Cylinders having a total length of cracks exceeding 3 inches but not greater than 5 inches, with the length of individual cracks not greater than 2-1/2 inches and the depth of cracks not exceeding 0.050 inch, which have been reworked as follows may be reinspected using dye penetrant or FAA approved equivalent every 500 landings. Rework consists of: (a) Blend out the crack using a radius of blending not less than 0.5 inch with the maximum depth of blending not to exceed 0.050 inch. (b) Shotpeen the cylinder in accordance with PTL 191, Issue 3. (c) Reprotect the reworked area with seaplane varnish or FAA approved equivalent. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs PTL No. 191, Issues 2 and 3, and Modification D.2694 cover this subject.) This supersedes AD 58-07-05.
63-07-04: 63-07-04 ROLLS-ROYCE: Amdt. 549 Part 507 Federal Register April 2, 1963. Applies to All Model Dart Engines. Compliance required as indicated. To prevent failures in service of combustion chamber air casings of Pre-Modification 553 standard, which failures have been attributed to fatigue cracks originating around suspension pin soleplates, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, on engines with combustion chamber air casings not incorporating Modification 553 standards except engines with air casings of Pre-Modification 97 standards, accomplish (1) or (2): (1) Install strengthened air casing incorporating Rolls-Royce Modification 553 standards; or (2) Install air casing straps using: (i) Mod. 612 standards which modification sets forth a positive location for antitear straps for Pre-Mod 553 air casings; or (ii) Mod. 1021 standards which modification covers Pre-Mod. 553 air casings which have been modified to Mod. 855 standards providing an additional boss for burner cleaning. (b) Remove air casings of Pre-Mod. 97 standard at the next engine overhaul and replace with air casings conforming to the standards set forth in (a). (Rolls-Royce Notice to Operators Dart Engines No. 99 Issue 3 dated June 29, 1962, covers the same subject.) This directive effective May 2, 1963.
2013-05-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes. This AD was prompted by reports of cracks of the hinge bearing lugs of the center section ribs of the horizontal stabilizer. This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking of the left and right rib hinge bearing lugs of the aft face of the center section of the horizontal stabilizer; measuring crack length and blending out cracks; and replacing the horizontal stabilizer center section rib, if necessary. We are issuing this AD to detect and correct cracking in the hinge bearing lugs of the horizontal stabilizer center section ribs, which could result in failure of the lugs, and consequent inability of the horizontal stabilizer to sustain the required limit loads and loss of control of the airplane.
98-19-21: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 800 series turbofan engines. This action requires initial and repetitive ultrasonic inspections of fan blade roots for cracks, and replacement, if necessary, with serviceable parts. This amendment is prompted by reports of multiple fan blade root cracks in several factory test engines. The actions specified in this AD are intended to prevent fan blade failure, which could result in multiple fan blade release, uncontained engine failure, and possible damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of October 7, 1998. Comments for inclusion in the Rules Docket must be received on or before November 23, 1998.
88-08-02: 88-08-02 DeHAVILLAND: Amendment 39-5889. Applies to all Model DHC-2 Mk. I (including L-20A, YL-20, U-6, and U-6A) and DHC-Mk. III (Turbo Beaver) (all serial numbers) airplanes with wing strut assemblies C2W1103, C2W1103A, C2W1104 and C2W1104A, certified in any category. COMPLIANCE: Required as indicated after the effective date of this AD, unless already accomplished. To detect cracks due to stress corrosion in wing lift strut assemblies, accomplish the following: (a) Within 100 hours time-in-service (TIS), or one month, whichever occurs first after the effective date of this AD, and thereafter at intervals not to exceed 500 hours TIS, or 12 calendar months, whichever occurs first: (1) Remove wing strut assemblies, C2W1103 or C2W1103A and C2W1104 or C2W1104A from the airplane and prepare the assemblies for inspection as described in the "ACCOMPLISHMENT INSTRUCTIONS" section of DeHavilland Service Bulletin (S/B) No. 2/41, Revision A, dated August 14, 1987.(2) Conduct a dye penetrant inspection with a 10-power glass for cracks in the lugs of the lower attachment clevis fitting. (3) If cracks are found, prior to further flight replace the complete strut assembly with a strut assembly of the same part number that has had the lower clevis fitting inspection using the dye penetrant procedure and has been found free of cracks, or strut assembly C2W1115-1 or C2W115-2, as appropriate. (4) If no cracks or found, clean the lower clevis fitting and reinstall the wing strut assembly. (5) If wing strut assembly C2W1115-1 or C2W1115-2 is installed, the recurring visual inspection specified in Paragraph (a) of this AD is no longer required. (b) The airplane may be flown in accordance with FAR 21.197 to a location where the requirements of this AD may be accomplished. (c) Upon submission of substantiating data by owner or operator through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office,FAA, New England Region, may adjust the repetitive inspection intervals specified in this AD. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive may obtain copies of the document 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 87-01-04, Amendment 39-5488 (51 FR 45306; December 18, 1986). This amendment, 39-5889, becomes effective on May 11, 1988.
2022-09-05: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-300, and -400 airplanes. This AD was prompted by a report of premature failures of the alternating current motor pump (ACMP) 3A at hydraulic system #3 due to excessive wear of the ACMP tail bearing. This AD requires repetitive replacement of the hydraulic system ACMP 3A having a certain part number with a serviceable part, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-13: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by a report that certain ceramic terminal blocks, through which the wiring for the engine fire extinguishers, fire detection circuits, and engine and intake anti-ice system are routed, have been found to have moisture ingress, which can degrade the insulation resistance of the ceramic terminal blocks. This AD requires a one-time insulation resistance test of ceramic terminal blocks, and if necessary, replacement of the blocks. We are issuing this AD to prevent latent failure of the number 2 fire bottle, which, in the event of an engine fire, could result in failure of the fire bottle to discharge when activated and possibly preventing the flightcrew from extinguishing an engine fire.
98-20-20: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment continues to require certain repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment removes certain repetitive inspections for cracking of the bulkhead web to Y-ring lap joint area but retains the initial inspection for cracking in that area. This amendment also adds a one-time inspection from the forward side of the bulkhead to detect fatigue cracking of the upper segment of the bulkhead web, and follow-on corrective actions, if necessary. This amendment is prompted by reports indicating that the inspections required by the existing AD may not detect cracking of the bulkhead web in a timely manner. The actions specified in this AD are intended todetect and correct fatigue cracking of the upper segment of the bulkhead web, which could result in rapid depressurization of the airplane, and consequent reduced controllability of the airplane.
98-20-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B series airplanes, that requires a one-time inspection for moisture or other contamination of a certain wiring harness, electrical relay, and relay socket; a one-time inspection for electrical damage of the same electrical relay and socket; corrective actions, if necessary; and replacement of certain nut plates with new, improved parts. 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 a short circuit caused by fluid leakage, which could result in inability to retract the landing gear or require the use of emergency extension.
69-22-03: 69-22-03 AVIONS MARCEL DASSAULT: Amdt. 39-866. Applies to all Fan Jet Falcon and Fan Jet Falcon Series D Airplanes having Serial Numbers 73 and subsequent on which the production microswitch has been replaced with a switch that has not been modified. Compliance is required as indicated, unless already accomplished. To prevent the ingress of moisture in the landing gear microswitch assembly, within the next 50 hours' time in service after the effective date of this AD, replace the unmodified microswitch with a modified switch in accordance with Avions Marcel Dassault Service Bulletin No. 333, Revision 2, dated March 28, 1969, or later SGAC-approved issue, or an FAA-approved equivalent as follows: (a) NOSE LANDING GEAR, TELESCOPIC BAR Replace the switch P/N A1.23802 with modified switch P/N A1.23802 V1 V2. (b) NOSE LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A1.23801 with modified switch P/N A1.23801 V1 V2. (c) MAIN LANDING GEAR,DRAG STRUT ACTUATOR CYLINDER Replace the switch P/N A2.23802 with modified switch P/N A2.23802 V1 V2. (d) MAIN LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A2.23801 with modified switch P/N A2.23801 V1 V2. This amendment becomes effective November 26, 1969.
2022-08-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
94-06-05: 94-06-05 HAMILTON STANDARD: Amendment 39-8853. Docket 94-ANE-09. Applicability: Hamilton Standard Model 14RF-9, 14RF-19, and 14RF-21 propellers, installed on but not limited to Embraer EMB-120 series, Construcciones Aeronauticas, SA (CASA) CN-235 series, and SAAB-SCANIA SF340 series aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent propeller hub cracking and loss of engine oil, and possible loss of a propeller blade or hub, accomplish the following: (a) Within 30 days after the effective date of this airworthiness directive (AD), perform an initial torque check of the propeller hub retaining nuts, as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with Temporary Revision (TR) No. 61-6, dated March 15, 1993, to Hamilton Standard Maintenance Manual (MM) P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-6, dated April 8, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-4, dated March 15, 1993, to Hamilton Standard MM P5189. (b) If propeller hub retaining nuts are found not to meet the acceptance criteria in accordance with the applicable TR to the Hamilton Standard MM's during the initial torque check in accordance with paragraph (a), and during the repetitive torque checks performed in accordance with paragraph (e) of this AD, remove the propeller hub from service and inspect for cracks in accordance with the applicable TR's listed in paragraph (a) of this AD. Remove propeller hubs with crack indications and replace with serviceable propeller hubs prior to further flight. (c) If the initial propeller hub retaining nut torque check is acceptable in accordance with the applicable TR listed in paragraph (a) of this AD, support the propeller with an appropriate lifting fixture and loosen all the propeller hub retaining nuts. Tighten the propeller hub retaining nuts as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-5, dated July 27, 1993, to Hamilton Standard MM P5189. (d) Make a one-time entry into propeller maintenance records to record: (1) that the initial torque check was performed; (2) the propeller hub retaining nuts were loosened and tightened in accordance with paragraph (c) of this AD; and (3) the torque values. (e) Thereafter, perform repetitive torque checks at intervals not to exceed 500 hours time in service since the last inspection, in accordance with the applicable TR to the Hamilton Standard MM's listed in paragraph (a) of this AD. (f) Install all propellersafter the effective date of this AD using the propeller hub retaining nut tightening procedure defined in the applicable TR to the Hamilton Standard MM's listed in paragraph (c) of this AD. Record the torque values in accordance with paragraph (d) of this AD. (g) Visually inspect and investigate all external propeller oil leakage at the next line check, or within 70 hours TIS after the effective date of this AD, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (h) Thereafter, visually inspect and investigate all external propeller oil leakage at intervals not to exceed 70 hours TIS since the last inspection, or at the next line check, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (i) 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, Boston Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Boston 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 Boston Aircraft Certification Office. (j) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (k) The torque checks, retightening, and installation procedures shall be done in accordance with the following service documents: Document No. Pages Date TR No. 61-6 to Hamilton Standard MM P5186 1-8 March 15, 1993 Total pages: 8. TR No. 61-7 to Hamilton Standard MM P5186 1-9 July 27, 1993 Total pages: 9. TR No. 61-6 to Hamilton Standard MM P5199 1-6 April 8, 1993 Total pages: 6. TR No. 61-7 to Hamilton Standard MM P5199 1-7 July 27, 1993 Total pages: 7. TR No. 61-4 to Hamilton Standard MM P5189 1-8 March 15, 1993 Total pages: 8. TR No. 61-5 to Hamilton Standard MM P5189 1-7 July 27, 1993 Total pages: 7. 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 Hamilton Standard, One Hamilton Road, Windsor Locks, CT 06096-1010. Copies may be inspected at the FAA, New England Region, Office of the Assistant 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. (l) This amendment becomes effective on March 29, 1994.
98-20-21: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9-80 series airplanes, that requires an inspection to detect discrepancies of electrical plugs and receptacles of the sidewall lighting system in the passenger cabin, and to verify that the ends of all pins and sockets are even and that they are seated and locked into place. This amendment also requires replacement of any discrepant part with a new part, and modification of the electrical wiring and connectors of the sidewall lighting system in the passenger cabin. This amendment is prompted by reports of failures of the electrical connectors in the sidewall fluorescent lighting, which resulted in smoke or lighting interruption in the passenger cabin. The actions specified by this AD are intended to prevent failures of the electrical connectors, which could result in poor socket/pin contact, excessive heat, electrical arcing, and consequently, connector burnthrough and smoke in the passenger cabin.
98-20-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that requires visual and eddy current inspections to detect cracking of the frame-to-longeron attachment area, the frame-to-skin shear clips at certain fuselage stations, and the fuselage bulkhead at the front spar of the engine pylon in the aft fuselage; and repair, if necessary. This AD also requires certain modifications which, when accomplished, will terminate the requirement for inspections. This amendment is prompted by reports indicating that fatigue cracking has occurred at those areas. The actions specified by this AD are intended to prevent such fatigue cracking, which could cause damage to adjacent structure and result in reduced structural integrity of the airplane.
2013-04-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, and -900ER series airplanes. This AD was prompted by incorrect wire support clamps installed within the left environmental control systems (ECS) bay, which could allow wiring to come in contact with the exposed metal of the improper clamp. This AD requires inspections to identify the part number of the wire support clamp, related investigative actions, and corrective actions if necessary. We are issuing this AD to prevent electrical arcing and a potential ignition source within the ECS bay, which in combination with flammable fuel vapors, could result in a center wing fuel tank explosion, and consequent loss of the airplane.
56-04-01: 56-04-01 CHAMPION: Applies to Model 7EC Aircraft, Serial Numbers 300 to 370 Inclusive. To be accomplished as soon as practicable but not later than April 1, 1956. Inspect front and rear control stick socket castings, P/N 2-705, for cracks at the ears to which the push-pull tube attaches. If found cracked, the castings should be replaced. If a standard AN bolt, nut and washer are installed, replace with a clevis bolt, AN 24-16, (11/16 grip), and an AN 320-4 shear nut so that excessive loads cannot be placed on the socket ears.
98-20-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires a one-time inspection to detect discrepancies in the electrical wiring and wiring harness behind the lavatory, and corrective actions. 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 chafing of electrical wiring, which could result in severe overheating of the wiring, consequent smoke in the flight deck and cabin, and possible injury to flightcrew or passengers.
92-15-09: 92-15-09 BRITISH AEROSPACE: Amendment 39-8303. Docket No. 91-NM-265-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2041, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent poor windshield visibility, which could adversely affect the pilot's and co-pilot's ability to navigate the airplane visually, accomplish the following: (a) For airplanes having serial numbers 2001 through 2041: Within 14 days after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, apply Repcon wipe-on rain repellent, or other equivalent rain repellent, onto the windshields and adjacent sliding side windows, in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990. (b) For airplanes having serial numbers 2001 through 2019: Within 9 months after the effective date of this AD, relocate the windshield washer nozzles by incorporating Modification 35073A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (c) For airplanes having serial numbers 2001 through 2041: Within 9 months after the effective date of this AD, reroute the windshield washer fluid supply lines by incorporating Modification 35198A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (d) Accomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The rain repellent fluid applications shall be done in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990, which includes the following list of effective pages: Page Number Revision Level Date 1 3 October 19, 1990 2-4 Original November 1988 The modifications shall be done in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or British Aerospace Service Bulletin ATP-30-10, Revision 1, dated February 24, 1992. These service bulletins contain the following list of effective pages: Service Bulletin Number Page Number Revision Level Date ATP-30-10 1-9, 11, 13, Original September 30, 1991 Original Issue 15, 17, 19 10, 12, 14, (These pages are not used) 16, 18 ATP-30-10 1-9, 9A, 17, 1 February 24, 1992 Revision 1 19 11, 13, 15 Original September 30, 1991 10, 12, 14, (These pages are not used) 16, 18 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on September 8, 1992.