Results
92-08-02: 92-08-02 BOEING: Amendment 39-8213. Docket No. 90-NM-181-AD. Supersedes AD 88-16-01, Amendment 39-5983.\n\n\tApplicability: Model 747 airplanes listed in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent failure of the body station (BS) 1241 bulkhead forging, which could lead to loss of cabin pressure or the inability of the airplane to withstand fail-safe loads, accomplish the following:\n\n\t(a)\tFor airplanes Group 1 through Group 8 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on which a replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap in accordance with the service bulletin at the later of the times indicated in subparagraph (a)(1)(i) or (a)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total airplane landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (a)(1) of this AD thereafter at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole, in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap, repeat the inspection required by paragraph (a)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, repair as follows:\n\n\t\t\t\t(A)\tIf the crack found in the forward hole of the forging does not exceed the forward hole rework limits specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, and the forward hole coldwork has not been previously accomplished, repair prior to further flight, in accordance with the service bulletin, and continue to reinspect in accordance with paragraph (a)(3) of this AD at intervals not to exceed 3,000 landings.\n\n\t\t\t\t(B)\tIf the crack found in the forging exceeds the forward hole rework limits, or if the hole coldwork has been previously accomplished, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(b)\tFor airplanes Group 9 through Group 18 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on whicha replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap at the later of the times indicated in subparagraph (b)(1)(i) or (b)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (b)(1) of this AD at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole in accordance withBoeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap when inspecting the forward hole, repeat the inspections required by paragraph (b)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(c)\tFor airplanes Group 1 through Group 18 on which a replacement bulkhead splice strap has been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the procedures specified in subparagraph (c)(1) and (c)(2) of this AD.\n\n\tNOTE: Boeing Service Bulletin 747-53-2283, Revision 3, references Boeing Service Bulletin 747-53-2219 for an alternative method of accomplishing the replacement of bulkhead splice straps; either method is acceptable for the purposes of this AD. Therefore, airplanes on which splice strap replacement previously has been accomplished in accordance with Boeing Service Bulletin 747-53-2219, Revision 2, or later FAA-approved revisions, are eligible to defer the initial eddy current inspection required by this paragraph to the 10,000-landings threshold, as specified in paragraph (c)(1).\n\n\t\t(1)\tPerform an eddy current inspection to detect cracks in accordance with the service bulletin at the later of the times indicated in subparagraph (c)(1)(i) or (c)(1)(ii), unless previously accomplished within the last 9,000 landings:\n\n\t\t\t(i)\tWithin 1,000 landings after the effective date of this AD, or \n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 landings after the replacement of the bulkhead splice strap.\n\n\t\t(2)\tRepair all cracks prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.(d)\tFor airplanes Group 1 through Group 18, accomplish the following: Compliance with this paragraph terminates the requirement for the inspections contained in paragraphs (a) and (b) of this AD.\n\n\t\t(1)\tPerform an eddy current inspection or ultrasonic inspections (as applicable and as specified in the service bulletin) of the forward and aft holes to detect cracking in the splice strap and bulkhead forging, in accordance with the "Aging Fleet Flight-Safety Inspection Program" specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, at the latest of the times indicated in subparagraph (d)(1)(i), (d)(1)(ii), or (d)(1)(iii), unless previously accomplished within the last 2,000 landings:\n\n\t\t\t(i)\tPrior to the accumulation of 20,000 landings on any unmodified, or modified bulkhead splice strap; or\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after replacement of the bulkhead splice strap; or\n\n\t\t\t(iii)\tWithin the next 1,000 landings after theeffective date of this AD.\n\n\t\t(2)\tIf no crack is found in the bulkhead splice strap or bulkhead forging, repeat the inspection required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(3)\tIf a crack is found in a bulkhead splice strap not yet modified in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, replace the bulkhead splice strap in accordance with the service bulletin within the next 4 years after April 17, 1990 (the effective date of AD 90-06-06); or prior to the accumulation of 20,000 total airplane landings; or within 2 years after crack discovery; whichever occurs latest. If a crack is found in the bulkhead forging, prior to further flight, repair in accordance with the service bulletin. Repeat the inspections required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(4)\tIf a crack is found in a modified or replacement bulkhead splice strap or bulkhead forging, prior to further flight, replace the bulkhead splice strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tPrior to the accumulation of 10,000 landings thereafter, perform an eddy current inspection to detect cracks, in accordance with the service bulletin. Repair all cracks, prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after such replacement, reinspect in accordance with the provisions of this paragraph.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\t(g)\tThe inspections and modification shall be done in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on May 19, 1992.
90-17-05: 90-17-05 BRANSON AIRCRAFT CORPORATION: Amendment 39-6690. Docket No. 90- NM-07-AD. Applicability: Beech Model 400, Serial Numbers RJ-1 through RJ-50, and RJ-52 through RJ-65, which have been modified in accordance with Branson STC SA2744NM; Mitsubishi Model MU-300-10 airplanes, Serial Numbers A1001S.A. through A1011S.A., which have been modified in accordance with Branson STC SA2744NM; and Mitsubishi Model MU-300 airplanes, Serial Numbers A001S.A. through A091S.A., which have been modified in accordance with Branson STC SA1596NM; certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished. To prevent the release of liquid and vaporous fuel into the cabin, and possible subsequent explosion and/or fire in the cabin, accomplish the following: A. Accomplish either paragraph A.1. (Procedure 1) or paragraph A.2. (Procedure 2), below: 1. Procedure 1 a. Incorporate the following into the Operating Limitations Section of the FAA-approved Airplane Flight Manual (AFM): FUSELAGE TANK REFUELING Refueling of the fuselage tank is prohibited. Fuselage tank is deactivated. NOTE: The above limitation supersedes any other AFM limitations which may be contradictory. b. Defuel and drain the fuselage fuel tanks in accordance with the procedures of Chapter 12 of the appropriate Maintenance Manual. If JP-4 or Jet B fuel was the last fuel serviced, refuel and defuel twice with Jet A, Jet A-1 or JP-5 fuel. Use only the Fuselage Tank Fill system to refuel; do not gravity refuel the fuselage tanks. c. Apply external power and energize the airplane's electrical distribution system. d. Place the left (L) and right (R) Fuel Transfer (FUEL TRANS) switches, located on the overhead switch panel, to the "OFF" position. Verify that the "L and R FUEL TRANS OPEN" lights on the overhead switch panel are extinguished. e. On the Forward (F) Circuit Breaker Panel, open and collar circuit breakers F135, "F TRANS PUMP"; F194, "RIGHT F FUEL TRANS"; and F195, "LEFT F FUEL TRANS"; using PACO plastic ring Part Number (PN) S-4933959-503, or equivalent. f. Place the Fuselage Tank Fill System switch, located on the center console, to the "FILL" position. Verify that the fill system valve in-transit light on the center console does not illuminate momentarily and that the "L BOOST" light on the overhead switch panel does not illuminate. Return the Fuselage Tank Fill System switch to the "OFF" position. g. Place the "L and R FUEL TRANS" switches, located on the overhead switch panel, to the "ON" position. Verify that the "L FUEL TRANS TRANSIT", "L FUEL TRANS OPEN", "R FUEL TRANS TRANSIT", and "R FUEL TRANS OPEN" lights do not illuminate. Return the "L and R FUEL TRANS" switches to the "OFF" position. h. Remove power from the airplane's electrical distribution system and remove external power. i. Fabricate aplacard with letters at least .10 inch in height which states: DO NOT FUEL FUSELAGE FUEL TANK. FUSELAGE FUEL TANK IS DEACTIVATED. Install this placard on the Fuselage Tank Fill System Switch panel, located on the center console, in full view of the pilot. j. Fabricate a placard with letters at least .10 inch in height which states: DO NOT USE TRANSFER. FUS TANK DEACTIVATED. Install this placard on the overhead switch panel, in close proximity to the Fuel Transfer control switch panel. k. Install Beech placard P/N 128-920210-1, or equivalent, centered on the fuselage fuel tank fuel filler access door. 2. Procedure 2 Upon completion of the requirements of Procedure 2, either gravity or transfer fueling of the fuselage fuel tank with all approved fuels is permitted. a. Modify the fuel quantity probe mounting clamps and the transfer line clamps installation in the Branson extended range fuel tank and in the Beech/Mitsubishiaft fuselage fuel tanks, in accordance with the instructions in Branson Service Bulletin Number 2744-1, dated November 3, 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Branson Service Bulletin 1596-1, dated November 9, 1989 (for Mitsubishi Model MU-300 airplanes). b. Install static charge dissipating charcoal-colored explosion suppression safety foam in the Branson extended range fuselage fuel tank in accordance with the instructions in Branson Service Bulletin Number 2744-2, dated November 3, 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Branson Service Bulletin 1596-2, dated November 9, 1989 (for Mitsubishi Model MU-300 airplanes). c. Remove the existing blue-colored explosion suppression safety foam from the Beech/Mitsubishi aft fuselage fuel tank and install static charge dissipating charcoal-colored explosion suppression safety foam in accordance with the instructions in Part IIof Beechcraft Mandatory Service Bulletin Number 2338, dated November 1989 (for Beech Model 400 and Mitsubishi Model MU-300-10 airplanes), or in accordance with Part II of Mitsubishi Heavy Industries Service Bulletin 28-001, dated November 21, 1989 (for Mitsubishi Model MU-300 airplanes). d. If Procedure 2 is accomplished after accomplishing Procedure 1 (described in paragraph A.1., above), perform the following: 1. Remove the AFM limitation imposed by Procedure 1, subparagraph A.1.a., above. 2. Remove the circuit breaker collars and reset circuit breakers F135, F194, and F195, which were opened and collared by Procedure 1, subparagraph A.1.e., above. 3. Remove the placard from the Fuselage Tank Fill System Switch panel, which was installed by Procedure 1, subparagraph A.1.i., above. 4. Remove the placard from the overhead switch panel, which was installed by Procedure 1, subparagraph A.1.j., above. 5. Remove Beech P/N 128-920210-1 placard, or its equivalent, from the fuselage fuel tank fuel filler access door, which was installed by Procedure 1, subparagraph A.1.k., above. B. An alternate means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted to the Manager, Wichita Aircraft Certification Office, ACE-140W, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Wichita Aircraft Certification Office. C. 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 manufacturers may obtain copies upon request to Branson Aircraft Corporation, 3790 Wheeling Street, Denver, Colorado 80239 and Beech Aircraft Corporation (United States agents for Mitsubishi Heavy Industries, Incorporated), P. O. Box 85, Wichita, Kansas 67201-0085. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington, or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas. Airworthiness Directive 90-17-05 supersedes AD 89-26-11, Amendment 39-6426. This amendment (39-6690, AD 90-17-05) becomes effective on September 17, 1990.
56-15-03: 56-15-03 BELL: Applies to Model 47H1 Helicopters, Serial Numbers 1347 Through 1349 and 1351 Through 1371. Compliance required as soon as possible but not later than August 15, 1956. Failure of a control cable of the synchronized elevator control system can result in loss of control of the helicopter. Installation of the fail safe synchronized elevator centering spring, Bell Kit No. 47-2573-1, is mandatory and provides a self-centering device for the synchronized elevator so that control of the helicopter can be maintained in event of elevator control cable failure. (Bell Mandatory Service Bulletin No. 109 dated June 15, 1956, covers this same subject.)
89-22-15: 89-22-15 AIRSHIP INDUSTRIES: Amendment 39-6435. Final copy of priority letter AD. Applicability: Model Skyship 600 (all serial numbers) airships, certificated in the airship category. Compliance: Required as indicated, unless already accomplished. To prevent seam delamination which could result in deflation of the envelope, accomplish the following: (a) Prior to further flight, inspect the envelope for delamination of the envelope seams according to the instructions contained in Airship Industries Alert Service Bulletin No. SB REF 600-53-A317, dated September 15, 1989, and Revision 1, dated September 20, 1989. (b) If delaminations of the envelope seams are found, prior to further flight, repair the seams according to the instructions contained in the above service bulletin. (c) Within the next three calendar months after initial helium inflation of the airship, or within the next 10 days after receipt of this AD, whichever is later, paint the envelope in accordance with the appropriate manufacturer's instructions. (d) Airships may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An alternate method of compliance or adjustment of the compliance times which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, c/o American Embassy, APO New York 09667-1011. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Airship Industries, No. 1 Hanger, Cardington Airfield, Shortstown, Bedfordshire MK 42 OTF; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective February 16, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 89-22-15, issued October 27, 1989, which contained this amendment.
91-07-10: 91-07-10 FOKKER: Amendment 39-6949. Docket No. 90-NM-178-AD. Applicability: Certain Model F-28 Mark 0100 series airplanes; Serial Numbers 11244 through 11266, 11268 through 11283, 11286, 11289, 11291 through 11293, 11295, 11297, 11300, 11303, and 11306; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent main landing gear (MLG) vibration and subsequent failure of the MLG, accomplish the following: A. For airplanes Serial Numbers 11244 through 11263, 11268 through 11283, 11286, 11289, 11291, 11293, 11295, and 11297: Within 180 days after the effective date of this AD, replace the MLG wire harness assembly brackets in accordance with Fokker Service Bulletin F100-32-034, dated March 9, 1990. NOTE: The Accomplishment Instructions of SB F100-32-034 specifies that the wire harness brackets, P/N A11508-425/-426, be discarded and new ones, P/N 20645-401/-402, be installed. The wire harness brackets, P/N A11508-425/-426, may be reused provided it is verified the wire harness does not rub any structure (rear spar flange) with the landing gear in any position. B. For airplanes Serial Numbers 11244 through 11266, 11268 through 11283, 11286, 11289, 11291 through 11293, 11295, 11297, 11300, 11303, and 11306: Within 180 days after the effective date of this AD, install torque link (TL) dampers and TL subassemblies on the MLG in accordance with Dowty Rotol Service Bulletin F100-32-34, dated March 14, 1990. C. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6949, AD 91-07-10) becomes effective on April 29, 1991.
2021-08-17: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS332L2 helicopters. This AD was prompted by the discovery of a main gearbox (MGB) with worn ramps and broken roller cages. This AD requires installing a placard on the pilot instrument panel and replacing certain MGBs. The FAA is issuing this AD to address the unsafe condition on these products.
2008-09-22: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. We are issuing this AD to require actions to correct the unsafe condition on these products.
52-26-01: 52-26-01\tNAVION: Applies to All Models, Serial Numbers NAV-4-2 and Subsequent. \n\nCompliance required as indicated. \n\nInspect as soon as practical, but not later than February 1, 1953, and at 100-hour intervals thereafter the area in the vicinity of the stabilizer fuselage attachment for cracks. Particular attention should be given to the stabilizer spar web (gusset) immediately outboard of the root rib and the fuselage attaching fitting. If cracks are found in the fuselage fitting, P/N 143-31004-13, the entire part should be replaced. Cracks in the root rib may be repaired in accordance with CAM No. 18. Cracks in the spar web (gusset) require the replacement of the gusset with a new part made in accordance with Figure 2. \n\n\n\nAD 52-26-01 \n\nPeriodic inspections of stabilizer spar web only may be discontinued after installation of new gussets. \n\n(Ryan Navion Field Service Bulletin No. 17 dated September 28, 1952, covers this same subject.)
2004-03-30: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727, 727C, 727-100, and 727-100C series airplanes, that requires repetitive detailed and special detailed inspections for cracks in the web, inner chord, and outer chord of the forward and aft frames of the aft cargo door opening; and repair of any crack found. This action is necessary to detect and correct such cracks, which could result in loss of the aft cargo door and rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
2021-08-16: The FAA is adopting a new airworthiness directive (AD) for PZL Swidnik S.A. (PZL) Model W-3A helicopters. This AD requires repetitive inspections of a certain part-numbered stainless steel cable (cable) installed on a certain part-numbered hoist assembly, and depending on those inspection results, removing certain parts from service and reporting the results. This AD also prohibits installing the affected part unless it is inspected per the AD requirements. This AD was prompted by wear of and damage to the cable near the swaged terminal due to movement of the hook assembly. The actions of this AD are intended to address an unsafe condition on these products.
2004-04-01: The FAA adopts a new airworthiness directive (AD) that supersedes AD 2002-01-09, which applies to all Pilatus Aircraft Ltd. (Pilatus) Models PC-7, PC-12, and PC-12/45 airplanes that incorporate a certain engine-driven pump. AD 2002-01-09 currently requires you to inspect the joints between the engine-driven pump housing, the relief valve housing, and the relief valve cover for signs of fuel leakage and extruding gasket material; replace any engine-driven pump with any of the above problems; and ensure that the relief valve attachment screws are adequately torqued and re-torque as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. This AD retains the actions from AD 2002-01- 09, adds certain engine-driven pumps to the applicability, and requires eventual replacement of the pump with an improved design pump to assure that the unsafe condition does not recur. We are issuing this AD to detect and correct gasket material extruding from the engine-driven pump housing and detect and correct relief valve attachment screws with inadequate torque. These conditions could lead to fuel leakage and result in a fire in the engine compartment. DATES: This AD becomes effective on March 29, 2004. On February 28, 2002 (67 FR 2323, January 17, 2002), the Director of the Federal Register approved the incorporation by reference of Pilatus PC-7 Service Bulletin No. 28-006 and Pilatus PC-12 Service Bulletin No. 28-009, both dated August 10, 2001. As of March 29, 2004, the Director of the Federal Register approved the incorporation by reference of the following: --Pilatus PC-7 Service Bulletin No. 28-007, Revision No. 1, dated October 1, 2002; --Pilatus PC-7 Service Bulletin No. 28-008, Revision 1, dated September 24, 2002; and --Pilatus PC-12 Service Bulletin No. 28-010, dated September 16, 2002.
2021-08-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA341G and SA342J helicopters. This AD was prompted by the determination that a new life limit was necessary for certain tail rotor blades (TRBs). This AD requires replacing certain TRBs, re-identifying certain TRBs, and repairing certain other TRBs, 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.
92-02-12: 92-02-12 BOEING: Amendment 39-8148. Docket No. 91-NM-142-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 21A0098, dated May 9, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent halon from escaping through the bulk cargo ventilation flapper valve when the fire extinguishing system is activated, accomplish the following: \n\n\t(a)\tWithin 4,000 flight hours after the effective date of this AD, remove the bulk cargo ventilation flapper valve in accordance with Boeing Alert Service Bulletin 767-21A0098, dated May 9, 1991. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, whomay concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe removal requirements of this AD shall be done in accordance with Boeing Alert Service Bulletin 767-21A0098, dated May 9, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(e)\tThis amendment (39-8148, AD 92-02-12) becomes effective on March 2, 1992.
97-05-13: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5 series turbofan engines, that requires rework of the air turbine engine starter. This amendment is prompted by three reports of air turbine engine starter failures. The actions specified by this AD are intended to prevent an air turbine engine starter failure, which could result in damage to the engine electrical harnesses.
2021-08-13: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes; Model A319-111, A319-112, A319- 113, A319-114, A319-115, A319-131, A319-132, and A319-133 airplanes; Model A320-211, A320-212, A320-214, A320-216, A320-231, A320-232, and A320-233 airplanes; and Model A321-111, A321-112, A321-131, A321-211, A321-212, A321-213, A321-231, and A321-232 airplanes. This AD was prompted by reports that certain oxygen supply solenoid valves are a potential source of increased flow resistance within the flightcrew oxygen system. This AD requires a detailed inspection (flow test) of certain solenoid valves, and replacement if necessary, as specified in European Union Aviation Safety Agency (EASA) ADs, which are incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
92-14-09: 92-14-09 FOKKER: Amendment 39-8291. Docket No. 91-NM-63-AD. Applicability: Model F-28 Mark 0100 series airplanes, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless accomplished previously. To prevent the pilot and co-pilot from receiving inaccurate flight information, accomplish the following: (a) Inspect the flight mode panel (FMP), part number 622-7477-301 or 622-7477-401, to verify if Modification 6 has been installed. (1) If Modification 6 has been installed, no further action is required. (2) If Modification 6 has not been installed, remove the FMP and replace it with an FMP having Modification 6 installed in accordance with Fokker Service Bulletin SBF100-22-031, dated September 9, 1991. (b) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The removal and replacement of the FMP shall be done in accordance with Fokker Service Bulletin SBF100-22-031, dated September 9, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspectedat 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. (e) This amendment becomes effective on August 20, 1992.
2021-09-07: The FAA is superseding Airworthiness Directive (AD) 2019-17- 02, which applied to certain Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, and EC135T3 helicopters. AD 2019-17-02 required inspecting certain part-numbered actuators for corrosion, removing them as necessary, and reporting certain information. This new AD continues to require inspecting certain part-numbered actuators, removing them as necessary, and reporting; and extends the compliance time for the initial inspection, expands the applicability, and includes new requirements for repetitive replacement of affected actuators; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a hard landing of a helicopter and the discovery of a ruptured and displaced tie bar inside the piston of the longitudinal single-axis actuator of the main rotor actuator (MRA). The FAA is issuing this AD to address the unsafe condition on these products.
96-22-04: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model Avro 146-RJ70A, -RJ85A, and -RJ100A airplanes, that requires repetitive inspections for cracking of fuselage frame 29, and repair, if necessary. This amendment is prompted by results of fatigue testing, which revealed fatigue cracking in the web and inboard flange of frame 29. The actions specified by this AD are intended to prevent reduced structural integrity of the fuselage due to fatigue cracking in frame 29.
97-04-03: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. TFE731 series turbofan engines, that requires removal from service of certain first stage low pressure turbine (LPT) seal plates prior to accumulating the new, reduced cyclic life limit, and replacement with serviceable LPT seal plates. This amendment is prompted by a report that the machined LPT seal plate geometry did not meet the design intent due to drawing ambiguity. The actions specified by this AD are intended to prevent fatigue cracking and subsequent uncontained failure of an LPT seal plate.
97-05-08: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 727 series airplanes. This action requires repetitive pre-modification inspections to detect cracks in the forward support fitting of the number 1 and number 3 engines; and repair, if necessary. This AD also provides for an optional high frequency eddy current (HFEC) inspection, and, if possible, modification of the fastener holes; and various follow-on actions. Accomplishment of these optional actions would constitute terminating action for the repetitive pre-modification inspections. This amendment is prompted by reports indicating that fatigue cracks were found in the forward support fitting of the number 1 and number 3 engines. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could result in failure of the support fitting and consequent separation of the engine from the airplane.
95-19-12: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 200 and 400 series airplanes, that requires various repetitive inspections to detect cracks in certain panels of the lower skin of the wing, and in certain fixed ribs of the leading edge of the wing. This amendment also requires repair or replacement of cracked parts, which would terminate certain repetitive inspections. This amendment is prompted by reports of cracking in certain panels of the lower skin of the wing, and in certain fixed ribs of the leading edge of the wing due to fatigue-related stress. The actions specified by this AD are intended to ensure the structural integrity of the wing by detecting fatigue-related cracking in a timely manner in the panels of the lower skin of the wing or in the fixed ribs of the leading edge of the wing.
2021-08-12: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by crack indications found in the lower aft wing skin bolt holes where the flap tracks attach to the track support fitting. This AD requires repetitive inspections for cracking of the left and right wing, lower aft wing skin aft edge, at certain flap track locations, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
91-09-08: 91-09-08 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6975. Docket No. 90-NM-275-AD. Supersedes AD 80-22-14. Applicability: Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent structural fatigue failure of the fuselage longeron at the rear spar frame and the lower wing/outboard nacelle joint, accomplish the following: A. For airplanes Serial Numbers 1 through 14, with 2,975 hours or more time-in- service: Within the next 25 hours time-in-service, after October 31, 1980 (the effective date of Amendment 39-3961, AD 80-22-14), unless previously accomplished within the last 975 hours time-in-service, perform a radiographic inspection for cracks at the rear spar wing attachment to the fuselage frame in accordance with the instructions given in Figures 1 and 2 of de Havilland Service Bulletin 7-53-9, dated May 23, 1980. NOTE: Inspections performed in accordance with de Havilland Service Bulletin 7-53-9, Revision A, dated June 9, 1980, or Revision B, dated September 10, 1982, are considered in compliance with the requirements of this paragraph. 1. If cracks are found, prior to further flight, repair in a manner approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region, and incorporate de Havilland Modification No. 7/1622 (reinforcement of the rear spar frame) in accordance with the Accomplishment Instructions of the service bulletin. 2. If no cracks are found, repeat the radiographic inspection at intervals not to exceed 1,000 hours time-in-service. B. For airplanes Serial Numbers 1 through 14 and 17, with 4,975 hours or more time-in-service: Within the next 25 hours time-in-service, after October 31, 1980 (the effective date of Amendment 39-3961, AD 80-22-14), unless previously accomplished within the last 975 hours time-in-service, perform a radiographic inspection for cracks at the wing/outboard nacelle joint in accordance with the instructions given in Figure 1 of DeHavilland Service Bulletin 7-57- 4, dated May 23, 1980. NOTE: Inspections performed in accordance with de Havilland Service Bulletin 7-57-4, Revision A, dated September 10, 1982, are considered in compliance with the requirements of this paragraph. 1. If cracks are found, prior to further flight, repair in a manner approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region, and incorporate DeHavilland Modification No. 7/1645 (reinforcement of the lower wing structure and outboard nacelle) in accordance with the Accomplishment Instructions of the service bulletin. 2. If no cracks are found, repeat the radiographic inspection at intervals not to exceed 1,000 hours time-in-service. C. Within 2 years after the effective date of this AD, reinforce the longeron at the rear spar frame (Modification No. 7/1622) and reinforce the wing/nacelle joint (Modification No. 7/1645), in accordance with the Accomplishment Instructions in de Havilland Service Bulletins 7-53-9, Revision B, and 7-57-4, Revision A, both dated September 10, 1982. Accomplishment of Modifications 7/1622 and 7/1645 constitutes terminating action for the repetitive radiographic inspections required by paragraphs A. and B. of this AD. D. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. Airworthiness Directive 91-09-08 supersedes AD 80-22-14, Amendment 39-3961. This amendment (39-6975, AD 91-09-08) becomes effective on May 28, 1991.
76-14-02: 76-14-02 DEHAVILLAND AIRCRAFT of CANADA, LTD: Amendment 39-2663. 1. Applies to DHC-2 (L-20A, YL-20, U-6A) Airplanes, Serial Numbers 1 thru 1335 except 1283, 1318 and 1324, certificated in all categories, but not altered in accordance with DeHavilland Modification 2/1420. Compliance required within the next 50 hours in service after the effective date of this AD. Inspect for cracks and, if necessary, replace the fin pick-up front casting, P/N C2TF57, in accordance with paragraph "PROCEDURE" in DeHavilland Aircraft, Ltd., Engineering Bulletin, Series "B", No. 22, or an approved equivalent alteration. 2. Applies to DHC-2 MK III Turbo-Beaver Airplanes, Serial Numbers 3 thru 5, 7 thru 29, 31 thru 35, 37 thru 39, 41, 43, 44, 46, 48, 50, 52 and 54, certificated in all categories. Compliance required within the next 25 hours in service after the effective date of this AD, unless already accomplished. Repair the rudder horn skin and horn rib flanges in accordance with paragraph "PROCEDURE" in DeHavilland Modification Bulletin No. T2/2061 or an approved equivalent repair. 3. Applies to all DHC-2 MK III float or amphibious float equipped Turbo-Beaver Airplanes, except Serial Numbers 1662-TB36, 1684-TB52, 1686-TB54 and subsequent, certificated in all categories. Compliance required as indicated, unless already accomplished. a. Prior to further flight the following placard will be placed in clear view of the pilot: "Gross weight at forward C.G. limits restricted to 4000 pounds. b. Upon alteration of the top and bottom caps of the horizontal stabilizer rear spar, in accordance with paragraph "PROCEDURE" in DeHavilland Modification Bulletin No. T2/2059, the placard required in paragraph (a) may be removed. 4. Applies to DHC-2 (L-20A, YL-20, U-6A) Airplanes, Serial Numbers 1 thru 9, certificated in all categories, unless already accomplished. Compliance required within the next 25 hours in service after the effective date of this AD. Visually inspect and, if necessary, replace the three attachment bolts on the tailwheel assembly in accordance with the 2d and 3rd paragraphs in DeHavilland Aircraft, Ltd., Technical News Sheet, Series B, No. 1, or an approved equivalent alteration. 5. Applies to DHC-2 (L-20A, YL-20, U-6A) float equipped Airplanes, Serial Numbers 1 thru 14, certificated in all categories, unless already accomplished. Compliance required within the next 25 hours in service after the effective date of this AD. Reinforce the front float pick-up fitting on the fuselage at the firewall with DeHavilland P/N C2-FS-3381, in accordance with paragraph 3. and 4. in DeHavilland Aircraft, Ltd. Technical News Sheet, Series B, No. 3, or an approved equivalent alteration. 6. Applies to DHC-2 (L-20A, YL-20, U-6A) Airplanes, Serial Numbers 1 thru 61 and 63, certificated in all categories, unless already accomplished. (a) Prior to next flight, visually inspect the No. 10-32 mounting screws at each elevator mass balance weight for looseness and thereafter on a daily basis. (b) Any loose No. 10-32 mounting screws must be replaced, in accordance with the applicable numbered paragraphs 1 thru 10 in DeHavilland Aircraft, Ltd., Technical News Sheet, Series B, No. 20 (Mod. 2/384) or an approved equivalent alteration. (c) Upon replacement of all the No. 10-32 mounting screws, in accordance with procedure specified in (b), the daily inspections may be discontinued. 7. Applies to DHC-2 (L-20A, YL-20, U-6A) Airplanes, Serial Numbers 1 thru 66, certificated in all categories, unless already accomplished. Compliance required within the next 25 hours in service after the effective date of this AD. a. Reinforce rudder with DeHavilland P/N C2-TR-123 in accordance with numbered paragraphs 1 thru 3 in DeHavilland Aircraft, Ltd., Technical News Sheet, Series B, No. 22 or an approved equivalent repair. b. Visually inspect rudder nose skinformer P/N C2-TR-47ND and if cracks are found, replace former with an unused part, using 1/8" cherry rivets - 8 required, in accordance with DeHavilland Aircraft, Ltd., Technical News Sheet, Series B, No. 22 sketch or an approved equivalent repair. 8. Applies to DHC-2 (L-20A, YL-20, U-6A) Airplanes, Serial Numbers 1 thru 9, 11 thru 13, 15 thru 50, 52 thru 61, 63, 64 and 66, certificated in all categories, unless already accomplished. Compliance required within the next 25 hours in service after the effective date of this AD. Replace the original main undercarriage tie bolt locking pins, P/N C2-U-381, with unused 3/8" diameter locking pins in accordance with the sixth paragraph and continuing thru g) iii) in DeHavilland Aircraft, Ltd., Technical News Sheet, Series B, No. 25 (Mod. 2/333) or an approved equivalent alteration. 9. Applies to all DHC-2 (L-20A, YL-20, U-6A) Airplanes equipped with Federal Aircraft Works AWB-4820 wheel-ski installation, certificated in allcategories, unless already accomplished. Compliance required before the next flight and every 50 hours in service thereafter, after the effective date of this AD. Inspect the AN5-24 bolt which secures Federal ski axle, P/N 10B1868 and Beaver wheel axle, P/N C2-U-193, to the undercarriage leg structure, for distortion or wear. Distorted or worn bolts are to be replaced with new AN5-24 bolts or approved equivalent bolts prior to further flight. 10. Applies to all DHC-2 (L-20A, YL-20, U-6A) Airplanes equipped with early model Federal Aircraft Works AWB-4820 wheel-skis, certified in all categories, unless already accomplished. The early model wheel-skis can be identified by a "T" shape aft arm stop welded to the saddle. This AD does not apply to the later model wheel-skis which have an inverted "U" shape aft arm stop welded to the saddle. Compliance required within the next 25 hours in service after the effective date of this AD. Incorporate the modification covering the installation of an aft arm stop bracket, in accordance with Federal Aircraft Works Drawing No. 10D2506 or an approved equivalent alteration. 11. Applies to all DHC-2 (L-20A, YL-20, U-6A) Airplanes equipped with DeHavilland Aircraft, Ltd. combination wheel-skis, certificated in all categories, unless already accomplished. Compliance required as indicated: (a) Prior to the next ski installation or prior to next flight with combination wheel-skis, inspect left and right retractable ski axle pin bushings, P/N C3US149-3, for excessive play or seizure in accordance with paragraphs 1, 2, 3, 14.2 and 14.3, in Dehavilland Aircraft, Ltd., Engineering Bulletin, Series B, No. 24, Issue 2 or an approved equivalent inspection. (b) Bushings that are not worn may be retained in service provided that the area is adequately lubricated and the inspection specified in (a) is repeated at intervals not to exceed 100 hours in service from the previous inspection. (c) Upon replacement of the ski axle pins and bushings, in accordance with numbered paragraphs 1. thru 13. under "PROCEDURE" in de Havilland Aircraft, Ltd., Engineering Bulletin, Series B, No. 24, Issue 2, including amendment No. 1 (Mod No. 2/1438), the 100 hour inspections may be discontinued. Equivalent placards, signs, parts, inspections, procedures, instructions, repairs, alterations and modifications, as applicable, must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon request, with substantiating data submitted through an FAA maintenance inspector, the compliance times of this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Compliance with the Airworthiness Directive must be noted in the log book of the aircraft by referencing the Airworthiness Directive number and the specific item complied with: i.e. AD 76 - - - (4) if item 4 is being complied with. This amendment is effective July 12, 1976.
97-05-06: This amendment supersedes an existing airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269A-2, and 269B helicopters, that currently requires initial and repetitive inspections of the main rotor thrust bearing (bearing) for bearing rotational roughness, corrosion, inadequate lubrication, physical damage, or excessive zinc chromate paste or moisture. This amendment requires the same initial and repetitive inspections required by the existing AD, but would extend the retirement life for certain bearings, and would remove the Model 269A-2 helicopter from, and add the Model TH-55A helicopters to the applicability of this AD. This amendment is prompted by an FAA analysis of service information issued by the manufacturer that extends the retirement life for certain bearings. The actions specified by this AD are intended to prevent failure of the bearing, loss of the main rotor, and subsequent loss of control of the helicopter.