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2016-24-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted [[Page 89368]] by a determination by the manufacturer that shims might not have been installed between certain longerons and longeron joint fittings. This AD requires various repetitive and detailed visual inspections of the affected areas and corrective actions if necessary. This AD also provides terminating action for certain repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
2001-15-28: This amendment adopts a new airworthiness directive (AD), applicable to certain BAe Systems (Operations) Limited Model Avro 146-RJ series airplanes, that requires modification of the passenger service units. The actions specified by this AD are intended to prevent failure of the passenger service units to deliver oxygen to the passengers in the event of decompression of the airplane, which could result in injury to the passengers. This action is intended to address the identified unsafe condition.
89-03-12: 89-03-12 AIRBUS INDUSTRIE: Amendment 39-6124. Applicability: Model A310 series airplanes, as listed in Airbus Industrie Service Bulletin A310-53-2043, Revision 1, dated July 8, 1988. Compliance: Required as indicated, unless previously accomplished. To prevent separation of the rear passenge/crew door from the airplane and subsequent rapid decompression, accomplish the following: A. Prior to the accumulation of 8,000 landings or within the next 1,000 landings after the effective date of this AD, whichever occurs later, inspect frame 73A RH and LH between beams 5 and 7 in accordance with Airbus Industrie Service Bulletin A310-53-2043, Revision 1, dated July 8, 1988. 1. If cracks are detected that are less than 0.4 inch, modify the frame within the next 2,500 landings, in accordance with Airbus Industrie Service Bulletin A310-53-2038, Revision 4, dated October 13, 1988. The inspection must be repeated at intervals not to exceed 1,250 landings until the modification is accomplished. 2. If cracks are detected that are equal to or more than 0.4 inch but less than 0.8 inch, modify the frame within the next 1,500 landings, in accordance with Airbus Industrie Service Bulletin A310-53-2038, Revision 4, dated October 13, 1988. The inspection must be repeated at intervals not to exceed 750 landings until the modification is accomplished. 3. If cracks are detected that are equal to or more than 0.8 inch, prior to further flight, modify the frame in accordance with Airbus Industrie Service Bulletin A310-53- 2038, Revision 4, dated October 13, 1988. 4. If no cracks are detected, repeat the inspection at intervals not to exceed 4,000 landings. B. The repetitive inspections required by paragraph A., above, may be terminated following completion of the modification of the door frame structure in accordance with Airbus Service Bulletin A310-53-2038, Revision 4, dated October 13, 1988. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft CertificationOffice, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6124, AD 89-03-12) becomes effective March 7, 1989.
81-03-02: 81-03-02 DETROIT DIESEL ALLISON: Amendment 39-4026. Applies to Model 501-D13, 501-D13A, 501- D13D, 501-D13E, 501-D13H engines equipped with 1st stage turbine wheel, Part Number 6851511; 2nd stage turbine wheel, Part Numbers 6847142 and 6876892; 3rd stage turbine wheel, Part Numbers 6845883 and 6849743; and 4th stage turbine wheel, Part Number 6876468. Compliance is required as indicated. The following limits were established by manufacturer conducted tests, and analyses and are being imposed to preclude the possibility of catastrophic wheel failures which could occur subsequent to the intervals noted. The schedule for wheel removal is as follows and is a function of the wheel spline interference fit: TURBINE WHEEL CYCLIC LIMITS (Spline Fit 0.0000-0.0009T) CYCLIC LIMITS (Spline Fit 0.001-0.0025T) Stage 1 24,000 cycles 30,000 cycles Stage 2 18,000 cycles 26,000 cycles Stage 3 16,000 cycles 22,000 cycles Stage 4 18,000 cycles 26,000 cyclesIt is the operator's responsibility to obtain wheel-to-shaft spline fit data from their overhauler to determine which fit applies to their respective turbine or turbines. Only wheels that have conformed to a .001T minimum fit throughout their entire utilization history qualify for the higher cyclic limits above. NOTE: If any turbine wheel has more than the number of cycles appropriate for its retirement as shown in this table above on the effective date of this AD, it must be replaced prior to accruing 100 additional cycles. The above cyclic limits are in addition to the following existing hourly life limits which are specified in Detroit Diesel Allison Commercial Service Letter CSL-120. TURBINE WHEEL LIFE LIMIT, HOURS Stage 1 9700 Stage 2 11000 Stage 3 9900 Stage 4 11000 Upon request of the operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, Great Lakes Region, may permit alternate actions which provide equivalent levels of safety if the request contains substantiating data to justify them. This amendment becomes effective January 28, 1981.
64-15-06: 64-15-06 SCHEIBE-FLUGZEUGBAU: Amdt. 755 Part 507 Federal Register June 26, 1964. Applies to All Model L-Spatz 55 Gliders Up to Serial Number 755. Compliance required as indicated. Because wood deterioration and corrosion have been found in the area of the outer aileron hinge bracket which has been attributed to trapped moisture in this location, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, inspect outer aileron hinge brackets and the surrounding area for corrosion, for rigid attachment to the wing spar and for deterioration of wood and glue. (Deteriorated wood is generally softer and discolored.) (b) If any corrosion or deterioration is found or if hinge brackets are not rigidly attached to the wing spar, repair or replace as provided for in the manufacturer's Technical Information No. 1 dated January 21, 1964, or FAA approved equivalent, before further flight. (c) Within 25 hours' time in service after the effective date of this AD, drill a 1/4 inch-diameter drain hole in each side of the aileron bracket attachment rib. (Scheibe-Flugzeugbau GMBH Technical Information No. 1 dated January 21, 1964, covers this same subject.) This directive effective July 27, 1964.
2001-15-31: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-311 and -315 series airplanes. This action requires replacement of the door stops on the baggage bulkhead with new, improved door stops. This action is necessary to prevent the internal door on the baggage bulkhead from jamming in the closed position, precluding access to the baggage compartment, which is critical for fire fighting during flight. This action is intended to address the identified unsafe condition.
2001-15-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires modifications of route segregation between the low voltage wire bundles of the fuel quantity indicating system and the high voltage wire bundles of the ground power control unit. This amendment is prompted by mandatory continuing airworthiness information from a civil airworthiness authority. The actions specified by this AD are intended to prevent injection of 115 volt alternating current (VAC) into 28 volt direct current (VDC) wire bundles, which could result in high voltage conditions within the fuel tank and the potential for damage to equipment, electrical arcing, and fuel vapor ignition on the ground. This action is intended to address the identified unsafe condition.
2001-16-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767-200, -300, -300F, and -400ER series airplanes equipped with General Electric Model CF6-80C2 series engines. This action requires various repetitive inspections and tests of certain fail-safe features of the thrust reverser control system; and corrective actions, if necessary. This action is necessary to ensure that the fail-safe features of the thrust reverser are fully functional and to protect against an in-flight thrust reverser deployment, which could result in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
2001-15-19: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (ECF) Model AS-365N3 helicopters that requires modifying the Full Authority Digital Engine Control (FADEC) software within 90 days after the effective date of this AD. This amendment is prompted by a design problem in the FADEC "power loss printed circuit board" software found during laboratory testing. The actions specified by this AD are intended to prevent loss of the FADEC one-engine-inoperative power and subsequent loss of control of the helicopter.
46-41-02: 46-41-02 BELLANCA: (Was Mandatory Note 1 of AD-773-5.) Applies to Models 14-13, 14-13-2 Serial Numbers 1061, 1063 to 1075 Inclusive. Compliance required prior to November 15, 1946. Remove the steel bushing at the aileron control column sprocket and replace with a bronze bushing. Also remove the cadmium plating for the pin (AN 395) in the area of the bushing. The sprocket should turn freely when reassembled. (Bellanca Service Bulletin No. 1 dated July 16, 1946, covers this same subject.)