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2000-22-21: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model DC-10, Model MD-10, and Model MD-11 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to ensure that the flight crew is advised of appropriate procedures for disabling certain fuel pump electrical circuits following failure of a fuel pump electrical connector. For certain airplanes, this action also requires revising the AFM to prohibit resetting of tripped fuel pump circuit breakers. This action is necessary to prevent continued arcing following a short circuit of the fuel pump electrical connector, which could damage the conduit that protects the power lead inside the fuel tank, and result in the creation of a potential ignition source in the fuel tank. This action is intended to address the identified unsafe condition.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director ofthe Federal Register as of December 5, 2000.\n\n\tComments for inclusion in the Rules Docket must be received on or before January 19, 2001.
84-10-01 R1: 84-10-01 R1 CESSNA: Amendment 39-4863 is further amended by Amendment 39-5940. Applies to the following series and serial numbered airplanes certificated in any category: \n\n\nSERIES\nSERIAL NUMBERS\n180\n30000 thru 50911; 18050912 thru 18053000 (1953 thru 1978) 18053001 thru 18053203 (1979 thru 1981) (optional tanks only) \n182\n33000 thru 53007; 18253008 thru 18266590 (1956 thru 1978)\nR182\nR18200001 thru R18200583 (1978) \n185\n185-0001 thru 18503683 (1961 thru 1978) \n18503684 thru 18504414 (1979 thru 1983) \n(optional tanks only) \n188\n188-0446 thru 18803856 (1972 thru 1981) \n(wing tanks only) \n18800967T thru 18803966T (1972 thru 1983) \nT188\nT18803307T thru T18803966T (1979 thru 1983)\n190/195\n7001 thru 7999; 16000 thru 16183 \n210-5 (205)\n205-0001 thru 205-0577 (1963 and 1964) \n206, U206, TU206 \n206-0001 thru U20604649 (1964 thru 1978)\nP206, TP206\nP206-0001 thru P20600647 (1965 thru 1970) \n207, T207\n20700001 thru 20700771 (1969 thru 1984)\n210\n57001 thru 57575; 21057576 thru 21058818 (1960 thru 1966)\nT210\nT210-0001 thru T210-0197 (1966) \nA182\nA182-0001 thru A182-0146 (1966 thru 1974)\nF182\nF18200001 thru F18200094 (1976 thru 1978)\nFR182\nFR18200001 thru FR18200020 (1978) \n\n\tCompliance: Required as indicated, unless already accomplished: \n\n\tTo prevent power loss or engine stoppage due to water contamination of fuel system, accomplish the following: \n\n\t(a)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, install quick drains in the fuel tank sumps and fuel tank reservoirs where applicable, in accordance with the kits specified by Cessna Service Letters SE79-45 dated September 10, 1979, and SE84-8 dated March 16, 1984, or using equivalent aircraft standard hardware. \n\n\t(b)\tWithin the next 50 hours time-in-service after the effective date of this AD, inspect the fuel tank filler area for proper sealing in accordance with the following: \n\n\t\t(1)\tOn all applicable airplanes: \n\n\t\t\t(i)\tVisually inspect the wing aft of the fuel filler for indications of inflight fuel leakage. \n\n\t\t\t(ii)\tVisually inspect the fuel cap locking mechanism and seals for cracking, distortion, and any condition which might prevent sealing. \n\n\t\t\t(iii)\tRemove the fuel filler caps and inspect the adapter sealing face for distortion, scratches, corrosion or any condition which may prevent the cap from sealing. \n\n\t\t(2)\tIn addition, on all applicable airplanes except models 190 and 195 airplanes: \n\n\t\t\t(i)\tVisually check the sealing and security of the attachment of the adapter flange to the adapter plate paying particular attention to the adhesive (if present) between the parts. \n\n\t\t\t(ii)\tCheck the fuel cap seal by actuating the locking tab and noting that force is maintained between the cap, seal, and adapter when the tab is in the overcenter locked position or conduct a fuel cap seal test in accordance with Cessna Single Engine Service Information Letter SE82-34 dated July23, 1982. \n\n\t\t(3)\tCorrect any deficiencies disclosed by the above inspections by parts replacement or adjustment, as required, before returning the airplane to service. \n\n\t(c)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, except models 190 and 195, conduct an inspection for fuel tank wrinkles in accordance with the following: \n\n\t\t(1)\tDrain the wing fuel tanks. \n\n\t\t(2)\tNote any wrinkles which retain fluid after draining. Remove diagonal wrinkles across the \ninboard rear corner in the vicinity of the fuel tank drain by installation of Cessna drain kit described in Service Letter SE84-9 dated March 23, 1984, or by replacement of the fuel bladder. Verify that no wrinkles exist in the tank sump drain area before returning the airplane to service. \n\n\tNOTE: The manufacturer has identified some new bladder cells which may require installation with a special adapter to prevent the formation of the above described wrinkles and has included this part with these bladder cells. Use of this part, or the drain kit, may be necessary to eliminate these wrinkles. \n\n\t\t(3)\tIf wrinkles are found in the tank bottom at a location other than diagonally across the inboard rear corner, determine the amount of fluid which is trapped by these wrinkles in accordance with the following: \n\n\t\t\t(i)\tPlace the airplane in the normal ground (water) attitude. \n\n\t\t\t(ii)\tService tank(s) with enough fuel to completely cover bottom of tank surface. Drain tank and note any wrinkles which retain fuel. \n\n\t\t\t(iii)\tDirect all trapped fluid to the tank drain area, using a non-absorbent squeegee or other tool compatible with the fuel bladder, and drain and measure the fluid retained in both tanks. \n\n\t\t\t(iv)\tIf this total does not exceed three ounces, no further action is required. \n\n\t\t\t(v)\tIf the total quantity drained exceeds three ounces, check the snaps and fasteners \nfor security. If necessary, blend and smooth the tankbottom to remove wrinkles. Blending may include replacement of the protective tape on the corners or edges to maintain a tank surface which will not trap excess fluid. Caution: Excessive blending or smoothing may cause leaks to develop in the tank. \n\n\t\t\t(vi)\tIf the tanks trap fluid in excess of three ounces after compliance with paragraph (v) above accomplish either paragraph (A) or paragraph (B) as follows: \n\n\t\t\t\t(A)\tFabricate using letters at least .10 inches in height, and install a placard in full view of the pilot which states as follows: \n\n\t\t\t\t\t"Prior to flight following exposure to rain, sleet, snow, or after fueling from an unfiltered fuel source: \n\n\t\t\t\t\t1.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t2.\tPlace the airplane on a level surface and lower the tail to within 5 inches of the ground (on nose gear airplanes). \n\n\t\t\t\t\t3.\tRock the wings 10 inches up and 10 inchesdown at least 12 times. \n\n\t\t\t\t\t4.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t5.\tIf water is found in step 4 above, repeat steps 3 and 4 until no additional water is detected, or drain the entire airplane fuel system. \n\n\t\t\t\t(B)\tInstall reduced diameter (raised filler neck) fuel caps on all fuel filler openings in accordance with Cessna Service Kit SK182-85 dated September 10, 1984. If SK182-85 is accomplished, paragraph (d) below no longer applies. \n\n\t(d)\tWithin 12 months after initial compliance with this AD, and each 12 months thereafter, reinspect the fuel filler installation of airplanes that require the placard per paragraph (c)(3)(vi) in accordance with paragraph (b) of this AD. \n\n\t(e)\tThe placard required by paragraph (c)(3)(vi) may be fabricated and installed by the airplane owner, or operator, providing that this person possesses at least a private pilot license. \n\n\t(f)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished if it is determined that no water is present in the tank from which fuel will be used. \n\n\t(g)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. Fuel cells and quick drain valves that are approved for the applicable airplanes are approved as an equivalent means of compliance in replacement of corresponding parts required to be installed \nby this AD. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine the document(s) referred to herein at the Federal Aviation Administration, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment revises AD 84-10-01, Amendment 39-4863 (49 FR 21507, May 22, 1984), effective May 22, 1984. \n\n\tThis amendment, 39-5940, becomes effective on July 5, 1988.
2020-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes. This AD was prompted by an analysis by the design approval holder (DAH) that identified structural areas that are susceptible to widespread fatigue damage (WFD). Following this analysis, the DAH determined that the SATCOM antenna doubler installation does not meet the extended service goal (ESG) requirements. This AD requires inspecting affected fastener holes of the SATCOM antenna doubler for cracking, and applicable corrective actions, 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.
2007-09-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * a Nose Landing Gear (NLG) hinge pin rupture that causes an uncommanded NLG retraction. Investigations identified the unsafe condition resulting from an incomplete thermal treatment done on three hinge pin batches lowering their mechanical properties with a high risk of deformation under service loads. EADS SOCATA notes that an NLG hinge pin rupture could cause an uncommanded NLG retraction during landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-08-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires visual inspection to detect inward buckling of the left and right main landing gear (MLG) pistons, and modification or replacement of the rebound check valves with new valves. If inward buckling is detected, this AD also requires replacement of the MLG piston with a serviceable piston. This amendment is prompted by failures of the MLG piston on Model DC-10 series airplanes. The actions specified by this AD are intended to prevent failure of the MLG piston and the subsequent reduced controllability of the airplane during landing.
94-07-03: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to certain AlliedSignal, Inc. TFE731-2A and -3 series turbofan engines, that currently requires a revision to the Limitations Section of the Airplane Flight Manual (AFM) to provide procedures for monitoring engine performance in order to detect A5 seal cracking and opening before first stage low pressure (LP) turbine disk failure. Additionally, the revision to the AFM requires a procedure for verification of LP rotor (N1) rotation during engine start to detect rotor lockup due to first stage LP turbine rotor creep. This amendment maintains those requirements for engine and flight data monitoring, adds a more stringent procedure for verifying rotor lockup during engine start and for detection of rubbing noises, and requires replacement of A5 seals with a redesigned seal. Replacement of A5 seals with a redesigned seal constitutes terminating action to the monitoring requirements.This amendment is prompted by reports of an additional first stage LP turbine disk failure due to A5 seal cracking. The actions specified by this AD are intended to prevent uncontained failure of the first stage LP turbine disk.
82-18-08: 82-18-08 CANADAIR: Amendment 39-4451. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 to 1008, and 1010 to 1037 certificated in all categories. To ensure that the stored energy of the air driven generator ejection jack is capable of ejecting the air driven generator, within the next 50 hours time in service accomplish the following, if not already accomplished: 1. Adjust/modify the jack (part number 728431B) in accordance with instructions contained in Canadair Alert Service Bulletin A600-0066 dated February 16, 1982. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective September 9, 1982.
2020-15-02: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G280 airplanes. This AD was prompted by a report of inadequate clearance between the fuel probes and forward fuel tank structure. This AD requires measuring the clearance between certain fuel probes and the forward fuel tank structure, and reinstalling the probes if necessary, as specified in a Civil Aviation Authority of Israel (CAAI) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
82-26-02: 82-26-02 ROCKWELL INTERNATIONAL: Amendment 39-4610. Applies to the Models NA 265-65, Serial Number 306-114, and NA 265-60 series airplanes, serial numbers 306- 1 through 306-141, except 306-114 and 306-136, certificated in any category. Compliance required as indicated unless already accomplished. To prevent a possible inadvertent cabin pressure loss due to fatigue failure of an interior pressure panel, accomplish the following: A. Prior to the next flight visually inspect the vertical floor panel, P/N 306-312005-3, in accordance with the instructions provided in Rockwell International Sabreliner Service Bulletin (SB) 82-9. 1. If a crack is detected, replace the panel in accordance with the instructions in SB 82-9, prior to the next flight except for ferry flight per item C., below. 2. If no cracks are detected, repeat the inspections after the next 50 and 100 flight hours and replace if required. B. Within the next 150 flight hours replace the panel in accordance with SB 82-9. Installation of the new panel constitutes terminating action per this AD. C. Issuance of a special flight permit, in accordance with FAR 21.197, is permitted for the purpose of moving the affected airplanes to a repair station provided that for airplanes with a detected panel crack, the maximum altitude for the ferry flight must not exceed 25,000 feet with a cabin pressure differential not to exceed 5.0 p.s.i. D. Alternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. This amendment becomes effective April 13, 1983, to all persons except those persons to whom it was made immediately effective by Emergency AD T82-26-02 letter dated December 26, 1982, which contained this amendment.
2003-18-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires revising the Airworthiness Limitations Section of the Maintenance Planning Data (MPD) Document (767 Airworthiness Limitations Instructions (ALI)). The revision incorporates into the ALI certain inspections and compliance times to detect fatigue cracking of principal structural elements (PSE). This amendment expands the applicability in the existing AD, and requires incorporating a new revision into the Airworthiness Limitations Section of the MPD Document. The actions specified by this AD are intended to ensure that fatigue cracking of various PSEs is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes. This action is intended to address the identified unsafe condition.