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83-13-01: 83-13-01 CESSNA: Amendment 39-4672. Applies to Models 182, 182A, 182B, 182C, 182D, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q (all serial numbers except 66590 and on) and R182 (S/N R18200002 through R18200583) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To alert the pilot to the potential effects of improper fuel cap sealing: a) Within the next 12 calendar months after the effective date of this AD install a placard adjacent to the fuel quantity gauges which states: "CAUTION Leaking fuel caps can cause loss of fuel and erroneously high fuel quantity indications." This placard may be fabricated by the owner/operator of the airplane. The person accomplishing this must make the prescribed entry in the aircraft maintenance records reflecting compliance with paragraph a) of this AD. b) Within the next 12 calendar months after the effective date of this AD and each 12 calendar months thereafter: 1) Visually inspect, the surface of the wing aft of the fuel cap for evidence of leakage, the fuel cap seals for cracks, distortion and or any condition which may prevent sealing and the sealing surface of the adapter for scratches, corrosion, distortion or other conditions which may prevent sealing. If any of these conditions are noted inspect the fuel tank for wrinkles in the bottom and proper attachment of the retaining snaps to the compartment. Prior to further flight, correct any unsatisfactory conditions in accordance with the manufacturers maintenance manuals or service information which should include inspection of the fuel tank installation in accordance with Cessna Service Letter SE82-34A. Fuel cap repairs should be accomplished in accordance with Cessna Service Letter SE80-59 Supplement 1. 2) On airplanes having Cessna P/N C156001-0106 plastic cap installed, visually inspect the adapter for presence and legibility of the Cessna P/N 1205253-1 FuelCap Alignment Placard and prior to further flight install new placards if required. 3) Check the tension of the fuel cap locking mechanism by operating the tab. If necessary, prior to further flight adjust in accordance with the manufacturers service manuals/information to obtain proper sealing pressure between the cap and adapters. c) Airplane may be flown per FAR 21.197 to a location where this AD may be accomplished. d) An equivalent method of compliance with this AD may be used if it is approved by Manager, Wichita Aircraft Certification Office, Room 238, Terminal building 2299, Mid-Continent Airport, Wichita, Kansas 67209. Cessna Service Information Letter SE79-45, SE8O-59, Supplement 1 and SE82-34A and Owner Advisories SE80-59A and SE82-34A pertain to the subject matter of this AD. This amendment becomes effective on August 1, 1983.
90-06-10: 90-06-10 SCHWEIZER AIRCRAFT CORPORATION: Amendment 39-6529. Docket No. 88-ASW-37. Applicability: All Schweizer Model 269A, 269A-1, 269B, and 269C helicopters, certificated in any category, with Serial Numbers 0004 through 0819 and those subsequent to 0819, which have had throttle cables replaced. Compliance: Required as indicated, unless already accomplished. To prevent loss of throttle control, accomplish the following: (a) Within the next 25 hours' time in service or within 30 days, whichever occurs first after the effective date of this AD, identify, inspect, and replace as indicated, the throttle cable assembly as follows: (1) Determine if aluminum fittings are installed as follows: (i) Check both end fittings of the cable assembly with a magnet to determine whether they are magnetic. Cables which incorporate magnetic fittings (magnet adheres to fitting) do not require the hardness test specified by paragraph (a)(1)(ii) below. For these cableassemblies, omit step (a)(1)(ii), and continue inspection with step (a)(2) below. (ii) If the magnet does not adhere to the fitting, perform a hardness test on the fitting. If Rockwell hardness is less than B-85, remove and replace the cable assembly with a swaged steel cable assembly in accordance with paragraph (c) of this AD before further flight. Performance of the hardness test will require removal of the throttle cable assembly from the helicopter in accordance with standard maintenance instructions. (2) Visually check both ends of the cable to determine whether the cable incorporates swaged or threaded steel end fittings. NOTE: Throttle cables which incorporate swaged end fittings may be identified by six evenly spaced flat spots around the barrel of the fitting just behind the lug. Threaded end fittings incorporate a cylindrical barrel (no flat spots). (3) If the cable incorporates swaged steel end fittings (as determined from steps (a)(1) and (2) above), further compliance is not required except to record compliance in the helicopter log book as "THROTTLE CABLE WITH SWAGED STEEL END FITTINGS INSTALLED." (4) If cable incorporates a threaded steel end fitting (as determined from steps (a)(1) and (2) above), perform an inspection before further flight and perform repetitive daily inspections in accordance with paragraph (b) of this AD until the cable is replaced in accordance with paragraph (c) of this AD. (5) Record compliance with paragraph (a) of this AD in the compliance record of the helicopter log book. (b) Prior to the first flight of each day, conduct a visual check of throttle cable assemblies with threaded steel end fittings as follows: (1) Inspect cable end fittings for general condition and security of attachment. If any abnormality or damage is noted, replace cable assembly in accordance with paragraph (c) of this AD. (2) Using a flashlight, visually inspect cable push rod for exposed threads adjacent to end fitting (both ends of cable assembly). NOTE: The cable push rod is the moveable rod that is attached directly to the cable end fitting (lug). (3) If threads are visible, replace cable assembly before further flight in accordance with paragraph (c) of this AD. (4) Record compliance with paragraph (b) of this AD in the compliance record of the helicopter log book. (c) Within the next 400 hours' time in service from the effective date of this AD, or within 12 months, whichever occurs first, replace with swaged steel end fittings all threaded steel end fittings which were not replaced during the inspections and rework required by paragraphs (a) and (b) of this AD. Replacement parts applicability is as follows: Model Swaged Steel Cable Assembly Part Numbers (P/N) 269A 269A4683-9 269A-1 269A4683-9 269B 269A4683-7 269C 269A4683-7 (1) Remove throttle control cable (reference Basic Helicopter Maintenance Instructions (HMI), paragraph 4-11). Donot bend throttle cable support tubes more than 8 degrees from centerline of cable; doing so could cause deformation of the support tubes, premature failure of the cable, and loss of throttle control. NOTE: The cable support tube is the stationary cylinder on the end of the cable through which the cable push rod slides. (2) Install P/N 269A4683-7 or -9 throttle control cable assembly (reference Basic HMI, paragraph 4-11). (3) Rig throttle control (reference Basic HMI). (4) Check idle speed and idle mixture in accordance with appropriate maintenance instructions, and adjust as required. Installation of the upgraded cable assembly, P/N 269A4683-7 or -9, cancels the repetitive inspection required by paragraph (b) of this AD. (5) Record compliance with paragraph (c) of this AD in the compliance record and in the maintenance record of the helicopter log book. NOTE: The instructions in this AD are similar to those contained in Schweizer SIN N-210, dated April15, 1988. An alternate method of compliance which provides an equivalent level of safety with this AD may be used upon the submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (e) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the requirements of this AD may be accomplished. This amendment (39-6529, AD 90-06-10) becomes effective on April 6, 1990.
2017-25-04: We are superseding Airworthiness Directive (AD) 2014-22-08, which applied to all Airbus Model A318 and A319 series airplanes; Model A320-111, -211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2014-22-08 required revising the maintenance or inspection program to incorporate new or revised airworthiness limitation requirements. This new AD requires revising the maintenance or inspection program to incorporate new or revised airworthiness limitation requirements, and removes airplanes from the applicability. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
2007-23-12: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires accomplishing an airplane survey to define the configuration of certain system installations, and repair of any discrepancy found. This AD also requires modifying the fuel system by installing lightning protection for the fuel quantity indication system (FQIS), ground fault relays for the fuel boost pumps, and additional power relays for the center tank fuel pumps and uncommanded on- indication lights at the flight engineer's panel. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent certain failures of the fuel pumps or FQIS, which could result in a potential ignition source inside the fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-06-06: 93-06-06 HAMILTON STANDARD: Amendment 39-8531. Docket No. 92-ANE-51. Applicability: Hamilton Standard Models 14RF-9, 14RF-19, and 14RF-21, and Models 14SF-5, 14SF-7, 14SF-11, 14SF-15, 14SF-17, 14SF-19, and 14SF-23 propellers, and Hamilton Standard-British Aerospace Model 6/5500/F-1 propellers installed on but not limited to Embraer EMB-120 and EMB-120RT; SAAB-SCANIA AB SAAB 340B; Aerospatiale ATR42-100, ATR42-300, ATR42-320, ATR72-101, ATR72-210; DeHavilland DHC-8-100, DHC-8-300, DHC-8-314; Construcciones Aeronauticas SA (CASA) CN-235 and CN-235-100; Canadair CL215T; and British Aerospace ATP airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent loss of control of the propeller blade pitch due to propeller control unit (PCU) ballscrew quill wear, accomplish the following: (a) Within 10 hours time in service (TIS) after the effective date of this AD, for propeller assemblies equipped with titanium nitrided transfer tubes (identifiable by gold-colored spline area), remove the titanium nitrided transfer tubes from service, replace the PCU ballscrew quill with a new quill or a quill that has never been mated with a titanium nitrided transfer tube, and install an A-1 nitrided transfer tube (identifiable by a grey-colored spline area) that has been marked in accordance with the applicable SB listed in paragraph (c) of this AD. (b) Within 30 hours TIS after the effective date of this AD, for propeller assemblies equipped with an A-1 nitrided transfer tube and a PCU ballscrew quill that either has been mated to a titanium nitrided transfer tube, or that have no records showing to which transfer tube type the PCU ballscrew quill was mated, replace the PCU ballscrew quill with a new quill or a quill that has never been mated with a titanium nitrided transfer tube. (c) Within 60 days after the effective date of this AD, mark all A-1 nitrided transfer tubes with a new part number in accordance with the following Hamilton Standard Alert Service Bulletins (ASB), all dated October 27, 1992: ASB No. 14RF-21-61-A39, applicable to Hamilton Standard Model 14RF-21 propellers; ASB No. 14RF-9-61-A57, applicable to Hamilton Standard Model 14RF-9 propellers; ASB No. 14RF-19-61-A26, applicable to Hamilton Standard Model 14RF-19 propellers; ASB No. 14SF-61-A61, applicable to Hamilton Standard 14SF series propellers; and ASB No. 6/5500/F-61-A12, applicable to Hamilton Standard-British Aerospace Model 6/5500/F-1 propellers. (d) 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 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. (e) 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. (f) The replacement, and marking of transfer tubes shall be accomplished in accordance with the following service documents: Document No. Page Issue Date Hamilton Standard ASB No. 14RF-21-61-A39 1-7 Original October 27, 1992 Total pages: 7 Hamilton Standard ASB No. 14RF-9-61-A57 1-7 Original October 27, 1992 Total pages: 7 Hamilton Standard ASB No. 14RF-19-61-A26 1-6 Original October 27, 1992 Total pages: 6 Hamilton Standard ASB No. 14SF-61-A61 1-7 Original October 27, 1992 Total pages: 7 Hamilton Standard ASB No. 6/5500/F-61-A12 1-7 Original October 27, 1992 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 Division of United Technologies Corporation, One Hamilton Road, Windsor Locks, Connecticut 06096-1010. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment supersedes AD T91-11-51 issued on May 22, 1991. (h) This amendment becomes effective on July 6, 1993.
93-21-06: 93-21-06 ISRAEL AIRCRAFT INDUSTRIES, LTD.: Amendment 39-8720. Docket 93-NM-96-AD. Supersedes AD 92-12-07, Amendment 39-8268, which superseded AD 90-10-08, Amendment 39-6597. Applicability: Model 1125 Westwind Astra series airplanes on which horizontal stabilizer aft spar splice fitting, part number 453005-509, has not been installed, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the horizontal stabilizer assembly, accomplish the following: (a) Within the next 50 hours time-in-service after July 31, 1992 (the effective date of AD 92- 12-07, amendment 39-8268), unless previously accomplished within the last 150 hours time-in-service prior to July 31, 1992, perform a visual inspection of the horizontal stabilizer hinge fitting to detect cracks in the outer lug root radius and fore and aft surfaces, and around the hinge pin head and nut of the lugs, in accordance with Astra Service Bulletin 1125-55-017, Revision 1, dated April 24, 1991. (1) If no cracks are found during this inspection, repeat the inspection at intervals not to exceed 200 hours time-in-service until the inspection required by paragraph (b) is accomplished. (2) If any crack is found during this inspection, prior to further flight, replace the hinge fitting in accordance with Astra Service Bulletin 1125-55-017, Revision 1, dated April 24, 1991. After replacement, repeat the visual inspection required by this paragraph at intervals not to exceed 200 hours time-in-service until the inspection required by paragraph (b) is accomplished. (b) Within 25 hours time-in-service after the effective date of this AD, unless previously accomplished within the last 75 hours time-in-service, perform a visual inspection of the horizontal stabilizer hinge fitting, including the horizontal stabilizer aft spar splice fitting, part number 453005-503 (aluminum), to detect cracks in the outer lug root radius and fore and aft surfaces, and around the hinge pin head and nut of the lugs, in accordance with the Accomplishment Instructions of IAI Service Bulletin 1125- 55-017, Revision 1, dated April 24, 1991. Accomplishment of this inspection terminates the requirements of paragraph (a) of this AD. (1) If no crack is found during this inspection, repeat the inspection at intervals not to exceed 100 hours time-in-service. (2) If any crack is found during this inspection, prior to further flight, replace the splice fitting, part number 453005-503 (aluminum), with an improved splice fitting, part number 453005- 509 (titanium), in accordance with procedures in the IAI Model 1125 Westwind Astra maintenance manual. Such replacement constitutes terminating action for the inspection requirements of this AD. (c) Within one year after the effective date of this AD, replace the splice fitting, part number 453005-503 (aluminum), with an improved splice fitting, part number 453005-509 (titanium), in accordance with the IAI Model 1125 Westwind Astra maintenance manual. Such replacement constitutes terminating action for the inspection requirements of this AD. (d) 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, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) 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. (f) The inspections and replacements shall be done in accordance with Astra Service Bulletin 1125-55-017, Revision 1, dated April 24, 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 Astra Jet Corporation, Technical Publications, 77 McCullough Drive, Suite 11, New Castle, Delaware 19720. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on December 13, 1993.
2017-24-08: We are superseding airworthiness directive (AD) 2014-24-08 for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211- 535E4-C-37 turbofan engines with certain low-pressure (LP) fuel filter- to-high-pressure (HP) fuel pump tube assemblies, or HP fuel pump-to- fuel flow governor (FFG) or FFG-to-HP pump inlet overspill return tube assemblies and flanged adaptor, installed. AD 2014-24-08 required replacing certain LP fuel filter-to-HP fuel pump tube assemblies. This AD retains the requirement in AD 2014-24-08 to remove the LP fuel filter-to-HP fuel pump tube, adds new compliance thresholds, and requires installation of new HP fuel pump-to-FFG and FFG-to-HP pump inlet overspill return tube assemblies and flanged adaptor. This AD was prompted by fuel leaks that have occurred at the flanged joints of the HP fuel pump-to-FFG tube assembly and FFG-to-HP pump inlet overspill return tube assembly. We are issuing this AD to correct the unsafe condition on these products.
2002-04-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that requires repetitive inspections for cracking of the upper chord of the rear spar of the wing, and corrective action, if necessary. This action is necessary to find and fix such cracking, which could result in fuel leaking through the cracks, reduced structural integrity of the wing, and separation of the wing from the airplane. This action is intended to address the identified unsafe condition.
84-24-53 R1: 84-24-53 R1 EMBRAER: Amendment 39-4975. Applies to Models EMB-110P1 and EMB- 110P2 airplanes certificated in any category. Compliance: Required within the next ten (10) hours time-in-service, unless previously accomplished within the last fifty (50) hours time-in-service. To preclude possible structural failure of the empennage assembly, accomplish the following: (a) Unless the structural reinforcements and rivet replacements specified in paragraphs (d) and (e) of AD 83-14-09 (Amendment 39-4692) have already been accomplished, repeat the inspections of the horizontal stabilizer front attachment and fuselage bulkhead 33 area in accordance with paragraph (a) of AD 83-14-09. (b) If loose rivets or cracks of any length are found during the inspections required by paragraph (a), prior to further flight, replace the rivets in accordance with paragraph (b) of AD 83- 14-09 and repair the cracks in accordance with paragraph (c)(2) of AD 83-14-09 notwithstanding the three inch crack criteria of that paragraph. (c) Visually inspect the following components for loose attachments, excessive wear, corrosion, cracks and structural deformation: (1) Forward horizontal stabilizer attachment, including the fuselage and stabilizer attach fittings and attachment hardware. (2) Aft horizontal stabilizer attachment, including the fuselage and stabilizer attach fittings, attach links and all attachment hardware. (3) All elevator to stabilizer hinge fittings, including all bearings/bushings and attachment hardware. (4) Security of elevator mass balance weight assemblies. (5) Left and right elevator Bellcrank assemblies and attachment hardware. (6) Left and right elevator torque tube assemblies and all attachment hardware. (7) Elevator trim tab hinges. (8) Elevator trim tab actuator, bearings, push rod assembly and all attachment hardware. (9) Elevator trim tab free play, measured at the trailing edge, shouldnot exceed airplane maintenance manual limits. (d) Prior to further flight, correct any unsatisfactory conditions found as a result of the inspections required by paragraph (c) in accordance with the airplane maintenance manual. (e) Report any unsatisfactory conditions, within 24 hours, to the FAA, Airframe Branch, Atlanta Aircraft Certification Office; Telephone (404) 763-7407. (Reporting authorized by OMB clearance number 21200056.) (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on January 17, 1985, to all persons except those to whom it has already been made effective immediately by telegraphic AD T84-24-53 issued December 9, 1984.
75-01-01: 75-01-01 PRATT & WHITNEY AIRCRAFT: Amendment 39-2055 as amended by Amendment 39-2358. Applies to all Pratt & Whitney JT8D-1, -1A, -7, and -7A model turbofan engines. Compliance required as indicated. To prevent failure of the low turbine shaft spline accomplish the following: 1. Remove from service thin wall low turbine shafts not incorporating Pratt & Whitney Aircraft Service Bulletin 2452 (P/Ns 479796, 493412, 511215, 524958, 528365, 528366, 538951, 540354, 540355, 540452, 562503, 562504, 576305, 576312, 576313, 576314, and 587879) prior to the accumulation of 6700 cycles in service since new, or within the next 2000 cycles in service after January 8, 1975, whichever is later. 2. Inspect thin wall low turbine shafts incorporating Pratt & Whitney Aircraft Service Bulletin 2452 (P/Ns 540354-S/B2452, 540355-S/B2452, 540452-S/B2452, 676276, 676277, 676278, 676279, 676280, 676282, 676283, 676284, 676285, 676286, and 676287) for cracked splines in accordance with thePratt & Whitney Service Bulletin 2452, Revision 10, or later FAA approved revision, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, prior to the accumulation of 6700 cycles in service since last inspection or within the next 2000 cycles in service after January 8, 1975, whichever is later, unless already accomplished in accordance with Pratt & Whitney Service Bulletin No. 2452, Revision No. 10, or in accordance with the eddy current inspection of Pratt & Whitney Service Bulletin No. 2452, Revision Nos. 5 thru 9. Inspect thereafter at intervals not to exceed 6700 cycles in service from the last inspection. Remove shafts with cracks from service before further flight. 3. Inspect all No. 2 compressor hub splines plated per Pratt & Whitney Service Bulletins 2964 and 4193, in accordance with Pratt & Whitney Alert Service Bulletin 4357, Paragraphs IV.D.2 and IV.D.3, or later FAA approved revision, as applicable, when the low turbine shafts are removed or inspected in accordance with Paragraph 1 or 2 above. Remove hubs with plate peeling from service before further flight. 4. Inspect nonplated titanium No. 2 compressor hub splines, run with low turbine shafts requiring inspection under Paragraphs 1 or 2 of this AD, for taper wear in accordance with Pratt & Whitney JT8D manual, P/N 481672, Revision 76, Section 72-33-6, or later FAA approved revision, prior to the accumulation of 6700 cycles in service or within the next 2000 cycles in service after January 8, 1975, whichever is later, unless already accomplished. Inspect thereafter at intervals not to exceed 6700 cycles in service since last inspection. Remove hubs with taper wear in excess of .010 inch from service before further flight. The manufacturer's service bulletins identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, 400 Main Street, East Hartford, Ct. 06108. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, MA 01803, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the Federal Aviation Administration at its headquarters in Washington D.C., and at the New England Regional Office in Burlington, MA. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the compliance time. NOTE: Pratt & Whitney Alert Service Bulletin 4357 pertains to this subject. Amendment 39-2055 became effective January 8, 1975. This amendment 39-2358 becomes effective September 17, 1975.
2017-25-05: We are superseding Airworthiness Directive (AD) 2012-23-10, which applied to all Airbus Model A318 series airplanes; Model A319 series airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2012-23-10 required modifying the affected slide rafts. This AD retains the requirements of AD 2012-23-10. This AD also requires replacing each escape slide pack assembly having a certain part number with a new escape slide pack assembly. This AD was prompted by reports of the escape raft inflation system not deploying when activated due to the rotation of the cable guide in a direction that resulted in jamming of the inflation control cable. We are issuing this AD to address the unsafe condition on these products.
2017-25-06: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318 and A319 series airplanes; Model A320-211, -212, - 214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of a vertical strut penetrating through the cabin floor during an emergency water landing and on airframe ground contact at certain speeds/accelerations. This AD requires modification of the fuselage structure at a certain frame. We are issuing this AD to address the unsafe condition on these products.
2002-04-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 series airplanes; Model MD-88 airplanes; and Model MD-90 airplanes, that currently requires a visual check to determine the part and serial numbers of the upper lock link assembly of the nose landing gear (NLG); repetitive inspections of certain upper lock link assemblies to detect fatigue cracking; and modification of the NLG. The existing AD also provides for terminating action for the repetitive inspections. This amendment requires, among other actions, expanding the applicability of the existing AD, revising compliance times; and adding new inspection requirements. This amendment is prompted by a report indicating that an NLG upper lock link fractured prior to landing and jammed against the NLG shock strut, restricting the NLG from fully extending. The actions specified by this AD are intended to prevent the upper lock link assembly fromfracturing due to fatigue cracking, and the NLG consequently failing to extend fully; this condition could result in injury to passengers and flight crew, and damage to the airplane.
2023-04-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that the surface protection is missing between certain aluminum brackets and the struts to which they are attached in the flight deck air distribution system. This AD requires applying surface protection to the affected aluminum brackets and struts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits modifying an airplane using certain service information. The FAA is issuing this AD to address the unsafe condition on these products.
2017-25-03: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a report of sparks and an electrical smell on the flight deck of a Model F28 Mark 0070 airplane. We are issuing this AD to address the unsafe condition on these products.
2002-04-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 F4-605R airplanes, that requires installation of external doublers at frames 29 and 33. The actions specified by this AD are intended to prevent fatigue cracking of certain circumferential joints, which could result in reduced structural integrity of the fuselage in the vicinity of the upper deck cargo door.
2002-03-09: This amendment adopts a new airworthiness directive (AD), that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc. and Textron Lycoming) LTS101 series turboshaft and LTP101 series turboprop engines. This amendment requires a one-time visual inspection for surface finish and a one-time fluorescent penetrant inspection for cracks of certain impellers installed on LTS101 series turboshaft and LTP101 series turboprop engines. This amendment is prompted by a report of a machining discrepancy that may have occurred during manufacture of the affected impellers. The actions specified by this AD are intended to prevent impeller failure from cracks in the impeller back face area, which could result in an uncontained engine failure.
2023-04-04: The FAA is superseding Airworthiness Directive (AD) 2020-15- 20, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-15-20 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-15- 20 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional 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.
2002-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-400 series airplanes, that requires a modification and a replacement affecting the fuel tanks in the wings. All affected airplanes require modification of the clearance of the fuel tank vent lines to the left and the right wing fuel tanks. Some affected airplanes also require replacement of three existing fuel probes from the center fuel tank on the left and right wings with new production fuel probes. This action is prompted by mandatory continuing airworthiness information from a foreign airworthiness authority. The actions specified by this AD are necessary to prevent inadequate clearance between the fuel tank vent lines and the adjacent rib structures of the wings or failure of certain temporary, reworked fuel probes in the center fuel tanks in the wings. Either condition could compromise the airplane's lightning protection system, possibly resulting in a fire or explosion if the airplane were hit by lightning. This action is intended to address the identified unsafe condition.
2002-03-13: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60, SD3-60 SHERPA, and SD3-SHERPA series airplanes, that requires a one-time inspection of the wiring harness and power cables of the heated windshield to detect inadequate clearance, inadequate support, or chafing. This amendment also requires corrective action (including re-routing for adequate clearance or replacing damaged cables, as applicable), if necessary. The actions specified by this AD are intended to prevent chafing or damage of the power cables of the heated windshield, which could cause arcing and result in smoke and fire in the cockpit. This action is intended to address the identified unsafe condition.
60-03-09: 60-03-09 VICKERS: Amdt. 97 Part 507 Federal Register February 3, 1960. Applies to All Viscount 745D and 810 Aircraft. Compliance required as indicated. Failures of the main landing gear uplock lever, which prevent extension of the landing gear with the landing gear retracted, have resulted in wheels up landings. Investigation of these incidents disclosed that failures were caused by overloading of the uplock mechanism due to incorrect rigging. To preclude further failures of the uplock lever, the following must be accomplished. (a) Within the next 50 flights* and every 50 flights thereafter, conduct visual "in situ" inspection of all unmodified main landing gear uplock levers for cracks and loose or failed rivets in accordance with ACTION paragraph 1, PTL 213, Issue 3 (for 745D) or ACTION paragraph 1, PTL 79, Issue 2 (for 810). Levers with cracks or loose rivets must be replaced or repaired in accordance with the manufacturer's instructions. (b) Within next 500 flights determine that adjustment of the uplock mechanism is such that compression spring does not bottom at any time during operating cycle, in accordance with numbered paragraphs 5, TNS 223, Issue 2 (for 745D), or numbered paragraph 5, TNS 82, Issue 2 (for 810.) (c) Remove and inspect uplock levers for cracks, loose rivets, distortion or misalignment in accordance with ACTION paragraphs 2 through 5 of PTL 213, Issue 3. Any lever with loose or failed rivets, cracks, or misalignment in excess of 0.03 inch must be replaced or repaired in accordance with manufacturer's instructions. This inspection shall be accomplished when the levers have reached the following lives and every 500 flights thereafter. (1) New levers, unreinforced (P/N 74450, sheet 15, 70150 sheet 53 or 59, and 70152-1491); 2,500 flights. (2) Levers which were free of cracks and reinforced after a period in service, in accordance with either Fig. 1 or 2, PTL 213, Issue 3 (for 745D); or Fig. 1or 2, PTL 79, Issue 2 (for 810); or Capital Airline drawing V.20132, revisions B or C, or scheme contained in Vickers cable S.S. 4939 dated April 10, 1959: 2,000 flights after reinforcement. (3) New levers reinforced before initial installation in accordance with any plan in preceding paragraph: 4,500 flights. (d) Prior to August 1, 1961, incorporate the following parts or equivalent in the main landing gear uplock mechanism in accordance with Vickers modification Bulletin D.2954 and FG.1745, Issue 2: (1) Strengthened steel uplock lever. (2) Spring loaded actuating rod. (3) Hydraulic release for uplock. The inspections required by (a), (b), and (c) are no longer require after accomplishing this modification. (Vickers-Armstrongs Co. PTL 213, Issue 3 (for 745D); PTL 79, Issue 2 (for 810); TNS 223, Issue 2 (for 745D) and TNS 82, Issue 2 (for 810) cover the same subject. Revised August 1, 1960. * This will require operators to maintain a record of flights to ascertain compliance with this AD. If past records are unavailable, the number of flights prior to this AD may be estimated.
87-17-10: 87-17-10 GENERAL DYNAMICS (Convair): Amendment 39-5715. Applies to Models 340, 440, and C-131 (Military) series airplanes, including all such model airplanes converted to turbo- propeller power, equipped with main landing gear drag strut pivot bolt assembly Part Numbers (P/N) 340-5110105, or 340-5110105-1, or 340-5110105-3, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the main landing gear drag strut pivot bolt and possible subsequent main landing gear collapse, accomplish the following: A. Within 500 hours time-in-service after the effective date of this AD, inspect the main landing gear drag strut pivot bolt assembly P/N 340-5110105 or 340-5110105-1 or 340- 5110105-3, using magnetic particle inspection procedures, in accordance with Paragraph 2., "Accomplishment Instructions" of General Dynamics, Convair Division, Service Bulletin 640(340D)32-14, dated October 10, 1986, or later revisions approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. 1. If no cracks are found, reinstall the bolt and repeat the bolt inspection in accordance with paragraph A., above, at intervals not to exceed 500 hours time-in-service since last bolt inspection. 2. If any crack is found, prior to further flight replace main landing gear drag strut pivot bolt assembly with P/N 340-5110105, 340-5110105-1, 340-5110105-3, 340- 5110105-5, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. a. If a new P/N 340-5110105 or 340-5110105-1 main landing gear drag strut pivot bolt assembly is used as a replacement, repeat the bolt inspection in accordance with paragraph A., above, within 3,000 hours time-in-service after bolt installation and thereafter at intervals not to exceed 500 hours time-in-service since last bolt inspection. b. If a new main landing gear drag strut pivot bolt assembly P/N 340-5110105-3 is used as a replacement part, repeat bolt inspection in accordance with paragraph A., above, within 8,000 hours time-in-service after bolt installation and thereafter at intervals not to exceed 500 hours time-in-service since last bolt inspection. c. Installation of main landing gear drag strut pivot bolt assembly P/N 340-5110105-5 constitutes terminating action for the repetitive inspections required by this AD. B. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. C. Alternate means of compliance which provide an acceptable level of safety, may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base 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 the General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92138, Attn: Chief, Aircraft Logistical Support, Mail Zone 92-2920. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective September 24, 1987.
2017-25-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318 series airplanes; Model A319 series airplanes; and Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes. This AD was prompted by a report indicating that the lower rib foot angle of the center wing box did not match with the bottom skin panel inner surface. This AD requires repetitive inspections for cracking of the external bottom skin in certain areas on the left and right wings, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2002-03-04: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Britten-Norman Limited (Pilatus Britten-Norman) BN-2, BN-2A,BN-2B, BN-2T, and BN2A MK. III series airplanes. This AD requires you to replace the emergency exit window sealant. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to correct the problems with emergency exit windows failing to open. Such failure could lead to the inability to exit the airplane in an emergency.
2002-03-10: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes, that requires repetitive inspections to detect cracking of the oleo strut of the nose landing gear (NLG), and corrective actions if necessary. This AD also provides for optional terminating action for the repetitive inspections. This action is necessary to detect and correct fatigue cracking of the oleo strut of the NLG, which could result in failure of the NLG. This action is intended to address the identified unsafe condition.