Results
2019-03-25: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 and A319 series airplanes, Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes, and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that taperloks used in a certain wing-to-fuselage junction were found to be non-compliant with the applicable specification, resulting in a loss of pre-tension in the fasteners. This AD requires repetitive special detailed inspections of the center and outer wing box lower stiffeners and panels at a certain junction on the left- and right-hand sides for any cracking, and repair if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also provides an optional modification, which would terminate the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
2005-25-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires replacing the point "D" splice fitting between windows number 1 and 2 with a new splice fitting, performing an eddy current inspection for cracking of the holes in the structure common to the new splice fitting, including doing any related investigative actions; and corrective actions if necessary. This AD results from full-scale fuselage fatigue testing on the splice fitting that failed prior to the design objective on Boeing Model 737-800 series airplanes, and a report of a cracked splice fitting on an operational airplane. We are issuing this AD to prevent cracking of the existing fitting that may result in cracking through the skin and consequent decompression of the flight cabin.
80-01-01: 80-01-01 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 3640. Applies to Model P68 and P68B airplanes, Serial Numbers 1 through 88, except Serial Numbers 03 and 04, certificated in all categories, which do not have stabilator balance weight attachment channel stiffeners, P/N R-0009-2, installed. Compliance is required as indicated unless already accomplished. To prevent loss of the stabilator balance weight accomplish the following: (a) Within 25 hours time in service after the effective date of this AD for those airplanes which have more than 500 hours total time in service, inspect the stabilator balance weight attachment channel, P/N 68-3.3017-3, for cracks, using the dye penetrant method or an equivalent method approved by an FAA maintenance inspector. (b) If no cracks are found during the inspection required by paragraph (a) of this AD - (i) Return the aircraft to service, and (ii) Repeat the inspection in paragraph (a) of this AD at intervals not to exceed 25 hours time in service from the last inspection. (c) If cracks are found during any inspection required by paragraph (a) or (b) of this AD, before further flight, except that aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed, install channel stiffeners, P/N R-0009-2, in accordance with section titled "INSTRUCTION" in Partenavia Service Bulletin No. 36, revision 1, dated March 24, 1978, (hereinafter referred to as the service bulletin) or an FAA-approved equivalent, and Partenavia Drawing No. R-0009, titled "Stabilator Balance Weight Attachment Channel Modification Scheme" dated March 31, 1978, (hereinafter referred to as the drawing), or an FAA-approved equivalent. (d) Within 100 hours time in service after the effective date of this AD, without regard to total time in service, install 2 channel stiffeners, P/N R-0009-2, in accordance with the service bulletin and drawing, or an FAA-approved equivalent.(e) The inspections required by paragraphs (a) or (b) of this AD may be discontinued when the stiffeners, P/N R-0009-2, are installed. (f) An equivalent method of compliance with the modification required by paragraph (c) or (d) of this AD must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Federal Aviation Administration, Europe, Africa and Middle East Region, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 2, 1980.
2005-25-02: The FAA is superseding an existing airworthiness directive (AD), which applies to all Aerospatiale Model ATR42-200, ATR42-300, and ATR42-320 airplanes. That AD currently requires inspections to determine the proper installation of rivets in certain key holes and to detect cracks in the area of the key holes where rivets are missing; and correction of discrepancies. The existing AD also requires various inspections of the subject area for discrepancies, and corrective actions if necessary; and replacement of certain cargo door hinges with new hinges. For certain airplanes, the existing AD also requires replacement of friction plates, stop fittings, and bolts with new parts. This new AD requires additional corrective actions for certain airplanes. This AD results from discovery of cracks around key holes on certain fuselage frames where rivets were missing. We are issuing this AD to prevent fatigue cracks of the cargo door skin, certain frames, and entry door stop fittings and friction plates, which could result in reduced structural integrity of the airplane.
2019-03-12: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP helicopters. This AD requires repetitive inspections of each life raft inflation cylinder percussion system bellcrank (bellcrank). This AD was prompted by reports of jammed bellcranks. The actions of this AD are intended to prevent an unsafe condition on these products.
98-21-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, -300, -400, 747SP, and 747SR series airplanes, that requires a one-time visual inspection to determine the part number of the fuel shutoff valve installed in the outboard engines. The AD also requires replacement of certain valves with new valves, or modification of the spar valve body assembly, and various follow-on actions. This amendment is prompted by reports indicating that, due to high fuel pressure, certain fuel system components of the outboard engines have failed on in-service airplanes. The actions specified by this AD are intended to prevent such high fuel pressure, which could result in failure of the fuel system components; this situation could result in fuel leakage and, consequently, lead to an engine fire.
84-03-06: 84-03-06 BOEING AND McDONNELL DOUGLAS: Amendment 39-4805. Applies to Boeing Model 747 and McDonnell Douglas Model DC-9 and DC-10 series airplanes certificated in all categories:\n\n\tA.\tWithin 180 days from the effective date of this AD, unless already accomplished, determine if any components listed by serial number in Table I, below, are installed on or in the landing gear assembly. This determination may be made by review of records or by inspection of parts to determine serial numbers. Components delivered with production airplanes or purchased from Boeing, Douglas, or Cleveland Pneumatics, as spares, are not affected by this AD. Components purchased prior to January 1, 1979, are not affected by this AD.\n\n\tB.\tIf any components listed in Table I are found, replace them with approved parts before further flight.\n\n\tC.\tFuture use of any components listed by serial number in Table I is prohibited, unless it is determined by the manufacturer or demonstrated to the FAA that thecomponent is in conformity to type design.\n\n\tD.\tUpon request of the operator, an FAA Principal Maintenance Inspector may adjust the compliance times if the request contains substantiating data to justify the change, and subject to prior approval by the Manager, Seattle Aircraft Certification Office, for the Boeing Model 747, or the Manager, Los Angeles Aircraft Certification Office, for the McDonnell Douglas Models DC-9 and DC-10.\n\n\tE.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office for the Boeing Model 747, or the Manager, Los Angeles Aircraft Certification Office for the McDonnell Douglas Models DC-9 and DC-10.\n\n\tF.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations.\n\n\tThis amendment becomes effective March 19, 1984.\n\n\t\t\t\t\t\tAD 84-03-06\n\t\t\t\t\t\tTABLE I\n\n\n\nPART\nAIRCRAFT\nSERIAL\nAIRCRAFT\nNOMENCLATURE\nMANUFACTURERS\nNUMBERS\n\n\n PART NO.\n\n\n\n\n\nBoeing\nBrace Assembly\n65B05280\nCPT 1163 PTM\n747-100\nSide Body\n\nCPT 1257 PTM\n /200\nLanding Gear\n\n\n\nAxle\n65B05133\nCPT 2474 PTM\n\nWing & Body\n\nCPT 2714 PTM\n\nGear\n\nCPT 2828 PTM\n\n\n\nCPT 2836 PTM\n\n\n\nCPT 2838 PTM\n\n\n\nCPT 2839 PTM\n\n\n\nCPT 2886 PTM\n\n\n\nCPT 2908 PTM\n\n\n\nCPT 2959 PTM\n\n\n\nCPT 2981 PTM\n\n\n\nCPT 2982 PTM\n\n\n\nCPT 2991 PTM\n\n\n\nCPT 3048 PTM\n\n\n\nCPT 3056 PTM\n\n\n\nCPT 3063 PTM\n\n\n\nCPT 3090 PTM\n\n\n\nCPT 3091 PTM\n\n\n\nCPT 3101 PTM\n\n\n\nCPT 3149 PTM\n\n\n\nCPT 3691 PTM\n\n\n\nCPT 3733 PTM\n\n\n\n\nBoeing\nAxle\n65B19917\nCPT 3398 PTM\n747-SP\nWing & Body\n\n\n\nGear\n\n\n\n\n\n\nMcDonnell\nNose Gear Cylinder\n5920602-5\nCPT 1134 PTM\nDouglas\n\n or\nCPT 1160 PTM\nDC-9\n\n5920602-501\nCPT 1201 PTM\n\n\n\nCPT 1207 PTM\n\n\n\nCPT 1210 PTM\n\n\n\nCPT 1129 PTM\n\n\n\n\n\nNose Gear Piston\n5920603-501\nCPT 1395 PTM\n\n\n or\nCPT 1310 PTM5920603-5\nCPT 1308 PTM\n\n\n\nCPT 1417 PTM\n\n\n\nCPT 1422 PTM\n\n\n\nCPT 1440 PTM\n\n\n\nCPT 1301 PTM\n\n\n\nCPT 1306 PTM\n\n\n\nCPT 1160 PTM\n\n\n\nCPT 1161 PTM\n\n\n\nCPT 1178 PTM\n\n\n\nCPT 1208 PTM\n\n\n\nCPT 1209 PTM\n\n\n\nCPT 1246 PTM\n\n\n\n\nMcDonnell\nMain Gear Link Assy\nARG7009-501\n\nDouglas\nLower Down Lock\n or\nCPT 402 PTM\nDC-10\n\nARG7009-7\nCPT 421 PT\n\n\n\n\n\nAxle MLG\nARG7313-3\n\n\n\n or\nCPT 4361 PTM\n\n\nARG7313-1\n\n\n\n\n\n\nLink\nARG7107-5\n\n\n\n or\n\n\n\nARG7107-1\nCPT 0886 PTM\n\n\n\n\n\nBolt - Torque\nARG7323-1\nM 495 PTM\n\nLink - Upper\n\n\n\n MLG\n\n\n\n\n\n\n\nArm - Downlock\nARG7147-1\nCPT 1328 PTM\n\nMLG\n or\n\n\n\nARG7147-3\n\n\n\n\n\n\nLink Assembly\nARG7019-1\nCPT 019 PTM\n\nForward Brake\n or\nCPT 941 PTM\n\n\nARG7019-5\n\n\nLink Assembly\nARG7378-1\nCPT 672 PTM\n\nForward Brake\n or\nCPT 941 PTM\n\n MLG\nARG7378-3\n\n\n\n\n\n\n\n\n\n\nBolt - Torque\nARG7337-1\nCPT 063 PTM\n\nLink - Lower\n\nCPT 039 PTM\n\n MLG\n\nCPT 073 PTM\n\n\n\nCPT 040 PTM\n\n\n\nCPT 041 PTM
83-07-14: 83-07-14 BEECH: Amendment 39-4628. Applies to Models F90 (S/Ns LA-2 through LA-7 and LA-103 through LA-146), 200 (S/Ns BB-2 through BB-525, BB-789 through BB-792, BB- 794 through BB-828 and BB-830 through BB-852), 200C (S/Ns BL-18 through BL-36), 200CT (S/N BN-1), 200T (S/Ns BT-1 through BT-7), B200 (S/Ns BB-793, BB-829, BB-854 through BB-868, and BB-870), and B200C (S/N BL-37) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent decompression and possible injury caused by failure of a one-ply window that may have been installed instead of the required multi-ply window, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: a) Inspect all windows and replace each one-ply window that is found with the required multi-ply window in accordance with the criteria contained in Beechcraft Service Instructions Number 1214. b) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a place where this AD may be accomplished, provided a maximum pressure altitude of 25,000 feet and a maximum differential cabin pressure of 4.6 pounds per square inch is not exceeded. c) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This amendment becomes effective on April 18, 1983.
2019-03-16: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 100, 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a report of a main landing gear (MLG) collapse due to a broken drag stay; an investigation revealed that the drag stay failure was due to fatigue cracks, introduced by incorrect machining of the affected drag stay tube during production. This AD requires an inspection of the drag stay unit to determine the signal indication, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
87-18-05 R1: 87-18-05 R1 BOEING: Amendment 39-5722 as revised by Amendment 39-6242. \n\n\tApplicability: Model 767 series airplanes, equipped with General Electric CF6 engines, listed in Boeing Service Bulletin 767-29-0032 dated January 15, 1987, and airplanes Serial Numbers 22322, 23431, 23432, 23494, 23623, and 23624, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracking of the hydraulic pressure line aluminum support brackets in the engine strut, and possible fuel line penetration, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Service Bulletin 767-29-0032, dated January 15, 1987: Within the next 3,000 hours time-in-service after October 7, 1987 (which is the effective date of Amendment 39-5722), replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line, in accordance with that service bulletin. \n\n\tB.\tFor all other airplanes:Within the next 3,000 hours time-in-service after the effective date of this amendment, replace aluminum brackets with inconel brackets at three locations in each engine strut area to support the hydraulic pressure line in accordance with Boeing Service Bulletin 767-29-0032, Revision 1, dated June 16, 1988. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises Amendment 39-5722, AD 87-18-05, which became effective on October 7, 1987. \n\n\tThis amendment (39-6242, AD 87-18-05 R1) becomes effective on July 24, 1989.
2005-24-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, that requires an inspection of the thrust reverser cascades for correct installation; removing and reinstalling the cascade in the correct location, if necessary; and reworking the thrust reverser cascades to add locating spigots (metal protrusions) to each cascade; as applicable. This action is necessary to prevent asymmetric reverse thrust and consequent loss of control of the airplane during reverse thrust operation. This action is intended to address the identified unsafe condition.
98-21-19: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that currently requires deactivation of certain floormat heaters in the cabin area. In addition, that AD provides for optional terminating action for that deactivation. This amendment removes the optional terminating action of the existing AD and adds airplanes to the applicability of the existing AD. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent short circuiting between the flight attendant's floormat heater and the floor panel, which could cause overheating of the floormat heater and lead to smoke or fire in the airplane cabin.
50-40-01: 50-40-01 BOEING: Applies to all Model 377 Aircraft. A. Compliance required not later than December 15, 1950, unless already accomplished, and at the periodic inspections nearest a 700-hour interval thereafter if not reinforced as indicated below. Thoroughly inspect the nose gear spindle for circumferential cracks in the area adjacent to the weld between the nose gear spindle shaft, P/N 9-13735, and the spindle bearing, P/N 6- 25978. Since these cracks are extremely fine, a close magnaflux, dye penetrant or equivalent inspection is required. (Etching process is not recommended.) If cracks are found, either of the following steps should be taken: (1) Remove the cracks with 3/8-inch diameter grinding tool such that not more than 0.08 inch of the spindle shaft and not more than 0.10 inch of the weld is removed. (Boeing Service Letter No. 94 covers this subject.) If cracks extend beyond these limits the spindle should be reinforced per item (2) below: (2) Reinforcethe nose gear spindle by machining inside of spindle and inserting a 1/2-inch wall steel tube 25-inches long, P/N 5-39516-3. (Boeing Service Letter No. 138A covers this same subject.) B. (P/N 15-22594) Compliance required as indicated. 1. Thoroughly inspect the nose landing gear terminal P/N 15-22594, for cracks in the trapezoidal cutout as soon as practicable, but not later than November 1, 1952, unless already accomplished, and continuing at periodic intervals not to exceed 800 hours thereafter. This cutout is visible by removing the cover plate on the lower end of the strut and turning the nose gear segment. If cracks are found, the strut may be reworked in accordance with item 2 below, and provided cracks are removed, strut may be returned to service. 2. If not already accomplished, at the next landing gear overhaul, grind the sides of the trapezoidal cutout to a 0.50 inch radius at corners to conform to the sketch shown in Boeing's Service Letter 148A. The inspection of item 1 above must also be continued after rework until service experience shows that further cracking will not occur.
86-06-07: 86-06-07 SHORT BROTHERS, LTD.: Amendment 39-5262. Applies to Short Brothers, Ltd., Model SD3-60 airplanes, serial numbers SH 3601 through SH 3665 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD, unless previously accomplished. 1. To prevent control system interference, install extended and additional guards in accordance with Short Brothers, Ltd., Service Bulletin SD360-27-04, dated March 1985. 2. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, 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. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtaincopies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective May 2, 1986.
66-23-02: 66-23-02 SENSENICH: Amdt. 39-289 Part 39 Federal Register September 22, 1966. Applies to All Fixed-Pitch Metal Propeller Models with Water-Soluble Mid-Blade Decals. Compliance required within the next 20 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further mid-blade propeller failures resulting from corrosion pits that initiate fatigue cracks under the water-soluble mid-blade decal, accomplish the following: (a) Soak water-soluble mid-blade decals (Sensenich Propeller Bulletin No. R-12 describes decals) with paint remover and rub off with a rag. (Scraping or sanding of decals may inadvertently obscure evidence of possible corrosion.) (b) Apply dye penetrant to the mid-blade area and inspect for corrosion and cracks with a glass of at least three power. (c) Remove corrosive pits 0.015 inch deep or less by sanding with a 220 grit wet or dry abrasive paper and polishing with a paper of 320 grit or finer.(d) Clean area thoroughly and reinspect in accordance with (b) to insure that the removal of all corrosive pits has been accomplished. Clean and spray repaired area with a clear lacquer. (e) Replace before further flight any propeller having corrosive pits 0.015 inch deep or greater or having cracks with a propeller of the same model number that has been inspected and repaired as necessary in accordance with this AD. (Sensenich Propeller Bulletins Nos. R-11, dated March 1, 1966; R-12 dated August 1, 1966, and R-12A dated February 6, 1967, pertain to this subject.) This supersedes AD 66-11-03. This directive becomes effective October 1, 1966. Revised May 16, 1967.
2007-12-05: 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: From airplanes that have installed the Auxiliary Fuel Tank Optional Design Change (O[Auml]M) No. 42-056, three in-service failures of the auxiliary fuel tank venting system have been reported. These failures have led to the inability to supply the complete auxilliary fuel quantity to the main tanks and the collapse of the auxilliary tank. It is suspected that the vent lines were obstructed either by ice accretion under certain climatic conditions or by blockage of the vent valves because of fuel contaminants. Undetected malfunctions of the venting system and damaged auxiliary fuel tanks may lead to a lower usable fuel quantity, subsequent fuel starvation and/or fuel spillage into the nacelle. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-03-15: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-201, -202, and -203 airplanes, and Model A330- 301, -302, and -303 airplanes. This AD was prompted by reports of damaged drain pipes located above the lower aft pylon fairing (LAPF), caused by a contact between the drain pipe and the two u-shape ribs of the LAPF. This AD requires a special detailed inspection for damage, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
58-01-03: 58-01-03 CONVAIR: Applies to the Following Aircraft Equipped With PR-58E5-17 Carburetors in P&W Double Wasp CB16 and 17 Engines; Model 440 Serial 312 Through 420 and All Model 340 With Model 440 Nacelles. Compliance required by first engine overhaul after March 1, 1958, but not later than October 1, 1958. The PR-58E5-17 carburetor setting originally provided in the aircraft has an undesirable leaning tendency. To overcome this deficiency the PR-58E5-29 carburetor setting has been developed and must be incorporated in the above aircraft. Normal fuel metering in carburetors incorporating the PR-58E5-29 "Transport Setting" may result in powers lower than those employed for aircraft certification. This occurs in the high power range with the control in the Auto-Rich position in cases where the carburetor meters on the rich side of the allowable limits. The amount of power loss will vary with different carburetors. Performance information in the FAA approved Airplane Flight Manual is based upon the maximum certificated power ratings of the engine. To obtain full rated power at manifold pressure limits for maximum continuous power, it is necessary to adjust the fuel mixture by the mixture control (takeoff power is not adversely affected by use of the full rich mixture position). (P&WA Engine Operation Information Letter No. 28 covers this subject in further detail.) In order to insure obtaining the power used in aircraft certification, accomplish the following: 1. For MC power during one-engine out operation use Auto-Lean mixture setting. Insert revised pages in the pertinent Airplane Flight Manuals in accordance with Convair Service Bulletins Nos. 340-144A and 440-58. 2. Modify the PR-58E5-17 carburetor setting to the PR-58E5-29 carburetor setting in accordance with Bendix Aircraft Carburetor Service Bulletin No. 820. 3. The Auto-Lean mixture control position should be plainly marked and identified.
81-06-07: 81-06-07 GULFSTREAM AMERICAN CORPORATION (formerly Grumman American Corporation, Grumman Aerospace Corporation): Amendment 39-4054. Applies to Gulfstream American Model G-1159, serial numbers 1 through 258, and 775, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent improper functioning of the landing gear system, accomplish the following: Within the next 10 hours time in service after the effective date of this AD, inspect the landing gear selector valve to determine valve part number (Ref. Gulfstream II Illustrated Parts Catalog (IPC) Figure 32-23, Item 52). (a) If P/N 1159SCH216-1 or P/N 1159SCH216-5 is installed, no further action is required. (b) If P/N 1159SCH216-3 is installed, accomplish the following: (1) Before further flight, install placard adjacent to the landing gear selector handle. The wording of the placard shall be: "INTERRUPTION OF LANDING GEAR RETRACTION OR EXTENSION PROHIBITED",using letters of 1/8 inch minimum height. Concurrently, FAA Approved Flight Manual Supplement No. GII-81-01, dated February 6, 1981, must be added to the Airplane Flight Manual. The Flight Manual Supplement may be obtained from Gulfstream American Corporation, P.O. Box 2206, Savannah, Georgia 31402. (2) Within 60 landing gear operating cycles (one retraction and one extension) after effective date of this AD, replace P/N 1159SCH216-3 landing gear selector valves with either a P/N 1159SCH216-1 or a P/N 1159SCH216-5 valve. Remove the placard and the Airplane Flight Manual Supplement added in section (1) when either of the replacement valves is installed. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. NOTE: Information concerning replacement selector valves may be obtained from Gulfstream American Corporation Customer Bulletin No. 305, amendment No. 1, January 15, 1981. This amendment is effective March 27, 1981.
2019-03-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 airplanes. This AD was prompted by reports of an overheat failure mode of the hydraulic engine-driven pump (EDP), and a determination that the affected EDP needs to be replaced with an improved EDP. This AD requires replacement of a certain EDP with an improved EDP. We are issuing this AD to address the unsafe condition on these products.
2019-03-21: We are adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW airplanes; and Model ERJ 190-200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by reports of corrosion and chromium layer chipping of the forward and aft pintle pins of the main landing gear (MLG) shock struts. This AD requires repetitive inspections for discrepancies of affected forward and aft pintle pins of the MLG shock struts, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
62-10-04: 62-10-04 PRATT & WHITNEY: Amdt. 432 Part 507 Federal Register April 26, 1962. Applies to All JT4A Series Turbojet Engines. Compliance required within the next 85 hours' time in service after the effective date of this directive and thereafter at periods not to exceed 85 hours' time in service from the last inspection. Inspect third stage turbine rotor blades, P/N 405903, 411803, or 411903, for looseness or rattling in accordance with Pratt & Whitney Aircraft telegraphic message of November 15, 1961. If any blade looseness or rattling is found, remove the engine for blade replacement prior to further flight, except that an operator conducting more frequent periodic inspections than at the 85-hour intervals may delay replacement of loose blades for one additional 15-hour period of time in service provided that time in service since a known no loose blade condition will not exceed 85 hours. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic messages of November 15, 1961, and January 29, 1962, cover the same subject.) This directive effective April 26, 1962. (Revised June 14, 1962, for all persons except those to whom it was made effective immediately by individual telegrams dated May 14, 1962.)
2005-24-09: The FAA is adopting a new airworthiness directive (AD) for McCauley Propeller Systems propeller assemblies, models 2D34C53/74E-X; D2A34C58/90AT-X; 3AF32C87/82NC-X; D3AF32C87/82NC-X; D3A32C88/82NC-X; D3A32C90/82NC-X; and 3AF34C92/90LF-X. This AD requires, within 10 flight hours or 10 days after the effective date of this AD, whichever occurs first, removing certain serial number propeller hubs from service. This AD results from a report by the manufacturer that they manufactured and released 40 propeller hubs with improperly machined socket retention threads. We are issuing this AD to prevent cracked propeller hubs, which could cause failure of the propeller hub, blade separation, and loss of control of the airplane.
2002-19-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Bombardier-Rotax GmbH 912 F series and 912 S series reciprocating engines with fuel pump assembly part number (P/N) 996.596 installed. This action requires initial and repetitive visual inspections and tests of the fuel pump assembly for fuel leakage. This amendment is prompted by two reports of fuel pump assembly fuel leaks. The actions specified in this AD are intended to prevent in-flight fuel leaks of the fuel pump assembly, which could result in an engine fire.
2005-06-01: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC 155B and EC 155B1 helicopters that requires inspecting the chamfer of the stop on the cabin sliding doors (doors) and installing an airworthy stop if the chamfer exceeds a certain length; and prior to each flight, visually checking the door to determine if it is correctly locked in the open position before flying with the doors open, and checking the locking indicator light and the position of the door handles before flying with the doors closed. This amendment also requires revising the Limitations Section of the Rotorcraft Flight Manual (RFM) to prohibit the opening or closing of a cabin sliding door at airspeeds of 40 or greater knots indicated airspeed (KIAS). This amendment is prompted by a report of a door separating from a helicopter during flight. The actions specified by this AD are intended to prevent separation of a door during flight and damage to the helicopter, resulting in a forced landing or loss of control of the helicopter.