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2016-08-13: We are superseding Airworthiness Directive (AD) 2004-19-11 for certain Airbus Model A320 series airplanes. AD 2004-19-11 required modification of the inner rear spar web of the wing, cold expansion of the attachment holes of the forward pintle fitting and the actuating cylinder anchorage of the main landing gear (MLG), repetitive ultrasonic inspections for cracking of the rear spar of the wing, and corrective action if necessary. AD 2004-19-11 also provided optional terminating action for the repetitive inspections. This new AD retains the requirements of AD 2004-19-11, and requires the previously optional terminating action. This AD was prompted by a determination that the previously optional terminating action is necessary to address the unsafe condition. We are issuing this AD to prevent fatigue cracking of the inner rear spar, which may lead to reduced structural integrity of the wing and the MLG.
47-25-09: 47-25-09 BELLANCA: (Was Mandatory Note 6 of AD-773-05.) Applies to Models 14- 13, 14-13-2 Serial Numbers 1060 through 1560, Inclusive. Compliance required prior to August 1, 1947. Inspect the fin and stabilizer fittings to which the tail bracing tie rods attach for cracks and at each 25-hour inspection thereafter up to the next 100-hour check. Replace fitting if cracks are found not later than the next 100 hour check or September 1, 1947, whichever comes first and add reinforcing gussets. (Bellanca Service Bulletin No. 6 covers this same subject.)
47-30-04: 47-30-04 CESSNA: (Was Service Note 4 of AD-722-5.) Applies to T-50 Aircraft. Inspect the landing gear chains and chain dampener mechanism for the following at each 100-hour inspection. The landing gear chain should be tight and pressing firmly against the drive and idler sprockets. With the chain pulling tight against the idler sprockets the slotted dampener link should permit movement of the spring dampeners. The dampener spring is correctly adjusted when compressed to 3/8 inch. All sprockets should be inspected for excessive wear. The sprockets are considered excessively worn and should be replaced when the teeth are one- half the thickness of the sprocket web. All guards should be inspected to make sure there is no danger of binding or jamming. Inspect all links of the landing gear chain for cracks and replace any links that are found cracked. It is recommended that the chain be replaced every 1,000 hours.
59-16-01: 59-16-01 AERO COMMANDER: Applies to All Models 500, 520, 560, 560A, 560E, 680, 680E, 720 Aircraft, Serial Numbers 231 Through 690. Compliance required not later than September 15, 1959. To improve fuel line routing and to eliminate the possibility of a sump being formed between the fuel shut-off valve and the booster pump, the following inspection and/or rework is necessary. (a) If inspection reveals excessive line lengths are creating water traps or low spots in the fuel line between the fuel shut-off valve and the fuel booster pumps, clamp the lines up to existing structure until a uniform slope is obtained. (b) If a uniform slope cannot be obtained by clamping up the line, remove the existing 45 degrees elbow at the shut-off valve and replace it with an AN 822-8D 90 degrees elbow. (c) If a uniform slope cannot be obtained after completing items (a) and (b), shorten fuel line until no low spots will exist upon reassembling and installation. (d) If existing hoses cannot be shortened, new hoses may be obtained from the manufacturer or Aero Commander distributor. See Aero Design Service Bulletin Number 54 for hose assembly part numbers and hose lengths.
2003-16-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes equipped with certain cockpit lateral fixed windows manufactured by PPG Aerospace. This amendment requires detailed repetitive inspections of the cockpit lateral fixed windows to detect moisture ingression and delamination, and follow-on/corrective actions, as applicable. This AD also provides for an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to prevent moisture ingression and delamination of the cockpit lateral fixed windows, which could result in the loss of the outer glass ply, and consequent damage to the airplane and injury to people or damage to property on the ground. This action is intended to address the identified unsafe condition.
49-48-01: 49-48-01 BEECH: Applies to All Models 35 and A35 Airplanes Equipped With Thompson TF-1100, TF-1100-1 or TF-1100M Engine Driven Fuel Pumps. Compliance required not later than February 1, 1950. To prevent complete or partial loss of carburetor fuel inlet pressure resulting from misalignment of pump relief, valve spring, replace Thompson TF-1100, TF-1100-1 or TF-1100M engine driven fuel pump with improved Thompson pump, TF-1100-M2 or TF-1100-2, or another eligible pump listed on Aircraft Specification A-777. Thompson TF-1100, TF-1100-1 and TF- 1100M pumps may be converted to TF-1100-M2 or TF-1100-2 pumps by the pump manufacturer. (Beech Distributor Letter No. D-49-615 dated September 23, 1949, covers this same subject.)
2003-16-05: This amendment adopts a new airworthiness directive (AD) that applies to Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 series turbofan engines. This amendment requires removal and replacement of protective coating of the 7th and 9th through 12th stage high pressure compressor (HPC) disks and the 8th stage HPC hub, initial and repetitive inspections for corrosion pits and cracks, and removal from service as required. This amendment is prompted by reports from operators of cracks observed in JT8D engine steel HPC disks. We are issuing this AD to prevent fracture of the 7th and 9th through 12th stage HPC disks and 8th stage HPC hub, resulting in uncontained engine failure and damage to the airplane.
92-15-03: 92-15-03 BOEING: Amendment 39-8296. Docket No. 91-NM-217-AD.\n\n\tApplicability: Model 737 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) through (d) of this AD, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tInspect brakes having the brake part numbers shown below for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within that limit.\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMax. Wear \t\t\t\tLimit\n\tBendix\t2601042-1\t10-61063-12\t1.36 inches\n\tBendix\t2601042-2\t10-61063-13\t1.36 inches\n\tBendix\t2601042-3\t10-61063-14\t1.36 inches\n\tBendix\t2601042-4\t10-61063-18\t1.36 inches\n\tBendix\t2601042-5\t10-61063-21\t1.63 inches\n\tBendix\t2603442-2\t10-61819-5\t0.50 inch\n\tBendix\t2603442-3\t10-61819-8\t0.50 inch\n\tBendix\t2606672-1\t10-61819-14\t1.38 inches\n\tBendix\t2606672-2\t10-61819-17\t1.60 inches\n\tBendix\t2606672-3\t10-61819-21\t1.60 inches\n\tBendix\t2606672-4\t10-61819-28\t1.60 inches\n\tBFGoodrich\t2-1521\t10-62174-2\t1.00 inch\n\n\t\t(2)\tIncorporate the maximum brake wear limits specified in paragraph (a)(1) of this AD into the FAA-approved maintenance inspection program.\n\n\t(b)\tFor airplanes equipped with BFGoodrich Brake Part Number (P/N) 2-1444 (Boeing P/N 10-61819-11): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1) of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b.of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Table 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the allowable wear limits specified in Column B of Table 1 of BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991, into the FAA-approved maintenance inspection program.\n\n\t(c)\tFor airplanes equipped with BFGoodrich Brake P/N 2-1474; 2-1474-1, -2, -3, and -5 (Boeing P/N 10-61819-15, -22, -26, -27, and -31): Within 180 days after the effective date of this AD, accomplish the following:\n\n\t\t(1)\tAccomplish one of the procedures described in paragraph 2.B.(1)a. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Table 1 of that service bulletin, prior to further flight, remove and replace the brake with a brake built in accordance with paragraph 2.B.(1)b. of these service bulletins, or with a brake having more than the allowable wear specified in Table 1 of these service bulletins.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991 or Revision 2, dated February 12, 1992, into the FAA-approved maintenance inspection program.\n\n\t(d)\tFor brakes specified in paragraph (c) of this AD and used on Model 737-200 series airplanes only: As an alternative to the requirements of paragraph (c) of this AD, operators instead may accomplish the procedures specified in paragraphs (d)(1) and (d)(2) of this AD within 180 days after the effective date of this AD:\n\n\t\t(1)\tAccomplish the procedures described in paragraph 2.B.(1)b of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992. If any brake is found to be worn more than the allowable brake wear limit specified in Figure 1 of that service bulletin, prior to further flight, remove and replace the brake built in accordance with paragraph 2.B.(1)b. of that service bulletin, or with a brake having more than the allowable wear remaining as specified in Figure 1 of that service bulletin.\n\n\t\t(2)\tIncorporate the procedures described in paragraph 2.B.(1)b. of the Accomplishment Instructions of BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, into the FAA-approved maintenance inspection program.\n\n\t(e)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may beobtained from the Seattle ACO.\n\n\t(f)\tSpecial 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.\n\n\t(g)\tThe inspection and replacement of landing gear brakes shall be done in accordance with the following service documents, as applicable: BFGoodrich Service Bulletin 2-1444-32-5, dated January 24, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 1, dated July 9, 1991; BFGoodrich Service Bulletin 2-1474-32-13, Revision 2, dated February 12, 1992; or BFGoodrich Service Bulletin 2-1474-32-14, Revision 2, dated January 15, 1992, which contains the following list of effective pages:\n\n\t\n\nPage Number\nRevision Level\nDate\n1, 5-8\n2\nJanuary 15, 1992\n2-4\n1\nJuly 9, 1991\n\t\n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial AirplaneGroup, P.O. Box 3707, Seattle, Washington 98124; and BFGoodrich Aerospace, Aircraft Wheels and Brakes Division, P.O. Box 340, Troy, Ohio 45373. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on August 18, 1992.
2024-21-04: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a determination that new or more restrictive maintenance tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance tasks. The FAA is issuing this AD to address the unsafe condition on these products.
47-30-08: 47-30-08 AERONCA: (Was Mandatory Note 9 of AD-675-2 and Mandatory Note 7 of AD- 702-1.) Applies to Models 65-CA, S-65-CA and 65-LA. Compliance required not later than September 30, 1947. In order to prevent the seat belt anchorage from failing during a crash landing, it has been found necessary to modify the seat installation as follows: 1. If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using 3/16-inch AN bolts. Location of bolt approximately 1 1/8 inches below and 3/8 inch forward of center of seat cross tube. 2. If the seat is to remain adjustable, the rear sliding lugs on the seat are to be reinforced with two 0.094 inch, 1025 steel gussets. Weld corner gussets between fore and aft sides of seat cross tube and back face of seat slide lugs. Gussets are "L" shaped approximately 1 inch wide, extending around bottom lip of lugs. (Aeronca Service Memorandum M-76 dated May 15, 1947,covers this same subject.)
2016-09-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111 and -112 airplanes; Model A319-111, -112, -113, - 114, and -115 airplanes; Model A320-211, -212, and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by the results of an evaluation by the design approval holder (DAH). During a residual fatigue test, the forward engine mount failed prior to reaching the threshold/interval for the detailed inspections of the forward engine mounts specified in the airworthiness limitations. This AD requires repetitive detailed inspections of the right and left forward engine mounts, and corrective action if necessary. These inspections are required by AD 2015-05-02. This AD reduces the compliance times for those inspections. We are issuing this AD to detect and correct fatigue cracking in the forward engine mounts. Such cracking could result in reduced structural integrity of the airplane and could lead to in-flight lossof an engine, possibly resulting in reduced controllability of the airplane.
2003-16-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires modifying the overhead instrument lighting by relocating the dimmer control unit and revising the wire routing. This action is necessary to prevent overheating and internal component failure of the dimmer control unit of the overhead instrument lighting, which could result in smoke and/or fire in the flight compartment. This action is intended to address the identified unsafe condition.
2003-17-01: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model 717-200 airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new removal limits for certain components of the flap system and to reduce the interval of inspections for fatigue cracking of certain principal structural elements (PSEs). This action is necessary to detect and correct fatigue cracking of certain safe-life structure and certain PSEs, which could adversely affect the structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2003-15-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires replacement of the aileron control override quadrant with a modified unit. The actions specified by this AD are intended to prevent corrosion of the input override mechanism bearings of the lateral central control actuator, which, in the event of a subsequent jam in the pilot's aileron control system, could result in failure of the aileron override system and consequent reduced lateral controllability of the airplane. This action is intended to address the identified unsafe condition.
67-07-05: 67-07-05 GENERAL DYNAMICS: Amdt. 39-353 Part 39 Federal Register February 25, 1967. Applies to General Dynamics Model 240 Airplanes Equipped with Rolls Royce Mk 542-4 Engines and Dowty Rotol (c)R245/4-40-4.5/13 Propellers in Accordance with General Dynamics Supplemental Type Certificate SA1054WE (hereinafter referred to as the CV-600), and General Dynamics Model 340 and 440 Airplanes Equipped with Rolls Royce MK542-4 Engines and Dowty Rotol (c)R245/4-40-4.5/13 or Dowty Rotol (c)R259/4-40-4.5/17 Propellers in Accordance with General Dynamics Supplemental Type Certificate SA1096WE (hereinafter referred to as the CV-640). Compliance required within 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent unwanted withdrawal of the propeller flight fine pitch stops, de-activate the propeller-gust lock interlock system (P/N 2D3120907-1) on CV-600 and CV-640 airplanes in accordance with the following: (a) CV-600 (1) Disconnect the gust lock switches from the propeller control circuit in accordance with the instruction outlined in General Dynamics Alert Service Bulletin 600 (240D) S.B. No. A61-5 or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Concurrently, with the modification described in (a) (1), incorporate an FAA approved revision to the Normal Procedures Section of the FAA approved Model 600- (240D) Airplane Flight Manual (General Dynamics Report CS-65-021) which deletes all reference to the gust lock handle control of the propeller flight fine pitch stops. (b) CV-640 (1) Disconnect the gust lock switches from the propeller control circuit in accordance with the instructions outlined in General Dynamics Alert Service Bulletin 640 (340D) S.B. No. A61-4 or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (2) Concurrently with the modification described in (b) (1), incorporate an FAA approved revision to the Normal Procedures Section of the FAA approved Model 640- (340D) Airplane Flight Manual (General Dynamics Report CS-65-024) which deletes all reference to the gust lock handle control of the propeller flight fine pitch stops. This directive effective February 25, 1967.
2016-08-15: We are superseding Airworthiness Directive (AD) 2014-17-51 for certain Bombardier, Inc. Model CL-600-2B16 airplanes. AD 2014-17-51 required inspecting the inboard flap fasteners of the hinge-box forward fitting at Wing Station (WS) 76.50 and WS 127.25 to determine the orientation and condition of the fasteners, as applicable, and replacement or repetitive inspections of the fasteners if necessary. AD 2014-17-51 also provided for optional terminating action for the requirements of that AD. This new AD requires accomplishment of the previously optional terminating action. This AD was prompted by a determination that that additional action is necessary. We are issuing this AD to detect and correct incorrectly oriented or fractured fasteners, that could result in premature failure of the fasteners attaching the inboard flap hinge-box forward fitting; failure of the fasteners could lead to the detachment of the flap hinge box and the flap surface, and consequent loss of control ofthe airplane.
47-21-07: 47-21-07 NAVION: (Was Mandatory Note of AD-782-3.) Applies to Serial Numbers NAV-4-10 Through 20, 22 Through 26, 28, 29, 31 Through 49, 51, 52, 55 Through 58, 60, 63, 73, 76, 79, 82 Through 84, 88 Through 95, 99 Through 104, 106, 108, 110, 112 Through 116, 120 Through 122, 124, 125, 130, 133, 141, 151, 153, 158, 163, 171. To be accomplished prior to August 1, 1947. Some airplanes were delivered with a cork or rubber filler strip cemented to the upper surface of the 145-42201-71 carburetor air intake scoop where the scoop fits over the flange of the air mixing chamber. This strip may becomes dislodged and drawn into the air induction system. To prevent this, replace the filler strip with a 3 1/8-inch x 5/8-inch dural strip of 0.093- inch thickness, flush-riveted to the scoop. (NAA Field Service Bulletin No. 15 covers this subject.)
47-25-07: 47-25-07 GLOBE: (Was Mandatory Note 11 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 1001 to 1119 Inclusive. Compliance required prior to August 1, 1947. If an oil radiator is or has been installed, inspect the forward end of the engine's left oil galley outlet port and remove steel sleeve, Continental P/N 25206, if found to be installed. This is necessary to insure that positive lubrication is being provided the No. 6 cylinder connecting rod bearing. (Globe Customer Service Maintenance Bulletin No. 13 covers this same subject.)
2021-09-03: The FAA is correcting an airworthiness directive (AD) that was \npublished in the Federal Register. That AD applies to certain Airbus \nCanada Limited Partnership Model BD-500-1A10 and BD-500-1A11 airplanes. \nAs published, two references to a Transport Canada Civil Aviation \n(TCCA) AD number specified in the regulatory text are incorrect. This \ndocument corrects those errors. In all other respects, the original \ndocument remains the same.
2003-17-02: This amendment adopts a new airworthiness directive (AD) that applies to all EXTRA Flugzeugbau GmbH (EXTRA) Models EA-300/200, EA- 300L, and EA-300S airplanes. This AD requires you to inspect the fuel selector valve for leakage and the wing for structural damage and correct any damage or leakage. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct fuel leakage in the wings, which could lead to structural damage of the wings and possible reduced structural margins. Reduced structural margins could lead to eventual structural failure.
2016-08-19: We are adopting a new airworthiness directive (AD) for certain Mitsubishi Heavy Industries, Ltd. Models MU-2B-30, MU-2B-35, MU-2B-36, MU-2B-36A, and MU-2B-60 airplanes. 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 reports of cracks found in the attach fittings of the main landing gear oleo strut. We are issuing this AD to require actions to address the unsafe condition on these products.
75-11-03: 75-11-03 SEMCO BALLOONS: Amendment 39-2200. Applies to Model T, Model TC-4A and Model Challenger balloons certificated in the Balloon category. Compliance required as indicated. Improper owner/operator assembly of the deflation system has resulted in excessive force being required to operate the deflation cable and fraying of the deflation cable end. The frayed cable end may draw deflation sleeve material into the hole in the locking block and brass rod preventing proper operation of the deflation system. To prevent these occurrences, accomplish the following: (a) Prior to each flight after the effective date of this AD, and until Revision 1, dated April 18, 1975, or later equivalent FAA approved revision to the Balloon Flight Manual is incorporated, accomplish the following check procedures. The pilot may perform these check procedures. 1. Check the portion of the end of the deflation cable which protrudes from the side of the aluminum locking block stamped "out" for fraying or loose strands with the hand or a cloth. If not smooth and free of loose strands, repair or replace before further flight. 2. During inflation, check the routing of the deflation cable. The deflation cable should lead from the basket through the fairlead ring sewn to the inside of the envelope, then in a straight line to the side of the locking block marked "in" and then to the outside of the envelope. The cable should not wrap around the locking block. If cable routing is not correct, reassemble the deflation system properly prior to flight. (b) Within 20 hours time in service after the effective date of this AD, obtain and incorporate Revision 1, dated April 18, 1975, or later equivalent FAA approved revision in the applicable Balloon Flight Manual. NOTE: Revision 1, dated April 18, 1975, to the applicable Balloon Flight Manual may be obtained on request to Semco Balloons, Route 3, Box 514, Griffin, Georgia 30223. The model of the balloonfor which the revision is desired should be specified, also the name and address to which it is desired that the revision be sent. These revisions are also available for examination in Room 274, FAA Building, 3400 Whipple Avenue, East Point, Georgia 30344. This amendment becomes effective May 19, 1975.
73-26-04: 73-26-04 MCDONNELL DOUGLAS: Amdt. 39-1760. Applies to Model DC-10-10, DC-10-30, and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 10 hours' of flight for Model DC-10-10 airplanes and 50 hours' of flight for Model DC-10-30 and DC-10-30F airplanes after the effective date of this AD, unless already accomplished. \n\n\tTo determine that the correct nose cowl attach bolts are installed and to assure the proper installation of the bolts, conduct a one-time inspection of the wing mounted engine nose cowl attach bolts and take corrective action in accordance with the following: \n\n\t(a)\tRemove bolts P/N 71658-6 (identified by 71658-6 stamped on the bolt head), if installed, and replace with P/N EWB 22-6-14 bolts, or FAA Western Region approved equivalent bolts (see paragraph (f)), in accordance with the instructions in paragraph (b). \n\n\t(b)\tInstall bolts P/N EWB 22-6-14, identified by HI PSI EWB 22-6 stamped on the bolt head, or FAA WesternRegion approved equivalent. Bolts must protrude through the nut by .030 to .180 inch. Bolts protruding more than .180 inch must have washers P/N MS 20002-6, P/N WPL 22-6, or FAA Western Region approved equivalent washers added between the existing countersunk washer P/N WCL22-6 and the nose cowl attach fitting to meet the .030 to .180 inch protrusion range. The grip length, -14, is not indicated on the bolt head and numbers stamped on the bolt head other than EWB 22-6 should be disregarded. \n\n\t(c)\tInspect all engine flange nutplates and replace any that are cracked or have attach rivets sheared off. As an alternative, accomplish either (1) or (2) below. \n\n\t\t(1)\tRemove the nut from the nutplate by bending the tangs of the retainer and install a new nut from nutplate General Electric (G.E.) P/N 9698M80P01 and rebend the nutplate tangs to secure the nut. \n\n\t\t(2)\tRemove the nutplate by chisel or grinding the rivets. Modify washer P/N MS20002-5 by drilling I.D. to .378/.388 inch. Reidentify the washer as G.E. P/N 9146M8-4P01 and install under nut G.E. P/N 9629-M48P06. \n\n\t(d)\tBack all bolts out until clampup torque is removed and make a running torque check of nut retention. Nuts with less than 10-inch-pounds of locking torque must be replaced, or accomplish either (1) or (2) below. \n\n\t\t(1)\tThoroughly clean the nose cowl and mating engine flange holes, bolts and nut threads with a brush and 1, 1, 1 Trichloroethane (MIL-T-81533), Naptha, or MEK (FED TT-M-261). Allow to dry completely after cleaning. Apply primer MIL-S-22473, Grade T, Form R, to bolt threads and allow to dry completely. Apply locking sealant MIL-S-22473, Grade A or Grade AV, or Loctite 271 on the first three bolt threads. These instructions are per Douglas Process Standard (DPS) 3.51, except that Loctite is an acceptable material not covered by the DPS. \n\n\t\t(2)\tAfter the bolts have been torqued in accordance with paragraph (e), below, clean the exposed threads and nut end per (d) (1), above, and puddle PR1422 class B sealant with accelerator to fill bolt end exposed threads. Cap bolt end with PR1422 sealant and extend the sealant partially over the nut (Reference DPS 2.50). \n\n\t(e)\tLubricate nuts, bolt threads, and washers with MIL-L-25681 per DPS 1.22, or with an FAA Western Region approved equivalent lubricant. If the (D) (1) procedure is used, lubricate bolt shank and washers under the bolt head only (no lubricant on the bolt or nut threads). Torque bolts to 28 to 32 foot pounds. Reference: McDonnell Douglas Maintenance Manual Chapter 71-11-00, page 206. \n\n\t(f)\tBolts P/N R21T5B1-6F14, P/N VS200-3F6-14, P/N EWB TM9-6-14, or P/N BAC B30MT6T14 are, for the purpose of complying with this AD, FAA Western Region approved equivalents for bolt P/N EWB 22-6-14. When bolt P/N BAC B30MT6T14 is installed, the bolt must protrude through the nut by .030 to .130 inch and have washers installed per paragraph (b) if the bolt protrudes more than .130 inch. \n\n\tNOTE: McDonnell Douglaswires C1-SVC-DC10COM-167, C1-SVC-DC10COM-168, C1-SVC-DC10COM-170, C1-SVC-DC10COM-176 cover the procedures described above. \n\n\t(g)\tSpecial flight permits may be issued under FARs 21.197 and 21.199 for the purpose of moving the aircraft to a base to accomplish maintenance to comply with this AD. \n\n\t(h)\tPrior to installation of any quick engine change (QEC) unit, verify accomplishment of this AD. \n\n\tThis amendment is effective December 19, 1973, for all persons except those to whom it was made effective immediately by telegram dated November 7, 1973.
2003-14-18: This amendment adopts a new airworthiness directive (AD) for the specified Sikorsky Aircraft Corporation (Sikorsky) model helicopters that requires removing non-conforming main landing gear brake discs (discs) and replacing them with different part-numbered airworthy discs. It also requires revising the Rotorcraft Flight Manual (RFM) to adjust takeoff and landing distances until the discs are replaced. This amendment is prompted by the manufacture of some discs using inferior materials. The actions specified by this AD are intended to prevent reduced braking performance and subsequent loss of control of the helicopter.
2024-22-02: The FAA is superseding Airworthiness Directive (AD) 2023-21- 02, which applied to certain Airbus SAS Model A330-200 series, A330-200 Freighter series, A330-300 series, A330-800 series, and A330-900 series airplanes. AD 2023-21-02 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 certain actions in AD 2023- 21-02 and requires revising the existing maintenance or inspection program, as applicable, to incorporate 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.