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2016-08-18: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-31-350 airplanes. This AD was prompted by a report of an engine fire caused by a leak in the fuel pump inlet hose. This AD requires inspecting the fuel hose assembly and the turbocharger support assembly for proper clearance between them, inspecting each assembly for any sign of damage, and making any necessary repairs or replacements. We are issuing this AD to correct the unsafe condition on these products.
2009-02-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A detailed inspection in a M26 airplane revealed a significant chafing of the aileron control cable against the wing rib in the fuselage-to-wing area of transition and an abnormal wearing of pulleys' gorges as well. Such damage can only be evidenced on control cables which travel in pulleys either limited in rotation or seized. If left uncorrected, this condition, which could also occur on the elevator or rudder control system, could lead to loss of one or more primary flight controls and consequent reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-07-01: 73-07-01 GENERAL DYNAMICS: Amdt. 39-1608. Applies to Model 340, 440 and C- 131E and all such model airplanes converted to turbopropeller power in accordance with STC SA1096WE and SA4-1100 known as Model 640 and Model 580, respectively, certificated in all categories. Compliance as indicated required on all airplanes with 30,000 hours or more total time in service unless already accomplished. To detect cracks in the wing front spar lower caps, accomplish the following: (1) As soon as practicable, but not to exceed 10 hours' time in service following the effective date of this AD, if the airplane is to be flown, visually inspect, on a daily basis, from the exterior of the wing, both left and right wing front spar lower caps in areas adjacent to each side of main landing gear drag strut attachment fittings for cracks until inspection in (2) below is accomplished. (2) Within the next 100 hours' time in service after the effective date of this A.D., unless already accomplished within the last 500 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, accomplish the following: (a) Gain access to the wing interior in the area described in (1) above by removal of lower wing skin access cover. (b) Perform inspection described in (1) above from the interior of the wing. (3) If cracks are found as the result of the inspections described in (1) or (2) above, repair before further flight in a manner approved by the Chief, Aircraft Engineering Division FAA Western Region. This amendment becomes effective March 26, 1973.
2016-11-04: We are superseding Airworthiness Directive (AD) 2011-23-05 for all The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-23-05 required repetitive inspections for cracking of the 1.04- inch nominal diameter wire penetration hole, and applicable related investigative and corrective actions. This new AD adds new inspection areas, a modification that terminates certain inspections, post- modification inspections, and repair if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicates the fuselage frames and frame reinforcements are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the fuselage frames and frame reinforcements that could \n\n((Page 34872)) \n\nresult in reduced structural integrity of the airplane.
71-22-03: 71-22-03 FAIRCHILD-HILLER: Amendment 39-1325 as amended by Amendment 39-2206. Applies to FH1100 Helicopters certificated in all categories, S/N's 9 through 254. Compliance required as follows: To preclude the possibility of failure of the FH1100 tail rotor bearing block, P/N 24-24010-3, inspect the fuselage frame Station 163.5 within the next 100 hours' time in service, unless already accomplished, and every 100 hours after the last inspection in accordance with Fairchild Hiller Service Bulletin FH1100-61-3, Section 4, Inspection Procedure. If cracks are found in the frame, prior to further flight, alter the frame according to procedures in the service bulletin, section 2, Accomplishment Instructions, or later FAA-approved revision or alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. If no cracks are found during the 100-hour inspections, accomplish the alteration at the time of the next 1200-hour aircraft overhaul inaccordance with section 2, Accomplishment Instructions, of the referenced service bulletin or later FAA-approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA - Eastern Region. Incorporation of the alteration exempts the aircraft from further compliance with this airworthiness directive. Amendment 39-1325 was effective November 2, 1971. This amendment 39-2206 is effective May 20, 1975.
92-04-01: 92-04-01 BOEING: Amendment 39-8170. Docket No. 91-NM-246-AD. Supersedes AD 91-07-07, Amendment 39-6943. \n\n\tApplicability: Model 707-300, -300B, -300C, and -400 series airplanes; as listed in Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure continued structural integrity of the horizontal stabilizer, accomplish the following: \n\n\t(a)\tWithin the next 45 days after April 3, 1991 (the effective date of Amendment 39-6943, AD 91-07-07), determine the composition of the material in the horizontal stabilizer front spar center section assembly and the outboard upper fittings. If the material of the center section is 7075-T73 aluminum, no inspection of the center section is required by this AD. \n\n\t(b)\tIf the material of the center section is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the center section upper lugs for cracks, in accordance with Figure 2 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; and determine if the safety strap has been installed in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier FAA-approved revisions. Determine which of the following conditions describes each of the center section upper lugs: \n\n\t\t(1)\tNo crack in the lug and there is no safety strap installed. \n\t\t(2)\tNo crack in the lug and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\t\t(3)\tNo crack in the lug and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(4)\tCrack in the lug and the cracklength is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and there is no safety strap. \n\n\t\t(5)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(6)\tCrack in the lug and the crack length is within repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions. \n\n\t\t\t(i)\tWithout an anti-fretting washer installed. \n\t\t\t(ii)\tWith an anti-fretting washer installed. \n\n\t\t(7)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and there is no safety strap installed. \n\n\t\t(8)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a crack-free lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(9)\tCrack in the lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and safety strap is installed in accordance with Boeing Service Bulletin 3067, Revision 2, dated February 9, 1979, or earlier revisions (i.e., without anti-fretting washer installed). \n\n\t\t(11)\tCrack in the lug and the crack length is beyond repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is approximately 1/4 inch in thickness. \n\n\t(c)\tIf the material of the outboard fitting is 7079-T6 aluminum, prior to further flight, conduct a close visual and ultrasonic inspection of the outboard fitting upper clevis lugs in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. If the material of the outboard fitting is 7075-T73 aluminum and a safety strap is installed for a cracked or crack-free 7079-T6 aluminum center section lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions, conduct these inspections within the next 1,000 flight cycles or one calendar year after the effective date of this amendment, whichever occurs first. Determine which of the following conditions describes each of the outboard fitting upper clevis lugs: \n\n\t\t(1)\tNo crack is found in lug. \n\t\t(2)\tThe lug is cracked and not repaired. \n\t\t(3)\tThe lug is cracked and repaired in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967. \n\n\t(d)\tIf a safety strap is installed for a cracked center section lug and the crack length is beyond the repairable hole rework limits defined in Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and the safety strap is installed for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979, or earlier revisions: Within the next 45 days after the effective date of this amendment, perform a close visual and high frequency eddy current inspection of the safety strap terminal hole and center section attachment locations in accordance with Figure 3 of Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991.(e)\tRepair or replace lugs in accordance with Table 1 below: \n\n\t\t\t\t\tTABLE 1 - \n\n\t\t\tReplacement or Modification Requirements \n\n\n\n\n\n\nCondition of the outboard fitting upper clevis lug as determined from Paragraph (c) of this AD \n\nCondition of center section upper lug as determined from Paragraph (b) of this AD. \n(c)(1)\n(c)(2)\n(c)(3) \n\n(b)( 1)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(2)\nPara. (e)(1)\nPara. (e)(2)\nPara. (e)(1)\n\n(b)(3)\nPara. (e)(3)\nPara. (e)(4)\nPara. (e)(3)\n\n(b)(4) \nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(5)\nPara. (e)(5)\nPara. (e)(6)\nPara. (e)(5)\n\n(b)(6)\nPara. (e)(7)\nPara. (e)(8)\nPara. (e)(7)\n\n(b)(7) \nPara. (e)(9)\nPara. (e)(10)\nPara. (e)(11)\n\n(b)(8)\nPara. (e)(12)\nPara. (e)(13)\nPara. (e)(14)\n\n(b)(9)\nPara. (e)(1)\nPara. (e)(15)\nPara. (e)(16)\n\n(b)(10)\nPara. (e)(17)\nPara. (e)(18)\nPara. (e)(19)\n\n(b)(11)\nPara. (e)(20)\nPara. (e)(21)\nPara. (e)(22) \n \n\t\t(1)\tNo modification or replacement is required by this AD. \n\t\t(2)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(3)\tPrior to further flight, modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(4)\tPrior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, rework in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap to maintain a clearance in the hole of the strap, in accordance with Boeing Service Bulletin3067, Revision 3, dated August 24, 1979. \n\n\t\t(5)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. \n\n\t\t(6)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(7)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(8)\tPrior to further flight, modify the center section upper lug in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979; and modify the safety strap to maintain a clearance in the hole of the strap in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. Additionally, prior to further flight, repair the outboard fitting upper clevis lug in accordance with Boeing Service Bulletin 2330, Revision 2, dated November 17, 1967; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(9)\tPrior to further flight, install the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(10)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(11)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and install the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(12)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial Release, dated September 27, 1990. \n\n\t\t(13)\tPrior to further flight, remove and replace the outboard fitting in accordancewith Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits modify the outboard fitting upper lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, or Initial release, dated September 27, 1990. \n\n\t\t(14)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(15)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. \n\n\t\t(16)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991. \n\n\t\t(17)\tPrior to further flight, modify the safety strap as a repair for a cracked lug in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 24, 1979. \n\n\t\t(18)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(19)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and modify the safety strap on the center section upper lug as a repair for a cracked lug in accordance with Boeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991. \n\n\t\t(20)\tPrior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(21)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; or, for a crack within rework limits, modify the outboard fitting lug in accordance with Boeing Service Bulletin 3253, Revision 4, dated November 17, 1988. Additionally, prior to further flight, replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t\t(22)\tPrior to further flight, remove and replace the outboard fitting in accordance with Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991; and replace the safety strap with a strap having an interference hole in accordance with Boeing Service Bulletin 3067, Revision 3, dated August 17, 1979. \n\n\t(f)\tRepeat the inspection of the center section lugs required by paragraph (b) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the center section lugs in accordance with paragraph (e) of this AD. \n\n\t(g)\tRepeat the inspection of the outboard fitting upper clevis lugs required by paragraph (c) of this AD at intervals not to exceed 1,000 flight cycles or 1 calendar year, whichever occurs first. If a crack is found, prior to further flight, repair or replace the outboard fitting upper clevis lugs in accordance with paragraph (e) of this AD. \n\n\t(h)\tRepeat the inspection of the safety strap terminal hole and center section attachment locations required by paragraph (d) of this AD at intervals not to exceed 500 flight cycles. \n\n\t\t(1)\tIf a crack is found in the terminal hole or in the center section attachment hole/holes of the strap, prior to further flight, replace the safety strap with a strap having an interference fit hole in accordance with Service Bulletin 3067, Revision 3, dated August 17, 1979. The inspections required by this paragraph must be continued after such replacement at intervals not to exceed 500 flight cycles. \n\n\t\t(2)\tReplacement of the center section front spar assembly with an assembly made of 7075- T73 aluminum constitutes terminating action for the inspections required by this paragraph. \n\n\t(i)\tReplacement of both the horizontal stabilizer center section front spar assembly and the outboard front spar fittings, with an assembly and fittings made of 7075-T73 aluminum, in accordance with Boeing Service Bulletin 2959, Revision 4, dated August 17, 1979, and Boeing Alert Service Bulletin A3482, Revision 1, dated August 29, 1991, constitutes terminating action for the inspection requirements of this AD. \n\n\t(j)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(k)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(l)\tThe inspections,repair, and modifications shall be done in accordance with the following service bulletins: \n\n\t\t(1)\tBoeing Alert Service Bulletin A3482, dated September 27, 1990, or Revision 1, dated August 29, 1991; \n\t\t(2)\tBoeing Service Bulletin 3067, Revision 3, dated August 24, 1979; \n\t\t(3)\tBoeing Service Bulletin 2959, Revision 4, dated August 17, 1979; \n\t\t(4)\tBoeing Service Bulletin 3253, Revision 4, dated November 17, 1988, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n\n\n\n1-14, 16, 19, 25, 31,\n35, 46-49, 54-56 \n4\nNovember 17, 1988 \n\n\n\n\n\n\n\n\n\n15, 17-18, 20-24,\t\n26-30, 32-34, \n36-45, 50-53\n3\nFebruary 25, 1988 \n\nand \n\t(5)\tBoeing Service Bulletin 2330, Revision 2, dated November 17, 1967, which contains the following list of effective pages: \n\n\n\nPAGE NUMBER\nREVISION LEVEL\nDATE \n1-4, 14\t\n2\nNovember 17, 1967 \n5-13, 15-23\n1\nOctober 9, 1967 \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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(m)\tThis amendment (39-8170, AD 92-04-01) becomes effective on February 25, 1992.
2024-20-03: The FAA is adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson Helicopter) Model R22 Beta, R22 Mariner, R44, and R44 II helicopters with a certain governor controller installed. This AD was prompted by reports of engine governor failure, which was a result of water intrusion inside of the governor controller. This AD requires replacing certain governor controllers and prohibits installing those governor controllers on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
91-18-17: 91-18-17 BOEING: Amendment 39-8020. Docket No. 90-NM-264-AD. \n\n\tApplicability: Model 757 series airplanes, as listed in Boeing Service Bulletin 757-52- 0052, Revision 1, dated June 20, 1991, certificated in any category. \n\n\tCompliance: Required within the next 90 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the hazard of an unexpectedly powered door opening and escape slide deployment when ground personnel open from the outside an armed passenger door with a broken disarm cable, accomplish the following: \n\n\tA.\tFor passenger doors 1, left and right, and 2, left and right: Measure the clearance between the lower end of the disarm cable and the pin in the disarm lever, in accordance with Boeing Service Bulletin 757-52-0052, Revision 1, dated June 20, 1991. \n\n\t\t1.\tIf the clearance between the end of the cable and the pin is less than 0.010 inch, prior to further flight, inspect the cable for damage or breakage. \n\n\t\t\ta.\tIf the cable is damaged or broken, prior to further flight, replace the cable in accordance with the service bulletin. \n\n\t\t\tb.\tIf the cable is not damaged or broken, grind the cable end and/or swaged ball and reinstall the cable into the door in accordance with the service bulletin. \n\n\t\t2.\tIf the clearance is 0.010 inch or more, no modification or replacement is required. \n\n\t\t3.\tFunctionally test the door in accordance with the service bulletin. \n\n\tB.\tFor passenger doors 4, left and right: Disconnect the disarm cable from the disarm lever on the door handle box, and inspect the cable for damage or breakage in accordance with the service bulletin.\n\n\t\t1.\tPrior to further flight, replace any damaged or broken cable in accordance with the service bulletin. \n\n\t\t2.\tFor any cable that is not damaged or broken, grind the cable end and/or swaged ball and reinstall the cable into the door, in accordance with the service bulletin. \n\n\t\t3.\tFunctionally test the door in accordance with the service bulletin. \n\n\tC.\tFor airplanes on which the requirements of paragraph A. or B. of this AD were accomplished prior to the effective date of this AD in accordance with Boeing Service Bulletin 757-52-0052, dated August 30, 1990, no further action is necessary. \n\n\tD.\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with 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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-8020, AD 91-18-17) becomes effective on September 30, 1991.
2016-10-03: We are adopting a new airworthiness directive (AD) for Viking Air Limited Model DHC-3 airplanes that are modified with the Baron Short Take Off and Landing (STOL) kit (Supplemental Type Certificate SA94-114 or SA 00287NY). This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a center of gravity that is too far aft contributing to a stall during takeoff and loss of control during other phases of flight. We are issuing this AD to require actions to address the unsafe condition on these products.
65-21-04: 65-21-04 HARTZELL: Amdt. 39-132 Part 39 Federal Register September 4, 1965, as amended by Amendment 39-1342. Applies to Models HC-12X20-7 and -8 Propellers Installed on but not limited to Navion, Navion A, Beech 35, Bellanca, Stinson L-5, and Stinson 108 Airplanes. Compliance required as indicated. To prevent further failures of the A-38 propeller bearing, accomplish the following (a) Unless already accomplished, within the next 100 hours' time in service after the effective date of this AD: (1) Inspect and replace as necessary each A-38 bearing in accordance with Hartzell Service Bulletin No. 82, dated April 27, 1962, revised June 2, 1965, or later FAA- approved revision. (2) Replace each A-38 bearing having a riveted cage with an A-38 bearing having a crimped cage or with an A-83B bearing having a bakelite cage in accordance with Hartzell Service Bulletin No. 82, dated April 27, 1962, revision June 2, 1965, or later FAA- approved revision. (3)Identify propellers modified in accordance with this paragraph by painting a 3/4-inch diameter white spot on the front face of the propeller piston. (b) Bearing lubrication and maintenance: (1) Grease the A-38 propeller control bearing within the next 100 hours in service after the effective date of this AD, and thereafter not to exceed 100 hours in service from the last greasing. (2) Propellers which are installed on aircraft which have not been flown for a calendar period of two months or more, but less than six months, grease the A-38 control bearing prior to further flight. (3) Propellers which are installed on aircraft which have not been flown for a calendar period of six months or more, must be removed prior to further flight. Inspect the A- 38 control bearing for rust, replace as necessary and grease in accordance with Hartzell Bulletin No. 82 Addendum No. 1 dated 27 May 1971, No. 82 revised 2 June 1965 or equivalent inspection approved by the Chief,Engineering and Manufacturing Branch, Eastern Region. Also, inspect B-119 rubber diaphragm for cracking and replace if necessary in accordance with Service Letter 48 dated 20 April 1967, or equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (Hartzell Bulletins No. 82 revised 2 June 1965, No. 82 Addendum No. 1 dated 27 May 1971, Service Letter No. 48 dated 20 April 1967 and Manual 100D pertain to this subject.) Amendment 39-132 was effective October 4, 1965. This amendment 39-1342 is effective November 30, 1971.
92-21-06: 92-21-06 GARRETT ENGINE DIVISION, A DIVISION OF THE ALLIED SIGNAL AEROSPACE COMPANY: Amendment 39-8386. Applicability: Garrett Engine Division Model TFE731-2, -3, -3A, -3AR, and -3R turbofan engines assembled with Part Number (P/N) 3072068-X, 3072544-X, 3073015-X, or 3073115-X low pressure turbine (LPT) rotor disks identified by serial number listed in Allied-Signal Aerospace Company, Garrett Engine Division, Alert Service Bulletin (ASB) No. TFE731-A72-3474, dated April 3, 1992, installed on but not limited to Avions Marcel Dassault Falcon 10, 50, and 100, AiResearch Aviation Company 731 Jetstar, Lockheed 1329-25 (Jetstar II), Israel Aircraft Industries Ltd. 1124 Series (Westwind) and 1125 Westwind Astra, British Aerospace DH/HS/BH 125 Series, Learjet 31 (M31), 35, 36, and 55 Series, and Sabreliner NA265-65 (Sabreliner 65 and 65A Series) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent an uncontained engine failure, accomplish the following: (a) Remove affected third stage LPT rotor disks in accordance with the Accomplishment Instructions of Allied-Signal Aerospace Company, Garrett Engine Division, ASB No. TFE731-A72-3474, dated April 3, 1992, at the next access to the turbine rotor assembly or before accumulating 100 hours time in service after the effective date of this AD, whichever occurs first, and replace with a serviceable disk. (b) For the purpose of this AD, access to the turbine assembly is defined as whenever the low pressure turbine module is separated from the engine. (c) 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, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles 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 Los Angeles Aircraft Certification Office. (d) 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. (e) The removal and replacement of the LPT rotor disk shall be done in accordance with the following Allied-Signal Aerospace Company, Garrett Engine Division, Alert Service Bulletin: Document No. Page No. Date No. TFE731-A72-3474 Total pages: 8 1-8 April 3, 1992 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 Garrett General Aviation Services Division, Distribution Center, 1944 East Sky Harbor Circle, Phoenix, Arizona 85034, telephone (602) 365-2548. This information may be examined 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. (f) This amendment becomes effective on November 27, 1992.
72-01-01: 72-01-01 BELLANCA: Amendment 39-1367. Applies to following airplanes: Models Serial Numbers Affected 14-19-2 4001 thru 4105 14-19-3 4106 thru 4228 14-19-3A 4229 thru 4342 17-30 30001 thru 30262 Compliance: Required as indicated unless already accomplished. To detect leakage of flammable fluids from flexible hose assemblies in the engine compartment within 50 hour's time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service, accomplish the following: A) Visually, or by any other method approved by FAA, inspect fuel lines as follows: 1. Pressurize the fuel lines with boost pump operating in high position. When accomplishing this test, the mixture control must be in the idle cutoff position. 2. With fuel lines pressurized, examine all flexible hose exteriors in the engine compartment for evidence of fuel stains, wetness or leakage. 3. After pressure testing fuel hoses, allow sufficient time for excess fuel to drain overboard from the engine manifold before attempting an engine start. B) Visually, or by any other method approved by the FAA, inspect oil lines for evidence of wetness or leakage. C) If, as a result of the inspections required by Paragraphs A or B, fuel or oil stains, wetness or leaking is found, replace with a serviceable hose assembly. D) Inspections required by Paragraphs A and B will no longer be required when hose assemblies are replaced with assemblies identified by either a Bellanca metal identification band or a TSO-C53a Type C identification band. (This does not preclude continued inspections of this area as required by FAR 91.) NOTE: The airplane models listed above use either Aeroquip 601 series or Stratoflex 156 series flexible fluid hoses in their engine compartments. These hose assemblies are available under Bellanca 198003-x series part numbers. This amendment becomes effective December 31, 1971.
2016-11-02: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD requires a detailed visual inspection of the upper and lower engine pylons for protruding, loose, or missing fasteners; and repair, including applicable related investigative and corrective actions, if necessary. This AD was prompted by reports of loose or [[Page 33372]] missing Hi-Lite fasteners on the upper and lower engine pylon structure common to the upper and lower pylon skin panels and engine thrust fitting. We are issuing this AD to detect and correct protruding, loose, or missing fasteners, which could result in structural failure of the engine pylons.
67-14-02: 67-14-02 BOEING: Amdt. 39-404 Part 39 Federal Register April 29, 1967. Applies to Model 727 Series Airplanes. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo protect the aircraft structure in the event of an excessively hard landing by providing the desired separation characteristics of the main landing gear side strut, accomplish the following: \n\n\t(a)\tWithin the next 1,000 hours' time in service after the effective date of this AD replace the main landing gear side strut lower segment plugs and side strut universal fittings in accordance with the appropriate accomplishment instruction outlined in the section entitled "II". Accomplishment Instructions (PRR21974 and 22392)", of Boeing Service Bulletin No. 32-79, Revision 1, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tWithin the next 6,000 hours' time in service after the effective date of this AD incorporate the controlled groove around the outside upper end of the side strut lower segment in accordance with the appropriate accomplishment instructions outlined in the section entitled "II". Accomplishment Instructions (PRR 21974) and 22392)", of Boeing Service Bulletin No. 32-79, Revision 1, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective May 2, 1967. \n\n\tRevised May 19, 1967.
2024-20-01: The FAA is superseding Airworthiness Directive (AD) 2023-07-13 which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2023-07-13 required repetitive detailed inspections of the lower attachment studs on the AFT galley complex and, depending on findings, replacement of the lower attachment studs. This AD was prompted by a determination that additional airplanes are affected, and that all affected parts must be replaced with serviceable parts. This AD continues to require the actions in AD 2023-07-13, adds airplanes to the applicability, and requires the replacement of all affected parts; as specified in 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.
2024-20-06: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by a manufacturing quality escape concerning certain overheat detection system (ODS) sensing elements. This AD requires inspecting the ODS sensing elements and performing applicable corrective actions, and prohibits the installation of affected parts, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2024-20-08: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Model Trent XWB-97 engines. This AD was prompted by the manufacturer revising the existing engine time limits manual (TLM) to introduce new or more restrictive instructions and associated thresholds and intervals for life-limited parts. This AD requires revising the airworthiness limitations section (ALS) of the operator's existing approved engine maintenance or inspection program, as applicable, to incorporate new or more restrictive instructions and associated thresholds and intervals for life-limited parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
73-10-01: 73-10-01 ROLLS ROYCE (1971) LTD: Amendment 39-1633. Applies to Rolls Royce RB 211-22-02 and RB 211-22-02/10 engines on Lockheed L-1011 airplanes. Compliance is required as indicated. To prevent improper VIGV scheduling due to binding of the variable inlet guide vanes master ram feedback control linkage accomplish the following: At the next disassembly of an engine for cause, after the effective date of this AD, unless already accomplished, remove existing connecting rod Part No. 754/2/27340 from the Variable Inlet Guide Vane Control and - (a) Install serviceable modified connecting rod Part No. 754/2/30438 in accordance with Plessey Aerospace Service Bulletin Number IGV 75-1 Revision 1, dated May 22, 1972 or an FAA-approved equivalent; or (b) Rework and reinstall serviceable connecting rod Part No. 754/2/27340 in accordance with Plessey Aerospace Service Bulletin Number IGV 75-1 Revision 1, dated May 22, 1972 or an FAA-approved equivalent. This amendment becomes effective May 8, 1973.
2003-20-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, that requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the vertical beams of the pressure bulkheads at fuselage stations 409+128 and 559; repairing the vertical beams if necessary; and submitting inspection findings to the airplane manufacturer. This action is necessary to detect and correct, in a timely manner, fatigue cracks in the vertical beams of the pressure bulkheads at fuselage stations 409+128 and 559, which could result in the reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
81-01-03: 81-01-03 LOCKHEED-CALIFORNIA: Amendment 39-4002. Applies to Model L-1011-385- 1, L-1011-385-1-14, L-1011-385-1-15, and L-1011-385-3 series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent crack development, which could result in flutter, accomplish the following: I. Aircraft with Extended Span Wing. A. Inspect all aircraft within 300 hours' time in service, after the effective date of this Airworthiness Directive, by accomplishing the following: 1. At OWS440 and 476, visually inspect the Hi-Tigues attaching outboard aileron support fittings to wing box lower skin, and rear spar web and caps, for cracks in accordance with Lockheed Service Bulletin 093-57-143, dated November 7, 1980. Pay particular attention to the fitting at the necked-down area near the top. a. If cracks are found, repair or replace parts before further flight. b. If Hi-Tigues are 3/16-inch diameter, replace with 1/4- inch diameter Hi-Tigues before further flight. 2. If Hi-Tigues are 1/4-inch or larger diameter, repeat inspection of (1.) above at intervals not to exceed 800 hours' time in service until the outboard aileron support fitting PN 1529413 is replaced with fitting PN 1633849 in accordance with Service Bulletin 093- 57-144 dated October 30, 1980. II. Aircraft with Standard Span Wing. A. Inspect all aircraft within 800 hours' time in service, after the effective date of this Airworthiness Directive, by accomplishing the following: 1. At OWS440 and 476, visually inspect Hi-Tigues attaching outboard aileron support fitting to wing box lower skin, and rear spar web and caps, for cracks in accordance with Lockheed Service Bulletin 093-57-143, dated November 7, 1980. Pay particular attention to the fitting at the necked-down area near the top. a. If cracks are found, repair or replace parts before further flight. b. If Hi-Tigues are 3/16-inch diameter, replace with 1/4- inch diameter Hi-Tigues in accordance with Lockheed Service Bulletin 093-47-143 dated November 7, 1980, or modify in accordance with Service Bulletin 093-47-144, within 3,000 hours' time in service, after the effective date of this Airworthiness Directive. 2. Upon accumulation of 10,000 or more hours time in service, repeat the inspection of (1.) above at intervals not to exceed 4,000 hours time in service until the outboard aileron support fitting PN 1529413 with fitting PN 1633849 in accordance with Service Bulletin 093-47-144, dated October 30, 1980. III. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1).All persons affected by this directive who have not already received these documents may obtain copies upon request to Lockheed-California Company, Post Office Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. This amendment becomes effective January 5, 1981.
2003-19-14: The FAA is adopting a new airworthiness directive (AD) for all BURKHART GROB LUFT--UND RAUMFAHRT GmbH & CO KG (GROB) Models G103 TWIN ASTIR, G103 TWIN II, G103A TWIN II ACRO, and G103C TWIN III ACRO sailplanes. This AD requires you to modify the airspeed indicators and install a flight speed reduction placard and an aerobatic maneuver restriction placard (as applicable). This AD also requires you to revise the flight and maintenance manual. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent the possibility of damage to the fuselage during limit load flight due to inadequate safety margins designed into the fuselage. Such a condition could result in reduced structural integrity of the fuselage and lead to loss of control of the sailplane.
72-19-04: 72-19-04 NICKEL-CADMIUM BATTERY: Amendment 39-1521 as amended by Amendment 39-1598 and 39-1723 is further amended by Amendment 39-1782. Applies to all aircraft having a primary electrical system that includes a nickel-cadmium battery that is capable of being used to start the aircraft's engine or APU, except those aircraft that have the charging rate of such a battery automatically controlled so as to prevent battery overheating, or that have a battery temperature sensing and over-temperature warning system with means and operating procedures for disconnecting the battery from its charging source in the event of an over-temperature condition, or that have a battery failure sensing and warning system with means and operating procedures for disconnecting the battery from its charging source in the event of a battery failure, and except Learjet Models 23, 24, and 25 airplanes. Compliance is required as indicated. To prevent a possible battery fire that may result from overheating caused by an undetected battery failure, accomplish the following: (a) For any battery rated at less than 50 amp-hours, containing any polystyrene cell cases, that is installed on a turbine engine powered aircraft, within the next 10 hours' time in service after the effective date of Amendment 39-1521, either - (1) Replace each cell having a polystyrene cell case with an equivalent cell having a polyamide cell case; or (2) Replace any battery containing any polystyrene cell cases with a battery containing all polyamide cell cases that is approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (b) For all batteries, within the next 10 hours' time in service after the effective date of Amendment 39-1521 unless already accomplished within the last 50 hours' time in service, and thereafter within the next seven days or 30 hours' time in service, whichever is later, following use of the battery for an engine or APU start or attempted start, visually inspect the battery, including the cell links and tops, for evidence of heat damage, or accomplish a procedure that is found by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division), to provide evidence of heat damage that is equivalent to that provided by physical inspection of the battery. (c) If a battery is found to have evidence of heat damage during an inspection or procedure required by paragraph (b), before further flight either - (1) Replace the battery with an equivalent serviceable battery; or (2) On aircraft approved for operation without the affected battery being operational, mechanically disconnect the battery at the battery terminal. (d) Upon request of the operator, an FAA maintenance/avionics inspector may adjust the repetitive inspection intervals specified in thisAD to permit compliance at an established inspection period of the operator if the request contains substantiating data that show that: (1) The aircraft is being maintained and inspected in accordance with a continuous airworthiness maintenance program under Parts 121 or 127, or is being inspected in accordance with a continuous inspection program under Subpart D of Part 91, or Part 123, or Part 135; and (2) The battery system has been maintained for at least the past year in accordance with the operators' maintenance program, and battery service on the aircraft has been free of heat associated problems during that time. (3) The substantiating data required by paragraphs (d)(1) and (2) must include at least the battery inspection and reconditioning frequency, the name and address of the facility/operator maintaining the battery, and a log book or other records showing the number of battery removals and reasons for removal. (e) Report evidence of battery heat damage found during inspections or procedures required by this AD, in writing, within 10 days of the inspection, to the Chief, Engineering and Manufacturing Division, Attention: AFS-130, Federal Aviation Administration, 800 Independence Ave., S.W., Washington, D.C. 20591. Each report must include the aircraft model, serial, and registration numbers, the battery make and model numbers, battery hours' time in service, and a description of the heat damage. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). Note: A pre-addressed Malfunction or Defect Report, FAA Form 8330-2 (available at any General Aviation District Office) may be used for a report required by this AD, if reference to the AD is made on the form. (f) Except as provided in paragraph (h), before February 1, 1974, accomplish at least one of the following: (1) Install a battery charging rate control system, approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (2) Install a battery temperature sensing and over-temperature warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery over-temperature warning, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (3) Install a battery failure sensing and warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery failure, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (g) The inspections or procedures required by paragraphs (b), and (h) as applicable, may be discontinued after compliance with paragraph (f) of this AD. (h) Upon request of the operator, an FAA Maintenance/Avionics Inspector may, if the request contains a satisfactory program for compliance with paragraph (f), extend the time for compliance with paragraph (f) to permit an aircraft to be operated in accordance with operating and maintenance limitations established by the inspector as necessary for safety, pending modification in accordance with such program, for any period of time - (1) Between February 1, 1974, and March 1, 1974; and (2) After March 1, 1974, to a date no later than April 1, 1974, in accordance with the following additional limitations: (i) A battery may be used no more than twice to start or attempt to start an engine or APU. (ii) After the first use of the battery to start or attempt to start an engine or APU, before any further such use of the battery,at the next station having qualified maintenance personnel, inspect the battery for indications of an overheat condition. If evidence that an overheat condition has existed is found during such an inspection, before further flight replace the affected battery with an equivalent serviceable battery and within the next 24 hours following the inspection report the condition to the inspector. (iii) After the second use of the battery to start or attempt to start an engine or APU, at the next station having qualified maintenance personnel, replace the battery with an equivalent serviceable battery and comply with the inspection and reporting requirements specified in subparagraph (2)(ii) of this paragraph. (iv) For a battery removed from an aircraft in accordance with subparagraph (2)(iii) of this paragraph, that is otherwise serviceable, before installing such a battery in any aircraft deep cycle the battery in accordance with an FAA-approved procedure. Amendment 39-1521 superseded Amendment 39-1302 (36 F.R. 19075), AD 71-21-05, as amended by Amendment 39-1333 (36 F.R. 21581). Amendment 39-1521 became effective September 20, 1972. Amendment 39-1598 became effective March 6, 1973. Amendment 39-1723 became effective September 19, 1973. This Amendment 39-1782 becomes effective February 1, 1974.
73-20-01: 73-20-01 FAIRCHILD: Amendment 39-1721 as amended by Amendment 39-2057. Applies to all Fairchild F-27 and FH-227 Type Aircraft Certificated in all categories. Compliance required as indicated: 1. Affects front and rear horizontal stabilizer spar fittings, P/N's 27-213003-11, -12 and 27-213002-11 which have accumulated 2500 hours or more in service. a. Within the next 30 days unless accomplished within the last 11 months, inspect stabilizer spar fittings in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, or inspect in accordance with an approved equivalent procedure. b. The inspections specified in "a" above, shall be repeated at intervals not to exceed 12 calendar months or 2500 hours in service from the last inspection, whichever occurs first. 2. Corroded or cracked parts shall be replaced prior to further flight. a. Parts replacement shall be in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, and shall be of the same part number or approved equivalent parts. 3. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspections or repairs can be performed. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Equivalent inspections or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Fairchild Service Bulletins F-27-55-21 and FH-227-55-12 pertain to this subject.) Amendment 39-1721 was effective September 24, 1973. This amendment 39-2057 is effective December 31, 1974.
2003-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-300 series airplanes, that requires a one-time inspection of the anti-ice tubing in the engine nacelle at the joint between the anti-ice tubing adapter and duct, and also between the joint of the anti-ice shutoff valve and the same duct, to detect any air leakage at the joints. This action is necessary to prevent an uncommanded engine shutdown in a critical phase of flight due to leakage of air from a loose clamp on the anti-ice tubing joint. This action is intended to address the identified unsafe condition.
2016-10-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of premature aging of certain passenger chemical oxygen generators that resulted in the generators failing to activate. This AD requires an inspection to determine if certain passenger chemical oxygen generators are installed and replacement of affected passenger chemical oxygen generators. We are issuing this AD to prevent failure of the passenger chemical oxygen generator to activate and consequently not deliver oxygen during an emergency, possibly resulting in injury to airplane occupants.