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90-05-09: 90-05-09 TRACOR AEROSPACE, INCORPORATED: Amendment 39-6527. Docket No. 89-ASW-23. Applicability: TA-7800 Omega/VLF Navigation Systems, with receiver processor unit (RPU) Part Numbers (P/N) 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 851001 or 851002 installed in, but not limited to, the following airplanes by certain Supplemental Type Certificates (STC): Boeing Models 707, 727, and 737; McDonnell Douglas MD-80, DC-8, DC-9; Lockheed Models L-382, Jetstar 1329; Beech Model 200; Cessna Model 441; Avions Marcel Dassault Model 20; Piper Model PA-42; Hawker Siddeley Model HS-125; Fairchild Swearingen SA226T(B); North American Rockwell Model NA-265, and General Dynamics Model 22 (Convair 880). Compliance: Required as indicated, unless already accomplished. To prevent navigation errors when using the Great Britain (GBR) radio station, which could result in loss of the aircraft, accomplish the following: (a) Within the next 10 hours' time in service, accomplish the following: (1) Fabricate a placard with the words, "DESELECT 58 PRIOR TO EACH FLIGHT" using letters 0.125 inches high or greater, or use the placard supplied by Tracor Aerospace in Service Bulletin (SB) 138000-00-01, dated January 24, 1989. Mount this placard on the uppermost part of each TA-7800 Omega/VLF Navigation Control Display Unit (CDU). (2) Thereafter, prior to each flight and until the TA-7800 software Program No. 851001 or 851002 is replaced as described in paragraph (b), deactivate the GBR VLF radio station by deselecting 58 as follows: (i) Turn the CDU function select switch to the TEST position. (ii) Press the CLR (clear) function on the data keyboard. (iii) Key 58 into the left window on CDU. (iv) Press the ENT (enter) function on the data keyboard. (v) Press CLR (clear), O, ENT (enter) functions on the data keyboard. (vi) Verify the leftwindow on the CDU displays "58 OFF" and the right window displays a single digit and the letter "O." (b) Within 90 days after the effective date of this AD, remove the Tracor TA-7800 RPU P/N's 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 851001 or 851002, and replace with Tracor TA-7800 RPU P/N's 138000-7004, -7007, -7017, -7114, -7115, -7117, -7124, -7125, -7127, -7204, -7224, -7227, and -7247 with software program No. 890201 or 890202 respectively. (1) Verify the software identification numbers as follows: (i) Turn the function select switch on the CDU panel to the TEST position. (ii) Press CLR (clear), 19, ENT (enter) on the data keyboard. (iii) Verify program No. 890201 or 890202 in the right-hand display of the CDU. NOTE: Software program Nos. 890201 and 890202 replace software program Nos. 851001 and 851002, respectively. (2) Add the software verificationtest procedure specified in (b)(1)(iii) above to the Limitations Section of the related FAA-approved Airplane Flight Manual Supplement (AFMS). This may be accomplished by inserting a copy of this AD in the AFMS Limitations Section. (3) After verification of the software specified in (b)(1)(iii) above has been completed satisfactorily, remove and discard the "DESELECT 58 PRIOR TO EACH FLIGHT" placard. (4) Replace the Tracor TA-7800 pilot guide, publication T7800-3A, Revisions 1 through 5, with Tracor publication T7800-3A, Revision No. 6, dated April 14, 1989, which lists software program Nos. 890201 and 890202. NOTE: A revised pilot guide will be supplied by Tracor and shipped with each reworked receiver processor unit. (c) In accordance with FAR Section 43.9, make a log book entry which shows compliance with this AD. (d) An alternate means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Special Program Office, Aircraft Certification Service, FAA, Southwest Region, Fort Worth, Texas 76193-0190. (e) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. This amendment (39-6527, AD 90-05-09) becomes effective on April 4, 1990.
92-04-05: 92-04-05 BOEING: Amendment 39-8176. Docket 91-NM-193-AD. \n\n\tApplicability: Model 747 series airplanes; line numbers 1 through 856 except line numbers 679 and 685; certificated in any category. \n\n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent an Auxiliary Power Unit (APU) pneumatic duct from contacting the elevator control rod in the event of a duct rupture, which could damage the elevator control system and result in a reduced ability to control the pitch of the airplane, accomplish the following: \n\n\t(a)\tInstall an APU pneumatic duct restraint in accordance with Boeing Alert Service Bulletin 747-36A2087, dated June 6, 1991. \n\n\t(b)\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(c)\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(d)\tThe installation shall be done in accordance with Boeing Alert Service Bulletin 747-36A2087, dated June 6, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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(e)\tThis amendment (39-8176, AD 92-04-05) becomes effective on March 26, 1992.
2021-25-11: The FAA is superseding Airworthiness Directive (AD) 78-02-03, which applied to all Piper Aircraft, Inc. (Piper) Model PA-23-250 airplanes. AD 78-02-03 required repetitively inspecting the stabilator tip tube and weight assemblies for cracks, inspecting for missing rivets and screws, replacing the forward rib/horn assemblies, and reinforcing the mounting. Since AD 78-02-03 was issued, Piper developed a newly-designed stabilator, which is not subject to the unsafe condition, and revised its service information. This AD retains the actions of AD 78-02-03, but reduces the applicability and requires the actions in the revised service information. The FAA is issuing this AD to address the unsafe condition on these products.
90-26-06: 90-26-06 SAAB-SCANIA: Amendment 39-6833. Docket No. 90-NM-161-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 138, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the horizontal stabilizer, accomplish the following: A. Prior to the accumulation of 16,000 landings or within 90 days after July 13, 1990 (the effective date of AD 90-12-12, Amendment 39-6628), whichever occurs later, accomplish the following: 1. Perform an eddy current inspection to detect cracks in the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55- 013, dated December 1, 1989. If cracks are detected, repair prior to further flight, in accordance with the service bulletin. 2. Reinforce the horizontal stabilizer, in accordance with SAAB-Scania Service Bulletin 340-55-013, dated December 1, 1989. B. Prior to the accumulation of 16,000 landings, or within 90 days after the effective date of this AD, whichever occurs later, accomplish the following in accordance with the Accomplishment Instructions in SAAB-Scania Service Bulletin 340-55-027, dated June 28, 1990, or Revision 1, October 10, 1990. 1. Remove the left and right drag angles and associated shims. 2. Perform a visual and dye penetrant inspections of the drag angle attaching holes; if cracks are found, repair prior to further flight. 3. Install new drag angles and associated shims. C. An 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrenceto the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania AB, Produce Support, S-581.88, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-26-06 supersedes AD 90-12-12, Amendment 39- 6628. This amendment (39-6833, AD 90-26-06) becomes effective on January 16, 1991.
78-01-14: 78-01-14 CESSNA: Amendment 39-3123. Applies to Model 182 Series (S/N's 18260797 thru 18265965) plus all other Cessna Model 182 Series incorporating ELT installations accomplished in accordance with Cessna Service Letter SE73-41 dated December 12, 1973, and Kits AK-150-97 or AK-150-104 or Kits AK-150-110 and AK-172-190 which were supplied by Cessna when Kits AK-150-97 and 150-104 were discontinued. Compliance: Required as indicated unless already accomplished. To preclude the possibility of an in-flight fire due to a loose ELT antenna coaxial cable connector making contact with the terminals of the battery relay and thereby shorting the electrical power to ground, within the next 100 hours time-in-service after the effective date of this AD or by March 15, 1978, whichever occurs first, accomplish the following: A) Install P/N 0712765-1 plastic guard over the P/N S1579 battery relay, or on those Cessna Model 182 airplanes not utilizing a P/N S1579 battery relay install two P/N MS25171-1S and two P/N MS25171-4S rubber nipple covers on the battery relay terminal in those airplanes, in accordance with Cessna Service Letter SE-77-41, dated November 7, 1977, or later approved revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering & Manufacturing Branch, FAA, Central Region. This amendment becomes effective January 23, 1978.
77-22-03: 77-22-03 LOCKHEED: Amendment 39-3063. Applies to all Model 1329-23A and Model 1329-23D airplanes, serial numbers 5001 through 5092, 5094 through 5096 and 5121; all Model 1329-23E airplanes, serial numbers 5093, 5097 through 5120 and 5122 through 5162; and all Model 1329-25 airplanes, serial numbers 5201 through 5221. Compliance is required as indicated, unless already accomplished. To prevent failure of the reinforcing doubler and ring segment for the lower VHF antenna, accomplish the following: On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes, within the next 25 hours flying time, inspect for cracks in the reinforcing doubler and ring segment for the lower VHF antenna in accordance with Service Bulletin 329-281 or later FAA approved revision. If cracks are found, before further flight, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-23A, Model 1329-23D and Model 1329-23E airplanes on which cracks are not found, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329-281 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. On Model 1329-25 airplanes, serial numbers 5201 through 5221, within the next 300 hours flying time, replace the reinforcing doubler and ring segment in accordance with Service Bulletin 329II-53-6 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective October 28, 1977.
2010-16-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found the occurrence of corrosion on the Auxiliary Power Unit (APU) mounting rods that could cause the APU rod to break, affecting the APU support structure integrity. APU support structure failure could result in loss of power of the APU and possible loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-04-15: 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: The aileron hinges and the stabilizer are fastened with steel tube rivets and brass tube rivets. During a complete overhaul, broken brass tube rivets have been detected. It has been determined that, due to production quality issue, the upset heads of the brass tube rivets could break under normal load conditions. This condition, if not corrected, could possibly lead to loss of control of the powered sailplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-15-02: 76-15-02 ALEXANDER SCHLEICHER: Amendment 39-2674. Applies to Rhonlerche II gliders, all serial numbers, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks in the welded area between the flight control horizontal torsion tube and the front control stick mount and to prevent front control stick separation from the mount, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD visually inspect with a 5 power magnifier the welded area between the flight control horizontal torsion tube and the front control stick mount in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (b) If a crack is found in performing the inspection required by paragraph (a) of this AD, prior to further flight, repair cracks and reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. (c) If no crack is found in performing the inspection required by paragraph (a) of this AD, within the next 100 hours time in service after the effective date of this AD, reinforce the torsion tube-mount area in accordance with Alexander Schleicher Technical Note No. 13, page 1, dated June 23, 1975, and page 2, dated July 1, 1975, or an FAA-approved equivalent. This amendment becomes effective August 2, 1976.
94-15-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Aerospatiale Model ATR72 series airplanes. This action requires inspections to detect damage, corrosion, or cracking of the hinge pin on each shock absorber on the main landing gear (MLG), and repair or replacement of the pins, if necessary. This amendment is prompted by reports of rupture of certain hinge pins due to stress corrosion of the pins in the shock absorber on the MLG on Model ATR72 series airplanes. The actions specified in this AD are intended to prevent loss of the MLG during a hard landing due to malfunction of the shock absorber on the MLG.