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2013-05-01: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Makila 1A2 turboshaft engines. That AD currently requires replacement of certain serial number (S/N) N2 sensor harnesses. This AD requires replacement of the same S/N harnesses, and requires replacement of additional S/N N2 sensor harnesses. This AD was prompted by corrosion detected in affected N2 sensor harnesses. We are issuing this AD to prevent inadvertent activation of the 65% N1 back up mode, resulting in N2 speed fluctuation, significant power loss, and emergency landing of the helicopter.
2025-07-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by an updated stress analysis on the forward (FWD) cargo door and its attachment piano hinges that revealed a risk of cracking and crack propagation on piano hinges 2 and 3, originating from opening- closing fatigue cycles of the FWD cargo door. This AD requires an inspection of the affected parts, and applicable corrective actions, 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.
77-23-10: 77-23-10 SCHWEIZER: Amendment 39-3078, as amended by Amendment 39-3241. Applies to all Schweizer SGS 2-33, 2-33A and 2-33AK Gliders. Compliance required as indicated. (a) Within the next 25 hours in service, after the effective date of this AD, unless previously accomplished within the last 75 hours in service, visually inspect the vertical stabilizer spar-to-fuselage attachment bolts and spar web in accordance with Schweizer Service Bulletin No. 102-33-2, dated September 2, 1977, or an approved equivalent inspection. (b) Repeat the inspection specified in (a) at intervals not to exceed 100 hours in service or six months, whichever occurs first, from the last such inspection. (c) Before further flight, repair cracked parts or elongated holes in accordance with the above Schweizer service bulletin, or with an approved equivalent repair, or replace defective parts with new parts of the same part number or with approved equivalent parts. (d) Report all defects found during compliance with this AD to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CAR0174). (e) Recommended repairs noted in paragraph 1.g. and 1.h. of the service bulletin and equivalent inspections, repairs, alterations or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) The repetitive inspection required by (b) may be discontinued when an undamaged vertical stabilizer spar is altered in accordance with paragraph (3) of Schweizer Service Bulletin No. 102-33-2, dated March 17, 1978, or an equivalent. (g) 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. Amendment 39-3078 was effective November 18, 1977. This amendment 39-3241 is effective June 21, 1978.
77-02-09: 77-02-09 CESSNA: Amendment 39-2820. Applies to the following Models and Serial Numbers of aircraft: Model 150 Serial Numbers 15078687 thru 78733, 78735 thru 78782, 78784 thru 78789, 78791 thru 78839, 78841 thru 78848, 78850 thru 78856, 78858 thru 78865, 78867 thru 78906, 78908 thru 78921, 78923, 78926 thru 78928, 78931, 78932, 78934 thru 78938, 78940 thru 78947, 78950 thru 78955, 78958, 78960 thru 78968, 78971 thru 78973, 78976, 78977, 78978, 78980, 78981, 78984 thru 78987, 78994, 78995, 78998 Model A150 Serial Numbers A1500697 thru 0706, 0709, 0711 Model 172 Serial Numbers 17267789 thru 67814, 67816 thru 67877, 67879 thru 67884, 67886 thru 67957, 67959 thru 67988, 67990 thru 68021, 68023 thru 68029, 68031 thru 68053, 68055 thru 68060, 68062 thru 68077, 68079, 68081 thru 68089, 68091 thru 68097, 68099 thru 68105, 68107, 68108, 68111 thru 68116, 68119, 68121 thru 68123, 68125 thru 68129, 68131 thru 68133, 68135 thru 68138, 68140, 68142, 68145 thru 68153, 68155thru 68158, 68160, 68161, 68163, 68167, 68168, 68170 thru 68176, 68178 thru 68180, 68183, 68185, 68188, 68190, 68191, 68193, 68195, 68196, 68198, 68200 thru 68202, 68207, 68208, 68210, 68211, 68214 thru 68217, 68219, 68226, 68239 Model R172 Serial Numbers R1722028 thru 2091, 2093 thru 2096, 2098 thru 2102, 2105 thru 2108, 2111, 2112, 2115 thru 2117, 2119, 2120, 2123 thru 2125, 2134, 2140 Model 182 Serial Numbers 18265065 thru 65107, 65109 thru 65147, 65149 thru 65158, 65160 thru 65174, 65176 thru 65199, 65201 thru 65209, 65211, 65212, 65215 thru 65219, 65222 thru 65227, 65229, 65230, 65233 thru 65239, 65241, 65243, 65245, 65247, 65249 thru 65252, 65254 Model 206 Serial Numbers U20603454 thru 03469, 03471 thru 03473, 03475 thru 03491, 03493 thru 03497, 03501 thru 03505, 03507 thru 03513, 03515 thru 03519, 03521, 03523 thru 03527, 03529 thru 03534, 03536, 03538 thru 03540, 03542 thru 03547, 03549 thru 03553, 03557, 03561, 03562 Model 207 Serial Numbers 20700357 thru 00362, 00364 thru 00367 Compliance: Required as indicated, unless already accomplished. A. Before the next flight of the affected airplanes, visually inspect the P/N C301002-0101 (12 volt) or C301002-0102 (24 volt) wing flap actuator for the date code stamp. 1. If the date code stamp on the actuator is OH, HH, WH, or ZH install a placard near the flap control which reads: "FLAP EXTENSION PROHIBITED" and operate the aircraft in accordance with this limitation. 2. Within 50 hours' time in service after the effective date of this AD, replace the wing flap actuator ball nut assembly with an airworthy assembly in accordance with Cessna Service Letter SE76-25, dated December 13, 1976, or later approved revision. The placard required by Paragraph A.1. may be removed when the replacement ball nut assembly is installed. 3. If the date stamp code on the actuator is not one of those identified in Paragraph A.1., make an entry in the aircraft maintenance records indicating that this AD has been accomplished and the airplane may be returned to service. B. Airplanes located where the inspection cannot be accomplished may be flown in accordance with FAR 21.197 to a place where the inspection may be accomplished, providing the flaps are not used for the flight. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE 1. The date code stamp is steel stamped into the lower side of the actuator gear housing, adjacent to the flap motor and switch bar, is visible on the lower side of the actuator as it is installed in the aircraft. Inked stamped numbers on the motor housing are to be disregarded. NOTE 2. The manufacturer has advised the FAA that sufficient replacement parts are available to accomplish Paragraph A.2. of this AD. This amendment becomes effective February 3, 1977, to all persons except those to whom it was made effectiveearlier by air mail letters dated January 13, 1977.
76-13-08: 76-13-08 FAIRCHILD: Amendment 39-2658. Applies to F-27 and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated for all airplanes with 7500 hours in service on the upper engine mount attachment bolts AN4, AN5, AN6 and their nuts: (a) For F-27J, F-27M and FH-227 Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 25 hours in service or four days, whichever occurs first, unless accomplished within the last 125 hours in service and at intervals thereafter not to exceed 150 hours in service from the last inspection. (b) For F-27, F-27A, F-27B and F-27F Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 300 hours in service or 90 days, whichever occurs first, unless accomplished within the last 300 hours in service or 90 days and at intervals thereafter not to exceed 600 hours in service or 180 days, whichever occurs first, from the last inspection.(c) Inspect all engine mount attachment bolts on all upper inboard and outboard engine mount fittings, P/N 27-110105 or P/N 01-1101-5 as follows: (1) Visually check all bolts for gaps under bolt heads and looseness. (2) Torque bolts to check for tightness without exceeding standard torque values for bolt heads. (3) Check for gap between fitting and spar web using a .0015 feeler gage, by placing feeler gage between AN6 and AN4 bolt locations on both sides of the fitting. (4) Where gaps in excess of .0014, looseness, broken bolts, or any bolt rotation is found, AN4, AN5, or AN6 bolts and their respective AN or NAS Nuts, must be replaced before further flight with unused AN Bolts and AN or NAS Nuts with the same part number or with the respective NAS 1304, NAS 1305 or NAS 1306 bolts, using MS21042 nuts or with equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) For F-27J, F-27M and FH-227 Type Airplanes, within the next 900 hours in service or one year, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (e) For F-27, F-27A, F-27B and F-27F Type Airplanes, within the next 1800 hours in service or two years, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (f) If unused AN Bolts and AN or NAS Nuts are used for replacement, upon the accumulation of 7500 hours in service, the inspections specified in (a) or (b) and (c), and replacement in accordance with (d) or (e) must be accomplished. (g) The repetitive inspection required by (a) or (b) and (c) may be discontinued when all AN4, AN5 and AN6 Bolts are replaced by the NAS Bolts and MS Nuts specified in (c)(4). (h) The repetitive inspection compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. (i) Report the results of the initial inspection findings, required by this AD, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CA-R0174). (Fairchild Service Bulletins F27-54-22 and FH227-54-16 pertain to this subject.) This amendment is effective July 7, 1976.
2013-04-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of the loss of the fixed frequency system, leading to the loss of power to the left and right buses and all systems serviced by these buses. This AD requires modification of the wiring and changes to existing airworthiness limitations. We are issuing this AD to prevent loss of the fixed frequency system, which could lead to loss of a number of the pilot's and co-pilot's flight instruments, in addition to other avionics systems.
2025-07-03: The FAA is superseding Airworthiness Directive (AD) 2021-09- 06, which applied to all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2021-09-06 required repetitive inspections for cracking of the left- and right-hand outboard chords of certain frame fittings and failsafe straps at a certain station around eight fasteners, and repair if any cracking is found. This AD was prompted by additional reports of cracking in the area and a subsequent determination that additional inspections are needed to address the unsafe condition. This AD requires repetitive detailed and ultrasonic inspections for cracking of the left- and right-hand sides of certain frame fittings and failsafe straps, and repair if any cracking is found. The FAA is issuing this AD to address the unsafe condition on these products.
2025-05-10: The FAA is superseding Airworthiness Directive (AD) 2012-07- 06, which applied to certain The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. AD 2012-07-06 required revising the maintenance program to update inspection requirements to detect fatigue cracking of principal structural elements (PSEs). This AD was prompted by new revisions to the airworthiness limitations of the maintenance planning document and damage tolerance rating check form document. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
93-02-01: 93-02-01 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8483. Docket No. 92-ANE-63. Applicability: Garrett Engine Division, Allied-Signal Incorporated Model TPE331-8, -10, -11, and -12 series turboprop engines installed on but not limited to Cessna Model 441 series (Conquest or Conquest II), Construcciones Aeronauticas, S.A. (CASA) 212 series, Twin Commander 695 series, Mitsubishi MU-2B series (Marquise/ Solitaire), Fairchild SA226 and SA227 series (Merlin and Metro), and British Aerospace (BAe) Jetstream 3101 and 3201 series (31 and 32) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent fuel spraying on hot turbine components, which can result in an engine fire, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, remove from service in accordance with the Accomplishment Instructions of Garrett Engine Division, Allied-Signal Aerospace Company Alert Service Bulletin (SB) No. TPE331-A73-0198, Revision 1, dated January 10, 1992, Stratoflex fuel manifold assemblies, Part Number 3102469-2, manufactured on the dates listed in the service bulletin, and replace with a serviceable part. (b) 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. 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. (c) 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. (d) The removal and replacement of the fuel manifold shall be done in accordance with the following service bulletin: DOCUMENT NO. PAGE REVISION DATE Garrett Engine Division, Allied-Signal Aerospace Company SB No. TPE331-A73-0198 Total Pages: 8 1, 5-8 2-4 Revision 1 Original Jan. 10, 1992 Dec. 20, 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 Garrett General Aviation Services Division, Distribution Center, 2340 E. University, Phoenix, Arizona 85034. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC. (e) This amendment supersedes priority letter AD 92-02-19, issued January 14, 1992. (f) This amendmentbecomes effective on March 18, 1993.
92-18-12: 92-18-12 BOEING: Amendment 39-8357. Docket No. 91-NM-234-AD. Supersedes AD 91-18-08, Amendment 39-8011. \n\n\tApplicability: Model 747 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) and (b) of this AD, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8011, AD 91-18-08), incorporate the maximum brake wear limits, shown below, into the FAA-approved maintenance inspection program: \n\n\nBrake Mfr.\t\t\t\nBrake P/N\nBoeing P/N\nMaximum Wear Limit \nBendix\n2603703-13\n60B10014-9\n1.55 inches \nBendix\n2603703-14\n60B10014-11\n1.55 inches \nBendix\n2605662-1\n60B10014-15\n2.50 inches\nBendix\n2605662-3\n60B10014-23\n2.70 inches \nBFGoodrich\n2-1515-1\n60B10062-11\n2.00 inches \nBFGoodrich\n2-1515-2\n60B10062-12\n2.00 inches(b)\tWithin 180 days after the effective date of this AD, accomplish the requirements specified in paragraph (b)(1), (b)(2), (b)(3), (b)(4), (b)(5), or (b)(6) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes equipped with Bendix Part Numbers (P/N) 2602012-2, -3, -4, and -5, (Boeing P/N 60B00150-5, -6, -8, and -12): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.75 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2602012-30, -40, or -50, (Boeing P/N 60B00150-21, -22, and -23), as applicable, built in accordance with Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2602012-30, -40, and -50 to the FAA-approved Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "B", and remove Bendix brake P/N's 2602012-2, -3, -4, and -5 from the AFM. \n\n\t\t\t(iii)\tIntermix of the P/N 2602012-2, -3, -4, and -5 brakes with the P/N 2602012-30, -40 and -50 brakes is allowed for 360 days after the effective date of this AD. Delay removal of the P/N 2602012-2, -3, -4, and -5 brakes from the AFM, as required by paragraph (b)(1)(ii) of this AD, until intermix is ended. \n\n\t\t\t(iv)\tChange all references of Bendix Brake P/N's 2602012-2, -3, -4, and -5 to Category "B" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(v)\tIncorporate a 1.75-inch maximum allowable brake wear limit for Bendix Brake P/N's 2602012-30, -40, and -50 into the FAA-approved maintenance inspection program. \n\n\t\t(2)\tFor airplanes equipped with Bendix Brake P/N's 2601902-1, -2, and -5, (Boeing P/N's 60B00150-4, -9, and -13): Incorporate a 2.38-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t\t(3)\tFor airplanes equipped with Bendix Brake P/N's 2601902-3, -4, and -6, (Boeing P/N's 60B00150-10, -11, and -14): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2601902-30, -40, or -60, (Boeing P/N's 60B00150-24, -25, and -26), as applicable, built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2601902-30, -40, and -60 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2601902-3, -4, and -6 brakes with the P/N 2601902-30, -40, and -60 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable brake wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N's 2601902-3, -4, and -6 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermixing isended. \n\n\t\t\t(v)\tChange all references of Bendix P/N's 2601902-3, -4, and -6 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N's 2601902-3, -4, and -6, and a 1.73-inch maximum allowable brake wear limit for P/N's 2601902-30, -40, and -60, into the FAA-approved maintenance inspection program. \n\n\t\t(4)\tFor airplanes equipped with Bendix Brake P/N 2605662-2, (Boeing P/N 60B10014-14): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605662-20, (Boeing P/N 60B10014-30), built in accordance with Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605662-20 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermixof the P/N 2605662-2 brakes with the P/N 2605662-20 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605662-2 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermix is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605662-2 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N 2605662-2, and a 1.73-inch maximum allowable brake wear limit for P/N 2605662-20, into the FAA-approved maintenance inspection program. \n\n\t\t(5)\tFor airplanes equipped with Bendix Brake P/N 2605155-1, (Boeing P/N 60B10014-10): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 2.50 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605155-2, (Boeing P/N 60B10014-31), built in accordance with Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605155-2 to the Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2605155-1 brakes with the P/N 2605155-2 brakes is allowed for 360 days after the effective date of this AD when a 2.50-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605155-1 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of this brake to Category "B" until intermixing is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605155-1 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)Incorporate a 3.20-inch maximum allowable brake wear limit for Bendix Brake P/N 2605155-1, and a 2.50-inch maximum allowable brake wear limit for P/N 2605155-2, into the FAA-approved maintenance inspection program. \n\n\t\t(6)\tFor airplanes equipped with Bendix Brake P/N 2605392-1, (Boeing P/N 60B10035-2): Incorporate a 1.90-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t(c)\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. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may concur or comment 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 be obtained from the Seattle ACO.(d)\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(e)\tBrakes shall be built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991; or Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991; as applicable. 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 Allied-Signal Aerospace Company, Bendix Wheels and Brakes Division, South Bend, Indiana 46628. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on November 17, 1992.
2013-02-51: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires modification of the battery system, or other actions. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke. We are issuing this AD to correct damage to critical systems and structures, and the potential for fire in the electrical compartment.
2012-26-16: We are superseding an existing airworthiness directive (AD) for all Pilatus Aircraft Ltd. Models PC-12, PC-12/45, PC-12/47, and PC- 12/47E 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 a need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). We are issuing this AD to require actions to address the unsafe condition on these products.
77-14-15: 77-14-15 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2957. Applies to DH-104 airplanes, certificated in all categories, that are not equipped with engine mount stay struts marked as Issue 7 or subsequent or marked "DOI No. 68639". Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To detect internal corrosion of the engine mount stay strut, P/N 4 EM.357A and P/N 4 EM.359A, accomplish the following: (a) Remove the stay struts from the aircraft and inspect in accordance with the X-ray procedure of Appendix 1 of Hawker Siddeley Technical News Sheet No. 229, dated March 19, 1973, or an FAA-approved equivalent. (b) Replace any stay strut for which internal corrosion is detected by the inspection required by paragraph (a) of this AD with a new part or otherwise serviceable spare part of the same part number determined to be free of internal corrosion by the inspection required by paragraph (a) of this AD or an FAA-approved equivalent. (c) It is requested that copies of the X-rays, or results of an FAA-approved equivalent inspection, be forwarded to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO-174.) This amendment becomes effective August 8, 1977.
2013-03-20: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by reports of fuel leaking from the front spar of the wing through the slat track housing. This AD requires a detailed inspection of the inboard and outboard main slat track downstop assemblies and a torque application to the main track downstop assembly nuts of slat numbers 1 through 10, excluding the outboard track of slats 1 and 10; a detailed inspection of all slat track housings for foreign object debris (FOD) and visible damage; and corrective actions if necessary. We are issuing this AD to detect and correct incorrectly installed main slat track downstop assemblies, which, when the slat is retracted, could cause a puncture in the slat track housing and lead to a fuel leak and potential fire.
90-15-06: 90-15-06 BOEING: Amendment 39-6653. Docket No. 88-NM-194-AD. \n\n\tApplicability: Model 747 series airplanes, production line numbers 001 through 200, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent depressurization resulting from cracks and/or corrosion in the fuselage skins, accomplish the following: \n\n\tA.\tAccomplish either paragraph A.1. or A.2., below: \n\n\t\t1.\tWithin 1,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 1,000 landings (2,000 landings from body station (BS) 1000 to BS 1480), conduct a detailed external visual inspection of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners) in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. If cracking or corrosion is detected during the visual inspection, prior to further flight, conduct a high frequency eddy current (HFEC) inspection for cracks in the skin at the upper row of fasteners of the affected skin panel lap joint, in accordance with the above mentioned Boeing service bulletin. \n\n\t\t2.\tWithin 1,000 landings after the effective date of this AD, and thereafter at the intervals specified below, conduct the following inspections at the upper lobe skin lap joints in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\t\t\ta.\tConduct a detailed visual inspection for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished fasteners, popped rivet heads, or loose fasteners) and repeat at intervals not to exceed 2,000 landings. \n\n\t\t\tb.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fasteners of the lap joints forward of BS 1000 and repeat at intervals not to exceed 4,000 landings.c.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fastener holes of the lap joints aft of BS 1480 and repeat at intervals not to exceed 6,000 landings. \n\n\tB.\tAny cracks, or corrosion for which material loss exceeds 10 percent of the material thickness, which are detected during the inspections required by this AD must be repaired, prior to further flight, in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. Terminating action, as described in the service bulletin, must be accomplished within 15 months after repair for the remainder of any skin panel lap joint in which cracks, or corrosion exceeding 10 percent of the material thickness, are found. Terminating action, as described in the service bulletin, must be accomplished within 30 months for any skin panel lap joint in which corrosion is found, but the corrosion does not exceed 10% of the material thickness, and no cracking is found; and HFEC inspection of the lap joint for cracks, as described in the service bulletin, must be accomplished at repetitive intervals of 500 landings until the terminating action is completed. \n\n\tC.\tWithin 14 days after the detection of cracks or corrosion when conducting the inspections required by this AD, submit a written report of findings to the Manager, Seattle Aircraft Certification Office, ANM-100S, FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. The report must contain the following information: \n\n\t\t1.\tSerial number of the airplane inspected; \n\t\t2.\tTotal number of landings on the airplane inspected; \n\t\t3.\tNumber of landings since last inspected; \n\t\t4.\tThe location and dimensions of cracks and/or corrosion detected. \n\n\tD.\tTo conduct the inspections required by this AD: \n\n\t\t1.\tRemove the paint, using an approved chemical stripper; or \n\t\t2.\tEnsure that each fastener head is clearly visible. \n\n\tE.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 PSI. \n\n\tF.\tThe inspections required by this AD may be terminated for the affected lap joints on which the terminating action has been accomplished in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\tG.\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\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6653, AD 90-15-06) becomes effective on August 20, 1990.
76-21-03: 76-21-03 GRUMMAN AMERICAN: Amendment 39-2746. Applies to Model G-164 airplanes certificated in all categories incorporating Frenco Co. main landing gear struts P/N 1428, installed in accordance with STC SA647WE. Compliance required as indicated. To prevent possible hazards associated with main landing gear strut failures, accomplish the following: (a) Within the next 100 landings after the effective date of this airworthiness directive, unless accomplished within the last 1900 landings, and thereafter at intervals not to exceed 2000 landings from the last inspection, remove the main gear struts, Frenco Co. P/N 1428, and inspect the struts for cracks using dye penetrant and a glass of at least 10 power or magnetic particles inspection. "Note: During the inspection required by paragraph (a) particular attention should be directed to the upper bend radius, and fuselage attachment area." (b) If cracks are found, before further flight, replace the cracked strut with an unused strut of the same part number. (c) For the purpose of complying with this airworthiness directive, subject to the acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the repetitive inspection interval specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (e) Equivalent inspection procedures or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective October 20, 1976.
90-13-05: 90-13-05 BOEING: Amendment 39-6617. Docket No. 89-NM-272-AD. \n\n\tApplicability: Model 747 series airplanes listed in Boeing Alert Service Bulletin 747- 35A2061, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure that sufficient oxygen is available to supernumerary during emergency conditions, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Limit occupancy of supernumeraries to 16 people." \n\n\tB.\tWithin the next 3,000 hours time-in-service after the effective date of this AD, remove and replace the bleed relief valves with higher operating pressure bleed relief valves, in accordance with Boeing Alert Service Bulletin 747-35A2061, dated October 19, 1989. Once this is accomplished, the limitation required by paragraph A., above may be removed from the AFM. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6617, AD 90-13-05) becomes effective on July 23, 1990.
2013-03-21: We are adopting a new airworthiness directive (AD) for certain serial number Pratt & Whitney Canada Corp. PW206B, PW206B2, PW206C, PW207C, PW207D, PW207D1, PW207D2, and PW207E turboshaft engines. This AD was prompted by the discovery that certain power turbine (PT) disks were made to specific heat codes that may not achieve the maximum in- service life. This AD requires re-identification of the PT disk to a part number (P/N) with a lower life limit. We are issuing this AD to prevent possible uncontained PT disk failure and loss of helicopter control.
2013-03-14: We are adopting a new airworthiness directive (AD) for certain [[Page 11564]] Pratt & Whitney Canada Corp. (P&WC) PT6C-67C turboshaft engines. This AD requires initial and repetitive borescope inspections to verify the presence of a retaining ring securing the power turbine (PT) baffle located near the second stage PT disk. If the engine fails the inspection, this AD also requires removing the engine from service before further flight. This AD was prompted by five reported incidents of second stage PT disk damage. We are issuing this AD to prevent damage to the PT disk which, if undetected, could cause uncontained PT disk failure and loss of control of the helicopter.
50-36-01: 50-36-01 CONVAIR: Applies to All Model 240 Aircraft Incorporating Original Type Nose Strut Inner Cylinders, Bendix P/N 155285. Compliance required at next No. 1 operation unless already accomplished, on all nose landing gear struts whose total time exceeds 1,000 hours, and at each No. 3 operation thereafter. Due to recently reported failures of the nose strut inner cylinder the following is required: Visually inspect P/N 155285 with an 8-power or higher glass for cracks in the area below the scissors lug boss approximately 4 inches above axle housing paying particular attention to the machined radius just below the scissors lug boss. Clean and remove paint from this area. Any evidence of cracks will require replacement of part. Parts with cracks may be repaired in accordance with the limits and procedures specified in Bendix Service Bulletin LG 518. CVAC Service Bulletin 240-366 is reprint of Bendix Bulletin LG 518. This supersedes AD 50-10-01 for the purpose of revising the compliance statement.
47-47-01: 47-47-01 PIPER: (Was Mandatory Note 5 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-221, 12-236, 12-239, 12-244, 12-250 and Up to 12-3561 and 12-3901 to 12- 3988. Compliance required prior to January 15, 1948. Reinforce the upper end of the tie strap on the landing gear with a 4130 steel plate (Piper No. 10028-13). Install over end of strap by edge welding. As further reinforcement, install a trapezoidal gusset plate (Piper No. 10028-14) on each side of this upper strap attachment by forming and edge welding on assembly. (Piper Service Bulletin No. 97 dated July 10, 1947, covers this same subject.)
2013-03-19: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. That AD currently requires replacing wiring for the fuel boost pumps and override pumps with new wiring, installing Teflon sleeving on the wiring, and doing associated actions; and doing repetitive inspections to detect damage of the wiring or evidence of a fuel leak. This new AD reduces the repetitive inspection interval. This AD was prompted by a determination that an inspection interval must be reduced. We are issuing this AD to detect and correct damaged wiring for the fuel boost pumps and override pumps, which could cause electrical arcing that could puncture the conduit containing the wire, and result in a fuel tank explosion or a fire adjacent to the fuel tank.
94-26-16: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 series airplanes, that requires various inspections to detect damage, corrosion, or cracking of certain taper plugs and split bushings of the engine mount, and replacement of taper plugs or split bushings with serviceable parts, if necessary. This amendment is prompted by a report of damage of the taper plug and split bushing of the engine mount due to the effects of corrosion. The actions specified by this AD are intended to prevent such damage, which could lead to failure of the engine mount attachment assembly and consequent separation of the engine from the airplane.
46-11-02: 46-11-02\tDOUGLAS: (Was Mandatory Note 1 of AD-762-7.) Applies to All C-54 Series Aircraft. \n\n\tTo be accomplished not later than July 1, 1948. \n\n\tThe copilot oxygen regulator must be relocated from its position below the autopilot control handle to Station 101 aft of the windshield defroster control plate and knob, in order to eliminate a fire hazard and contamination of the oxygen regulator in the event hydraulic fluid drips on the regulator from the autopilot control valve. \n\n\t(Douglas Service Bulletin No. C-54-247 dated November 16, 1945, covers this same subject.)
46-14-02: 46-14-02 FAIRCHILD: (Was Mandatory Note 4 of AD-724-2.) Applies to Models M- 62A3 and M-62A4 Aircraft. Compliance required immediately. The aluminum alloy cockpit heat control valve box and valve must be replaced with a valve and box made of ferrous metal at least 0.018-inch thick. If ordinary steel is used, it should be suitably protected against corrosion. In lieu of the foregoing it will be satisfactory to remove the valve box to seal the opening in the firewall with an overlapping sheet of ferrous metal secured with the present bolts and nuts. (Fairchild Service Bulletin No. 45-62-10 dated July 9, 1945, covers this same subject.)