Results
98-12-08: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France (Formerly Aerospatiale, Society Nationale Industrielle, Sud Aviation) Model SA-365N, SA-365N1, AS-365N2, and SA-366G1 helicopters, that requires an inspection of the transmission deck for cracks; repair of any cracked transmission deck; and replacement of the transmission deck support beams (support beams) with redesigned support beams. This amendment is prompted by several reports of cracks in the transmission deck and support beams. The actions specified by this AD are intended to detect cracks that reduce the strength of the main gearbox strut attachment and could result in failure of the main gearbox mounting, and subsequent loss of control of the helicopter.
87-15-08 R1: 87-15-08 R1 MCDONNELL DOUGLAS: Amendment 39-5691 as amended by Amendment 39-5876. Applies to McDonnell Douglas Model DC-9-80 (MD-80) series airplanes, Fuselage Numbers 1237 through 1368, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo ensure the integrity of the cowl door latches, accomplish the following: \n\n\tA.\tWithin 7 days after the effective date of this AD, unless already accomplished within the last 7 days, visually inspect P/N 7958533-517 (Hartwell P/N H2816-3) cowl door latch assemblies for fractures, paying particular attention to the attachment hook. Perform this inspection in accordance with McDonnell Douglas Alert Service Bulletin A71-42, dated June 24, 1987 (hereinafter referred to as ASB A71-42), or later FAA-approved revisions. \n\n\t\t1.\tIf fracture is found, prior to further flight replace all latch assemblies on the affected door. \n\n\t\t2.\tIf fracture is not found, repeat the visual inspections of thecowl door latches at intervals not to exceed 7 days, until such time as P/N 7958533-517 (Hartwell P/N H2816-3) latch assemblies are replaced with new P/N 7958533-519 (Hartwell P/N H2816-5) latch assemblies in accordance with ASB A71-42. \n\n\tB.\tFor fuselage numbers 1237 through 1276 only: Within 45 days after the effective date of this AD, install new latch assemblies P/N 7958533-519 (Hartwell P/N H2816-5), in accordance with ASB A71-42. \n\n\tC.\tFor fuselage numbers 1277 through 1368 only: Within 70 days after the effective date of this AD, install new latch assemblies, P/N 7958533-519 (Hartwell P/N H2816-5), in accordance with ASB A71-42. \n\n\tD.\tInstallation of new cowl door latches, P/N 7958533-519 (Hartwell P/N 2816-5), constitutes terminating action for this AD. \n\n\tE.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\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 information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). \n\n\tThese documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-5691 (AD 87-15-08) became effective August 6, 1987. \n\n\tThis amendment, 39-5876, becomes effective April 25, 1988.
90-20-18: 90-20-18 BOEING: Amendment 39-6747. Docket No. 90-NM-46-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53-0082, Revision 5, dated November 9, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect delamination of the upper body skin bonded tear straps from Fuselage Station 277 to Station 1130, accomplish the following: \n\n\tA.\tWithin 14 months from August 20, 1981 (the effective date of Amendment 39-4194), inspect the upper body skin bonded tear straps for delamination from the upper body skin in accordance with the ultrasonic inspection procedures described in Boeing Service Bulletin 727-53-0082, Revision 3, dated June 19, 1981; Revision 4, dated April 16, 1982; or Revision 5, dated November 9, 1989. \n\n\tB.\tIf the ultrasonic inspection required by paragraph A. of this AD reveals areas of delamination, prior to further flight, inspect the areas for corrosion in accordance with Boeing Service Bulletin 727-53-0082, Revision 5. \n\n\tC.\tPerform either of the following repetitive inspections: \n\n\t\t1.\tWithin 24 months from the initial inspection, reinspect as required by paragraph A. of this AD, and in accordance with the following schedule: \n\n\t\t\ta.\tRepeat inspections for Group I airplanes starting with Zone I, alternating between Zones I, II, and III at intervals not to exceed 24 months, in accordance with Boeing Service Bulletin 727-53- 0082, Revision 3, 4, or 5. \n\n\t\t\tb.\tRepeat inspections for Group II airplanes alternating between Zones I and II at intervals not to exceed 24 months, in accordance with Boeing Service Bulletin 727-53-0082, Revision 3, 4, or 5. \n\n\t\t\tc.\tAny strap found delaminated, while inspecting a zone, must be inspected along its entire length (e.g., stringer 14R to stringer 14L) prior to further flight. \n\n\t\t2.\tWithin 30 months from the initial inspection, reinspect Zones I, II, and, if applicable, Zone III, as required by paragraph A. of this AD. Repeat the inspection at intervals not to exceed 30 months. \n\n\tD.\tIf tear strap corrosion is detected or bond delaminations exceed the limits specified in Boeing Service Bulletin 727-53-0082, Revision 5, prior to further flight, repair in accordance with the service bulletin. \n\n\tE.\tIf tear strap corrosion is not detected and bond delaminations are within the limits specified in Boeing Service Bulletin 727-53-0082, Revision 5, perform either of the following: \n\n\t\t1.\tRepair in accordance with the service bulletin prior to further flight. \n\n\t\t2.\tReinspect for delamination growth and corrosion at intervals not to exceed 24 months in accordance with the service bulletin. \n\n\tF.\tRepairs or modifications made in accordance with Boeing 727 Structural Repair Manual Subject 53-30-4, Paragraph 2.C., Method II or V; or Paragraph 2.D., Method III; terminate the inspection requirements of paragraph C. of this AD for the repaired area. \n\n\tG.\tBlind fasteners installedin accordance with Boeing 727 Structural Repair Manual Subject 53-30-4, Paragraph 2.D., Method IV, are approved as an interim repair only. \nInspect blind fastener repair for loose or missing fasteners within the next 3,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 2,500 landings. \n\n\t\t1.\tReplace the tear strap blind splice fasteners with solid fasteners prior to accumulating 10,000 landings or within the next 10,000 landings after the effective date of this AD, whichever occurs later. NOTE: Splice fasteners are the 9 rivets at the terminating end of a tear strap. Each body station that has tear straps has 4 locations where the tear straps terminate with 9 splice rivets; just above stringer (S) 4L, S-4R, S-10L, and S-10R. \n\n\t\t2.\tReplace the remaining tear strap blind fasteners with solid fasteners prior to accumulating 20,000 landings or within the next 10,000 landings after the effective date of this AD, whichever occurs later.In skin gauges .063 inches or greater, use solid fastener BACR15CE6D. \n\n\tIn skin gauges less than .063 inches, use solid fastener MS20470D6. Replacement with solid fasteners terminates the inspection requirements of this AD for the repaired area. \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, Northwest Mountain Region. \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\tI.\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, S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-20-18 supersedes AD 81-17-07, Amendment 39-4191. \n\tThis amendment (39-6747, AD 90-20-18) becomes effective on October 29, 1990.
2012-21-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200LR and -300ER series airplanes. This AD requires reviewing the airplane's maintenance records for each rudder power control unit (PCU) to identify the condition of its related reaction link assembly, and replacing the rudder PCU and its related reaction link assembly if necessary. This AD was prompted by a report of an abnormal airframe vibration in the aft fuselage during flight. We are issuing this AD to prevent excessive freeplay in the rudder control surface, which could cause rudder vibration, and result in structural damage severe enough to prevent continued safe flight and landing.
88-13-05: 88-13-05 BOEING: Amendment 39-5948. Applies to Model 747 series airplanes, equipped with the autopilot/flight director which has the Landing Rollout Control Unit (LRCU), part number 60B00013-759, with the rollout function not installed or previously removed, certificated in any category. \n\n\tCompliance is required as indicated, unless previously accomplished. \n\n\tTo prevent engine contact with the runway as a result of excessive airplane roll after touchdown, accomplish the following: \n\n\tA.\tWithin the next 15 days after the effective date of this AD, accomplish the following: \n\n\t\t1.\tIncorporate the following into the Limitations Section of the Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: "Disconnect autopilot prior to 50 feet AGL during approach to land;" and, \n\n\t\t2.\tInstall a placard in plain view of both the Captain and First Officer, which reads as follows: "Disconnect autopilot prior to 50 feet AGL." \n\n\tB.\tReworkof the LRCU, P/N 60B00013-759, in accordance with the instructions contained in Boeing Service Bulletin 747-22-2166, dated March 17, 1988, constitutes terminating action for the requirements of paragraph A, above. \n\n\tC.\tAn alternate means of compliance or adjustment of 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 Avionics Inspector (PAI), who may add any comments and then send it to the Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5948, becomes effective July 11, 1988.
98-25-15: 98-25-15 MCDONNELL DOUGLAS: Amendment 39-10941. Docket 96-NM-227-AD.\n\n\tApplicability: Model MD-11 series airplanes; as listed in McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998; certificated in any category.\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent failure of the attachment bolts on the forward and aft flanges of the No. 4 banjo fitting and the pylon carry-through cap due to fatigue cracking, and consequent reduced controllability of the airplane during flight and ground operation, accomplish the following:\n\n\t(a)\tWithin 1,500 landings after the effective date of this AD, perform an external visual inspection for attachment failures of the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap, in accordance with McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or Revision 03, dated May 15, 1998.\n\n\t\t(1)\tIf no failed attachment is found, repeat the external visual inspection thereafter at intervals not to exceed 1,500 landings until the terminating action specified in paragraph (b) of this AD is accomplished.\n\n\t\t(2)\tIf any failed attachment is found, prior to further flight, accomplish the actions specified in paragraph (b) of this AD.\n\n\t(b)\tExcept as provided by paragraph (c) of this AD: Within 5 years after the effective date of this AD, perform an eddy inspection to detect cracking of the forward and aft flanges and bolt holes of the No. 4 banjo fitting, in accordance with McDonnell Douglas MD-11 Service Bulletin 55-13, Revision 1, dated December 17, 1993; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998.\n\n\t\t(1)\tIf no cracking is found, within 5 years after the effective date of this AD, replace the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap with new or serviceable attachments in accordance with Revision 03 of the service bulletin. Such replacement constitutes terminating action for the repetitive inspections required by paragraph (a)(1) of this AD.\n\n\t\t(2)\tIf any cracking is found, prior to further flight, repair the fitting, and replace the 12 attachments located on the No. 4 banjo fitting/pylon carry-through cap with new or serviceable attachments in accordance with Revision 03 of the service bulletin. Such replacement constitutes terminating for the repetitive inspections required by paragraph (a)(1) of this AD.\n\n\t(c)\tFor airplanes on which McDonnell Douglas MD-11 Service Bulletin 55-13, dated December 22, 1992, has been accomplished, and on which no failed attachment was found during the inspection required by paragraph (a) of this AD: The eddy current bolt hole inspection specified in paragraph (b) of this AD is not required provided that all 12 attachments have been replaced in accordance with the original issue of the service bulletin.\n\n\t(d)\tIf the service bulletin specifies that the manufacturer may be contacted for disposition of enlargement of holes beyond the specifications of the service bulletin, or for an evaluation for deferment of repairs: Those conditions shall be addressed inaccordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\n\n\t(f)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(g)\tExcept as provided by paragraph (d) of this AD, the actions shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin 55-13, Revision 1, dated December 17, 1993; McDonnell Douglas Service Bulletin MD11-55-013, Revision 02, dated October 28, 1996; or McDonnell Douglas Service Bulletin MD11-55-013, Revision 03, dated May 15, 1998; 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 The Boeing Company, Douglas Products Division, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Technical Publications Business Administration, Dept. C1-L51 (2-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on January 19, 1999.
98-11-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B and SAAB 2000 series airplanes, that requires modification of the check valves of the airfoil de-icing system, or replacement of the check valves with improved valves. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the check valves, which could result in loss of airfoil de-icing capability during single engine operation, and consequent reduced controllability of the airplane.
88-25-01: 88-25-01 BENDIX/KING: Amendment 39-6073. Applies to Model KDM 7000B Distance Measuring Equipment (DME), Part Number 066-1019-21/-23/-26/-33/-43/-57, (Serial Numbers 21855 through and including 22526) certificated to the applicable requirements of Technical Standard Order C66a, installed in, but not limited to, Boeing 727 series, 737 series, 747 series, British Aerospace Model 146, Fokker Models F-27 and F-28, and McDonnell Douglas MD-80 series airplanes. \n\n\tCompliance: Required as indicated in the body of the AD, unless already accomplished. \n\n\tTo prevent uncommanded channeling of the associated VOR/Localizer/Glideslope navigation receiver and resultant erroneous navigation data with no warning information, accomplish the following: \n\n\t(a)\tFor affected KDM 7000B distance measuring equipment units, prior to installation in an aircraft, or if already installed in an aircraft, within the next 50 hours time-in-service following the effective date of this AD, modify the KDM 7000B DME in accordance with the instructions contained in Bendix/King Alert Service Bulletin KDM 7000B-34-14, dated November 4, 1988. This modification must be accomplished by a properly rated certified repair station. \n\n\t(b)\tAirplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD may be accomplished. \n\n\t(c)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. \n\n\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to Allied-Signal Aerospace Sector, Bendix/King Air Transport Avionics Division, P.O. Box 9327, Ft. Lauderdale, Florida 33310; or may examine the document referred to herein at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment, 39-6073, becomes effective on December 20, 1988.
98-11-21: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-102, -103, and -301 series airplanes, that requires a one-time inspection for wear and breakage of wire segments of the individual lighting units of the ceiling and sidewall lights, and replacement of any damaged wiring. This amendment also requires installation of teflon spiral wrap on the wiring of the ceiling and sidewall lights. This amendment is prompted by reports of chafing found on the electrical wiring of the cabin ceiling lighting system. The actions specified by this AD are intended to prevent the possibility of a fire on an airplane due to such chafing and consequent short circuiting, overheating, and smoking of the wires on the aircraft structure.
2012-21-04: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; Model A310 series airplanes; and 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). This AD was prompted by reports of cracked fuel pump canister hoods located in fuel tanks. This AD requires replacing any cracked hood halves of fuel pump canisters. We are issuing this AD to prevent any detached canister hood fragments/debris from being ingested into the fuel feed system, and becoming a potential source of ignition with consequent fire or explosion.
98-11-22: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60 series airplanes, that requires a one-time inspection to detect discrepancies of certain diode mounting assemblies on specified electrical panels; follow-on actions; and repair or replacement with serviceable components, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent overheating and possible failure of certain electrical diodes, which could result in loss of electrical service to one or more airplane electrical circuits.
91-03-19 R1: 91-03-19 R1 BOEING: Amendment 39-8237. Docket No. 91-NM-231-AD. Revises AD 91-03-19, Amendment 39-6885. \n\n\tApplicability: Model 727-200 and 727-200F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent rapid depressurization of the cabin due to fuselage cracks under the center engine inlet pedestal housing, accomplish the following: \n\n\t(a)\tPerform a detailed external visual inspection for fuselage skin cracks from body station (BS) 1090 to BS 1110, in accordance with Boeing Alert Service Bulletin 727-53A0204, Revision 3, dated August 15, 1991, or previous FAA-approved revisions, within the time specified in subparagraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable. \n\n\t\t(1)\tFor airplanes identified as Group 1 in the service bulletin, inspect within 500 flight cycles or 2 months after March 11, 1991 (the effective date of AD 91-03-19, Amendment 39-6885), whichever occurs first. \n\n\t\t(2)\tFor airplanes identified as Group 2 in the service bulletin, inspect within 1,250 flight cycles or 6 months after March 11, 1991, whichever occurs first. \n\n\t\t(3)\tFor airplanes identified as Group 3 in the service bulletin, inspect within 2,500 flight cycles or 18 months after March 11, 1991, whichever occurs first. \n\n\t(b)\tRepeat the inspection required by paragraph (a) of this AD at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t(c)\tIf fuselage skin cracks are found, prior to further flight, accomplish either of the following: \n\n\t\t(1)\tRepair in accordance with the Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990, or previous FAA-approved revisions. After repair, continue the repetitive inspections in accordance with paragraph (b) of this AD. Or \n\n\t\t(2)\tRepair in accordance with Part III, paragraph B. or D., of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0204, Revision 3, dated August 15, 1991. This constitutes terminating action for the repetitive inspections required by paragraph (b) of this AD. \n\n\t(d)\tIn cases where cracking is not found, modification in accordance with one of the following service documents constitutes terminating action for the repetitive inspections required by paragraph (b) of this AD: \n\n\t\t(1)\tBoeing Drawing 65C35757; or \n\n\t\t(2)\tParagraph C. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990, or Revision 3, dated August 15, 1991. \n\n\t(e)\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. The request shall 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(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. \n\n\t(g)\tThe inspection, repair, and modification shall be done in accordance with Boeing Alert Service Bulletin 727-53A0204, Revision 2, dated August 9, 1990; or Revision 3, dated August 15, 1991; as appropriate. 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(h)\tThis amendment becomes effective on June 12, 1992.
98-11-18: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires replacing the upper rubber shock mounts with mounts made of stainless steel. This AD will also require inspecting the rear plate of the propeller mount for cracks and proper mounting, and replacing or modifying as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the propeller suspension system caused by cracks in the propeller mounts, which could result in loss of the propeller with consequent reduced glider controllability.
98-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires performing a one-time inspection of the dropout boxes of the passenger oxygen system to detect discrepancies and determine whether the system operates properly; correcting any discrepancy found; and reworking or installing new components, if necessary. This amendment is prompted by a report indicating that the oxygen system failed to operate correctly after activation at a low cabin pressure due to the incorrect installation of the oxygen masks or oxygen generators during manufacturing. The actions specified by this AD are intended to ensure that a sufficient supply of oxygen is provided to airplane passengers in the event of rapid decompression of the airplane.
2022-06-19: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AW109SP helicopters. This AD was prompted by reports of corrosion inside the hoist support assembly (boom assembly) (affected part) that affects both the huck bolt heads (blind bolt fasteners) and the support surface. This AD requires repetitive inspections of the external and internal surfaces of each affected part for cracking and corrosion and, depending on the findings, accomplishment of 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.
2012-21-01: We are adopting a new airworthiness directive (AD) to supersede an existing airworthiness directive for MD Helicopters, Inc. (MDHI), Model MD900 helicopters. The existing AD requires a visual inspection, and if necessary, an eddy current inspection of the main rotor lower hub assembly (lower hub) for a crack. If a crack exists, the AD requires replacing the lower hub with an airworthy lower hub before further flight. Because that AD was immediately effective, we declined to require certain long-term actions prior to public comment. This superseding AD will require the same inspections as the existing AD but will also require long-term recurring inspections and replacing the lower hub with an airworthy lower hub. We are issuing this AD to detect a crack in the lower hub and prevent failure of the lower hub and subsequent loss of control of the helicopter.
98-11-17: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser- Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires replacing the Bosch electrical system regulator, part number (P/N) 0212920001, with a type 4 E 26 regulator. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the electrical system regulator, which could result in smoke entering the cockpit with consequent passenger injury.
2022-06-21: The FAA is superseding Airworthiness Directive (AD) 2018-09- 09, which applied to certain Airbus Model A318 and A319 series airplanes; all Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and all Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2018-09-09 required modifying the holes of the upper cleat to upper stringer attachments at certain areas of the left- and right-hand wings. Since the FAA issued AD 2018-09-09, additional affected configurations were identified and, for certain airplanes, it was determined that additional modification work and revised compliance times are necessary. This AD retains the requirements of AD 2018-09-09 and adds airplanes, requires different compliance times for certain airplane configurations, and, for certain airplanes, requires additional modifications or reduces compliance times, 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.
2012-21-06: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model C90GTi (King Air) airplanes. This AD was prompted by reports of incorrect gauge wires used in certain wiring bundles for the cockpit electrical power for backlighting and instrument panel components. This AD requires replacing incorrect gauge wires in certain electrical power wiring bundles, inspecting associated wiring bundles and components for heat damage, and taking all necessary corrective actions. We are issuing this AD to correct the unsafe condition on these products.
98-11-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Raytheon Model Hawker 800XP series airplanes and Hawker 800 (U-125A military derivative) airplanes. This action requires removal of the sealant from the firewall mounting flanges and mounting points of the fire extinguisher assemblies; removal of sealant obstructing the discharge tubes of the fire extinguisher assemblies; cleaning and flushing of the mounting flanges, mounting points, and discharge tubes with solvent; and installation of new gaskets on the firewall mounting flanges and mounting points. This amendment is prompted by reports of excessive sealant applied during manufacture of the firewall mounting flanges and mounting points of the fire extinguisher assemblies, which subsequently entered and obstructed the discharge tubes. The actions specified in this AD are intended to prevent obstructions of the discharge tubes of the fire extinguisher assemblies, which could result in improper distribution of the fire extinguishing agent within the nacelle in the event of a fire.
98-10-15: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc. Model TFE731-40R-200G turbofan engines. This action requires replacing the fuel line between the main fuel pump and the motive flow pump with a serviceable assembly and adding a supporting bracket and clamp. This amendment is prompted by a report of a cracked fuel line between the main fuel pump and the motive flow pump causing the spraying of fuel on and around electrical components. The actions specified in this AD are intended to prevent fuel spraying on and around electrical components due to a cracked fuel line, which could result in an engine fire.
91-13-11: 91-13-11 BOEING: Amendment 39-7042. Docket No. 90-NM-274-AD. Supersedes AD 89- 21-07. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-35- 2059, Revision 2, dated March 22, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent chafing of wire bundles, subsequent arcing and burn-through of adjacent oxygen lines, and a resulting potential fire hazard, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Service Bulletin 747-35-2059, dated August 17, 1989: Within 60 days after October 16, 1989 (the effective date of Amendment 39-6343, AD 89- 21-07), install protective sleeves on wire breakouts and oxygen lines in the upper deck left sidewall in accordance with Boeing Service Bulletin 747-35-2059, dated August 11, 1989; Revision 1, dated November 22, 1989; or Revision 2, dated March 22, 1990. \n\n\tB.\tFor airplanes listed in Boeing Service Bulletin 747-35-2059, Revision 2, dated March 22, 1990, that are not subject to paragraph A. of this AD: Within 60 days after the effective date of this amendment, install protective sleeves on wire breakouts and oxygen lines in the upper deck left sidewall in accordance with Boeing Service Bulletin 747-35-2059, Revision 2, dated March 22, 1990.\n \n\tC.\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\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 appropriateservice 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 S.W., Renton, Washington.\n \n\tThis amendment supersedes Amendment 39-6343, AD 89-21-07. \n\n\tThis amendment (39-7042, AD 91-13-11) becomes effective on July 22, 1991.
2012-21-09: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC225 helicopters with certain epicyclic modules installed. This AD requires inspecting the epicyclic module for the presence of a through-hole upstream of the magnetic plug. This AD is prompted by a report of a missing through-hole between the integrated collector and the magnetic plug, which would prevent the flow of chips from the integrated collector to the magnetic plug. This could result in the chip-detector system failing to detect deterioration of the main rotor mast lift bearing (lift bearing). These actions are intended to detect a missing through-hole and prevent lift bearing failure and subsequent loss of control of the helicopter.
89-26-12: 89-26-12 BOEING: Amendment 39-6429. Docket No. 89-NM-96-AD. \n\tApplicability: Model 757 series airplanes, listed in Boeing Service Letter 757-SL-27-43, dated May 3, 1989, certificated in any category. \n\n\tCompliance: Required within the next 60 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent unacceptable airframe vibration during flight, accomplish the following: \n\n\tA.\tConduct a one-time inspection of the left and right elevator power control actuator to determine the presence of the bushings, in accordance with Boeing Service Letter 757-SL-27-43, dated May 3, 1989. If any bushing is missing, prior to further flight, install a new bushing in accordance with the Boeing Model 757 Maintenance Manual. \n\n\tB.\tWithin 10 days after the completion of the inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Manager, Manufacturing Inspection District Office, FAA, 7300 Perimeter Road South, Seattle, Washington 98108. Reports must include the aircraft serial number. \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\t\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 (39-6429, AD 89-26-12) becomes effective on January 26, 1990.
98-10-14: This amendment supersedes an existing airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that currently requires various types of inspections to detect fatigue cracking of certain areas of the rear spar caps, web, skin, and certain fastener holes; and repair or modification, if necessary. This amendment reduces the repetitive inspection interval for all of the currently required inspections, except for the X-ray inspections. It also revises the terminating modification provision for some airplanes. This amendment is prompted by reports of cracks found during the currently required inspections, which had progressed to lengths greater than predicted. The actions specified by this AD are intended to ensure that fatigue cracking is detected and corrected in a timely manner before it can lead to rupture of the rear spar, extensive damage to the wing, and spillage of fuel. The incorporation by reference of certain publications listedin the regulations is approved by the Director of the Federal Register as of June 19, 1998. The incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of May 15, 1996 (61 FR 16379, April 15, 1996).