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2018-19-12: We are superseding Airworthiness Directive (AD) 2015-17-04, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600-2D15 (Regional Jet Series 705), and Model CL-600-2D24 (Regional Jet Series 900) airplanes. AD 2015-17-04 required replacement of left and right fixed control rods and lever assemblies of the elevator control system. This AD adds a detailed visual inspection of the key washers and self-locking nuts of the elevator control linkages and corrective actions if necessary. This AD was prompted by reports of a disconnect between the elevator lever and control rod and a report indicating that certain revisions of the service information were missing instructions for proper installation of certain key washers. We are issuing this AD to address the unsafe condition on these products.
98-11-14: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-11-14 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 205A-1 and 205B helicopters by individual letters. This AD requires inspecting the trunnion assembly or tail rotor flapping stop (flapping stop), whichever is applicable, installing a trunnion assembly or flapping stop, if necessary; and replacing the tail rotor yoke (yoke). This amendment is prompted by an accident involving a BHTI Model 205A-1 helicopter in which the yoke failed during flight. This condition, if not corrected, could lead to failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
67-07-03: 67-07-03 DOUGLAS: Amdt. 39-356 Part 39 Federal Register March 2, 1967. Applies to Model DC-9 Airplanes Equipped With the Sperry SP-50A Autopilot. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent an unsafe condition which may result when the autopilot does not disengage when the control wheel disconnect button is used, accomplish the following: \n\n\t(a)\tFor airplanes having Sperry SP-50A autopilot control panels with 1,500 or more hours' time in service on the effective date of this AD, comply with (d) prior to completing the next 50 hours' time in service. \n\n\t(b)\tFor airplanes having Sperry SP-50A autopilot control panels with less than 1,500 hours' time in service on the effective date of this AD, comply with (d) prior to completing 1,550 hours' total time in service. \n\n\t(c)\tOperators who have not kept records of hours' time in service of individual Sperry SP-50A autopilot control panels shall substitute hours' time in service for the airplane or airplanes in which the individual autopilot control panel was installed. \n\n\t(d)\tInstall a placard in clear view of the pilot with the following information: \n\n\tAutopilot(s) must be turned off when operating below 3,000 feet above ground level in a terminal area. Verify by position of the control panel engage lever. \n\n\t(e)\tThe placard installed in accordance with (d) may be removed when the Sperry SP- 50A autopilot control panel switches have been reworked to Sperry Service Bulletin TA-693-37. \n\n\tThis directive effective March 2, 1967.
67-06-01: 67-06-01 BELL: Amdt. 39-348, Part 39, Federal Register February 4, 1967. Applies to Model 204-B Helicopters Equipped With Tail Rotor Hub and Blade Assembly, P/N 204-011-701- 9 or 204-011-701-15. Compliance required as indicated. To assure proper balance and track of the tail rotor blades, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 25 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the date of the last tracking, the hub and blade assembly must be tracked in accordance with the Bell Model 204B Maintenance Manual, Section VI. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 300 hours' time in service from the date of the last balancing, the hub and blade assembly must be balanced in accordance with the Bell Model 204B Maintenance Manual, Section VI. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive balancing and tracking intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the interval increase for such operator. (Bell Service Bulletin 204B-1 also pertains to this subject.) This directive effective February 9, 1967.
2000-22-12: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires replacement of the existing wire between certain circuit breakers with an improved wire. The actions specified by this AD are intended to prevent overheating of the wire between certain circuit breakers, which could result in smoke emissions in the cockpit. This action is intended to address the identified unsafe condition.
2018-19-17: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a revision of a certain airworthiness limitations item (ALI) document, which specifies new or more restrictive instructions and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. We are issuing this AD to address the unsafe condition on these products.
52-20-02: 52-20-02 WRIGHT: Applies to All Models C18BA and C18BD Engines. Compliance required as soon as possible but not later than October 31, 1952. To prevent crankpin sludge from washing into the master rod bearing oil supply passages causing failure of the bearing, the use of oil dilution must be discontinued and the dilution lines disconnected or removed. This restriction on oil dilution is to continue until an adequate sludge controlling device is developed and incorporated in these engines.
47-10-20: 47-10-20 LOCKHEED: (Was Mandatory Note 22 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2075. Compliance required prior to June 1, 1947. Replace all existing alcohol tanks with new type heavier tanks, LAC P/N 296424. Replace existing tank cradles with new cradles LAC P/N 296465. (LAC Service Bulletin 49/SB-110, revised October 2, 1946, or subsequent, covers this same subject.)
75-16-07: 75-16-07 BRITISH AIRCRAFT CORPORATION: Amendment 39-2278. Applies to Model BAC 1-11, 200 and 400 Series airplanes. Compliance is required as indicated. To detect and secure loose ring nuts in the flap primary transmission system, accomplish the following: (a) Within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished within the last 1,000 hours' time in service, comply with paragraph (d) of this AD. (b) Before the accumulation of 1,050 hours' time in service after compliance with paragraph (a), but not before the accumulation of 800 hours' time in service after compliance with that paragraph - (1) Inspect, by hand, all ring nuts in the flap primary transmission system in the landing gear bays and wings for tightness; and (2) Inspect for broken ring nut lock wires. (3) If any ring nut is found to be loose or any ring nut lock wire is found to be broken during the inspections required by subparagraphs (1) and (2) of this paragraph, before further flight comply with paragraph (d). (c) Before the accumulation of 1,050 hours' time in service after compliance with paragraph (b) of this AD but not before the accumulation of 800 hours' time in service after compliance with that paragraph - (1) Inspect all ring nuts in the flap primary transmission system in the landing gear bays and wings for a correct torque loading of 35 to 45 pound feet, and inspect for any broken ring nut lock wires; and (2) Comply with paragraph (d) (d) Comply with the following as required by paragraphs (a), (b), and (c) of this AD: (1) Adjust the torque loading of all ring nuts in the flap primary transmission system in the landing gear bays and wings to 35 to 45 pound feet; and (2) Double wire lock each ring nut using two separate pieces of locking wire. (e) It is requested that, after complying with paragraphs (b) and (c) of this AD, reports of any loose ring nuts or broken ring nutlock wires found be forwarded to the Chief, Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, APO New York 09667. Reports should specify the aircraft serial number and location of the ring nuts involved. (Reporting approved by the Bureau of the Budget under BOB No. 04R0174). (British Aircraft Corporation BAC 1-11 Alert Service Bulletin No. 27-A-PM 5065, dated March 9, 1972, covers this same subject.) This amendment becomes effective August 27, 1975.
2018-18-19: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 and 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 a determination that new or more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
67-05-01: 67-05-01 DOUGLAS: Amdt. 39-345 Part 39 Federal Register February 4, 1967. Applies to Model DC-9 Airplanes Serial Numbers 45695 through 45709, 45711 through 45732, 45735 through 45749, 45770 through 45773, 45775 through 45780, 45785, 45786, 45789 through 45799, 45825, 45826, 45829 through 45832, 45841 through 45844, 47000, 47001, 47043, 47048, 47049, and 47056. \n\n\tCompliance required as follows: \n\n\t(a)\tWithin the next 25 hours' time in service after the effective date of this AD unless already accomplished within the last 25 hours' time in service and thereafter, at periods not to exceed 50 hours' time in service from the last inspection, visually inspect for cracks in the door assemblies P/N 5923213-3(LH) and -4 (RH) in the area of the stud assemblies and retainer rings. Also inspect for cracks in brackets P/N 5923213-15(LH) and -16 (RH) and filler P/N 5923213-17 and inspect the stud assemblies P/N 4S14-4 and retainer rings P/N 4S9-2 for looseness or improper installation.(b)\tReplace or repair in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed) all parts subject to the inspection specified in (a) that are cracked and all stud assemblies and retainer rings subject to the inspection specified in (a) that are either improperly installed or not functioning properly. \n\n\t(c)\tThe inspection specified in (a) may be discontinued when the door assemblies P/N 5923213-3(LH) and -4(RH), brackets P/N 5923213-15(LH) and -16(RH), stud assemblies P/N 4S14-4 and retainer rings P/N 4S9-2 have been reworked in accordance with Douglas Service Sketch 753C or Service Bulletin No. 57-40 or equivalent rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon request of the operator, an FAA air carrier maintenance inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the repetitive inspection intervals 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. \n\n\t(Douglas Service Sketch No. 753C and Service Bulletin No. 57-40 cover this same subject.) \n\n\tThis directive effective February 4, 1967.
99-08-05 R1: This amendment corrects information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that currently requires repetitive inspections to detect fatigue cracking of the fuselage frames and longerons 16R and 17R above the forward lower cargo door; repair, if necessary; and modification of the fuselage frames and longerons, if necessary, and follow-on repetitive inspections to detect fatigue cracking of the skin adjacent to the modification. That AD was prompted by numerous instances of fatigue cracking of the fuselage frames and longerons. The actions specified by that AD are intended to prevent fatigue cracking of the fuselage frames and longerons 16R and 17R, which could result in reduced structural integrity of the airplane. This amendment corrects an erroneous reference to a certain volume of the Supplemental Inspection Document. \n\n\tThe incorporation by reference of McDonnell Douglas Service Bulletin DC9-53-267, dated October 20, 1997, was approved previously by the Director of the Federal Register as of May 12, 1999 (64 FR 16805, April 7, 1999).
67-03-07: 67-03-07 PIPER: Amdt. 39-334 Part 39 Federal Register January 4, 1967. Applies to Model PA-32-260 Airplanes, Serial Numbers 32-151 through 32-535. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent inadvertent fuel transfer from the outboard tanks to the inboard main tanks through a malfunctioning fuel tank selector valve, replace Airborne Mechanism fuel selector valve, Model 1H26-1, with Airborne Mechanism fuel selector valve, Model 1H26-2, (Piper P/N 492 104). (Piper Service Letter No. 476 pertains to this subject.) This directive effective February 3, 1967.
47-25-05: 47-25-05 CULVER: (Was Service Note 2 of AD-778-2.) Applies to Models V and V2 Aircraft. Inspect the nose-main gear interconnection tube located in the nose wheel well for evidence of corrosion and apply ANG-3a grease to the unpainted aft end every 50 hours of operation. Since the aft end of the tube slides through a trunnion just aft of the wing spar any pitting or scaling of the tube surface in this area may result in binding and failure of the landing gear retracting system and necessitates replacement of the tube. Where climatic conditions promote accelerated corrosive action, as in coastal regions, the tube should be inspected during each daily line check. (Culver Service Memorandum dated September 25, 1946, covers this same subject.)
47-06-07: 47-06-07 DOUGLAS: (Was Service Note 12 of AD-618-3, Supplement 1; Service Note 15 of AD-669-3, Supplement 1.) Applies to All DC3 Series Aircraft. \n\n\tTo be accomplished not later than the next periodic inspection, or in the case of scheduled air carrier aircraft, at the next major inspection. \n\n\tCheck the pull necessary to trip the trigger on the CO2 fire extinguishing system. If the trigger pull exceeds 50 pounds due to wear of the aluminum conduit covering the fire extinguisher release cable, this conduit must be replaced immediately. This procedure is to be repeated at each specified inspection period until such time as the aluminum cable conduit is replaced by stainless steel conduit. \n\n\t(Douglas Service Bulletin DC3 No. 246 dated November 22, 1946, covers this same subject.)
72-18-03: 72-18-03 BELLANCA: (Champion). Amdt. 39-1507. Applies to Model 7GCAA, 7GCBC, 7KCAB, and 8KCAB airplanes certificated in all categories. Compliance required within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 15 hours time in service, and thereafter at intervals not to exceed 25 hours time in service from the last inspection, until modified in accordance with paragraph (c) below. Compliance with paragraph (c) required no later than March 1, 1973. To detect battery acid corrosion of elevator and rudder control cables and to detect corrosion of other airframe components in the battery area, accomplish the following: a) Inspect the elevator and rudder control cables in the battery area for evidence of corrosion caused by battery acid spillage. If any evidence of control cable corrosion is found, replace the corroded cables before further flight, except that the airplane may be flown in accordancewith FAR 21.197 to a base where the repair can be performed. b) Inspect the battery compartment area for evidence of battery acid corrosion of airframe components other than control cables. If any corrosion is found, neutralize the affected areas with a soda water solution. Repair damage, as necessary. c) The repetitive inspections required by paragraphs (a) and (b) may be discontinued when a battery box which will assure that any battery acid spillage is drained overboard is installed in accordance with data approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. The battery box must be installed no later than March 1, 1973. This amendment becomes effective September 1, 1972.
67-01-04: 67-01-04 SUPERIOR FLOW: Amdt. 39-328 Part 39 Federal Register December 23, 1966. Applies to All Aircraft with Continental E185, E225, 0-470, IO-470 and Lycoming O-320, 0-360, and IO-360 Engines Incorporating Superior Flow Oil Filters Installed in Accordance with Supplemental Type Certificates SE325SW, SE419SW, and SA401SW. Unless already accomplished, compliance required before further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be made. Several failures of Superior Flow oil filter elements, P/N US5003-27 and US5003-33, have occurred during cold weather starts and run-up, resulting in loss of oil and severe engine damage. To prevent additional failures of this nature, Superior Flow filter elements P/N US5003-27 and US5003-33 must be replaced with redesignated filter elements P/N US5003-27A and US5003-33A, respectively. If these new assemblies cannot be obtained, the entire oil filter system must be removed, and replaced with one approved for the engine. (Superior Flow Service Bulletin No. 1A, dated December 7, 1964, covers this subject.) This directive effective January 2, 1967.
2018-18-10: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, CN- 235-300, and C-295 airplanes. This AD was prompted by reports that cracks were found on the door mechanism actuator shaft assemblies of the nose landing gear (NLG). This AD requires repetitive inspections of the NLG door mechanism actuator shaft assemblies having certain part numbers, and corrective actions if necessary. This AD would also provide an optional terminating action for the repetitive inspections for Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes. We are issuing this AD to address the unsafe condition on these products.
66-30-01: 66-30-01 BEECH: Amdt. 39-325 Part 39 Federal Register December 21, 1966. Applies to Model JRB-6, D18C, D18S, E18S, E18S-9700 with Serial Numbers prior to BA445, C-45G, TC-45G, C-45H, and TC-45J (SNB-5) Airplanes That Have Been Modified in Accordance with Volpar, Inc., Supplemental Type Certificate No. SA4-1531 or SA111WE. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent moisture from collecting in the static line of the subject airplanes, accomplish the following: Install a drain in the static line in accordance with Volpar, Inc., Drawing No. 857, titled "Drain Installation - Static Pressure Line" dated 9-22-66 (Volpar, Inc., Service Bulletin No. 10, page 2) or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the compliance time if the request contains substantiating data to justify the adjustment for that operator. This directive effective December 21, 1966. This amendment effective March 1, 1967. Revised March 1, 1967.
2018-18-08: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter series airplanes, Model A330-200 and -300 series airplanes, and Model A340-200 and -300 series airplanes. This AD was prompted by reports of cracked slat tracks at the location of the front stop attachment to the track. This AD requires a detailed inspection, repetitive special detailed inspections, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2005-22-07: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires inspecting for damage of the ground brackets, ground wires, and terminal lugs of the auxiliary power unit (APU) battery and the APU start transformer rectifier unit (TRU) as applicable; and corrective and related investigative actions. This AD results from reports indicating that during inspections on two airplanes, the ground brackets for the APU battery were found damaged. We are issuing this AD to detect and correct a damaged electrical bonding surface of the APU battery and APU start TRU ground connections, which could cause overheating of the ground connections and lead to possible consequent ignition of the adjacent insulating blankets.
47-32-11: 47-32-11 BELL: (Was Mandatory Note 11 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required not later than the next 25-hour inspection after September 15, 1947. The antenna mast should be supplemented with antenna mast support, 47-762-023-1. This support is intended to relieve the antenna loads from the lead-in mast. (Bell Service Bulletin 47C33 dated June 12, 1947, also covers this same subject.)
2018-18-14: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) BR700-710A2-20 and BR700- 710C4-11 turbofan engines. This AD was prompted by reports of deterioration of the intumescent heat resistant paint system on the electronic engine controller (EEC) firebox assembly that was found to be beyond acceptable limits. This AD requires replacement of affected EEC firebox assembly parts with improved parts, which have a more durable paint system. We are issuing this AD to address the unsafe condition on these products.
2018-18-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the longitudinal lap splices of the fuselage skin are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the longitudinal lap splices of the fuselage skin for cracking and protruding fasteners, and applicable corrective actions. We are issuing this AD to address the unsafe condition on these products.
97-26-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires an inspection to detect corrosion of the rear spars of the wings, and corrective actions, 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 detect and correct possible corrosion on the rear spars of the wings, which could result in reduced structural integrity of the wings.