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88-17-05: 88-17-05 SCHEMPP-HIRTH GMBH: Amendment 39-5982. Applies to Models Nimbus-2B, Janus B, and Mini-Nimbus B gliders certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent failure of the elevator drive bracket and loss of pitch control accomplish the following: (a) Within the next 10 hours time in service (TIS) after the effective date of this AD unless already accomplished, and thereafter at intervals not to exceed 50 hours TIS from the last inspection, visually inspect the elevator drive bracket, P/N 30.055, using a 5-power or greater magnifying glass for cracks in the area adjacent to the welds on both sides of the bracket as shown in Sketch 1 or Sketch 3 of Schempp-Hirth Flugzeugbau GmbH Technical Note (TN) No. 286-24, dated August 14, 1987, for Nimbus-2B gliders, TN No. 295-19, dated August 14, 1987, for Janus B gliders, and TN No. 328-8, dated August 14, 1987, for Mini-Nimbus B gliders. (b) If cracks are found in the elevator drive bracket, replace the elevator drive bracket with elevator drive bracket, Part Number (P/N) 30.055, modification "a", dated August 24, 1987, before further flight. (c) Prior to November 30, 1988, unless already accomplished, replace elevator drive bracket P/N 30.055 with elevator drive bracket P/N 30.055, modification "a", dated August 24, 1987. NOTE: Installation of P/N 30.055, modification "a" is shown in Schempp-Hirth drawing HS5-30.055/1 Elevator-to-Stabilizer Assembly. (d) Upon request an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium; telephone 513.38.30, Ext. 2710; or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791- 6680. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office may adjust the compliance times specified in this AD. Schempp-Hirth GmbH TN No. 286-24 with 4 attached sketches, TN No. 295-19 with 4 attached sketches, and TN No. 328-8 with 4 attached sketches and 1 attached drawing, all dated August 14, 1987, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Messrs. Schempp-Hirth, Flugzeugbau GmbH, Krebenstr 25, PostFach 14 43, D-7312 Kircheim/Teck, Federal Republic of Germany. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 88-ANE-27, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5982, becomes effective on August 19, 1988.
69-25-08: 69-25-08 LYCOMING ENGINES: Amdt. 39-892 as amended by Amendment 39-938. Applies to Lycoming GO-435-C2A, GO-480, GSO-480 and IGSO-480 type engines using spline type reduction gear assemblies 72875 and 72879, GO-480 and GSO-480 type engines using flange type reduction gear assemblies 69346, 70412 and 71803 and IGO-540 and IGSO-540 type engines using reduction gear assemblies 72782, 74900, 75679, 76494 and 77731. Compliance required unless already accomplished prior to the accumulation of six hundred (600) hours in service or 100 hours after the effective date of this AD whichever comes later for the GO-435, IGO-540 and IGSO-540 type engines and prior to the accumulation of seven hundred (700) hours in service or 100 hours after the effective date of this AD whichever comes later for GO-480, GSO-480 and IGSO-480 type engines. To prevent failure of the reduction gear assembly a one time inspection is to be accomplished as follows: a. Check torque on reduction gearing pinioncage attaching nut. 1. If found to be in excess of 50 ft.-lbs. remove, inspect for damage and replace the oil retaining housing if necessary. During assembly comply with part (b) using a new lockplate and a pinion cage attaching nut torque of 400 ft.-lbs. When the assembly is disassembled replace thrust bearing oil slinger P/N 68319 with P/N 77454. 2. If found to be less than 50 ft.-lbs. disassemble the assembly and insure that all components meet approved specifications and replace the thrust bearing oil slinger P/N 68319 and P/N 77454 and the oil retaining housing. During assembly comply with part (b) using a new lockplate and a pinion cage attaching nut torque of 400 ft.-lbs. b. If the pinion cage is secured with a spline nut it must be replaced with an approved hexagonal nut. c. If the assembly has been rebuilt using thrust bearing oil slinger P/N 77454, stamp the suffix (-1) to the part number on the reduction gear housing. Lycoming Service BulletinNo. 319A and Lycoming Service Instruction No. 1210A pertain to this subject. Amendment 39-892 effective December 17, 1969. This Amendment (39-938) is effective February 19, 1970.
81-19-04: 81-19-04 RAJAY INDUSTRIES, INC.: Amendment 39-4214. Applies to all affected aircraft, certificated in all categories modified per Rajay Supplemental Type Certificates Aircraft Model Rajay STC No. Aerocommander 500-A STC SA683WE Aerocommander 500-B, 500-S & 500-U STC SA529WE Beech H35, J, K, M, N & P, and 35-33, 35-A33, 35-B33, 35-C33, E33 & F33 STC SA1252WE Beech S35, V35, V35A, V35B, 35-C33A, E33A, E33C, F33A, F33C STC SA2556WE Beech 95, B95, B95A, D95A & E95 STC SA153SO Britten Norman Islander, BN-2, BN-2A, BN-2A-6, BN-2A-8, BN-2A-9 STC SA2243WE Cessna 180-A, B, C, D, E, F, G, H & J STC SA1157WE Cessna 182-A, B, C, D, E, F, G, H, J, K, L, M, N & P STC SA1032WE Cessna 210-A, B, C, 210-5(205), 210-5A(205A) STC SA1098WE Cessna 310-C, D, E, F & G STC SA2383SO Cessna 310-I and J STC SA181SO Evangel 4500-300 Evangel 4500-300, Series II STC SA2657WE Helio Courier H-295 STC SA156SO Helio Courier H-395 STC SA125SO Lake 4 and 4A STC SA2270WE Lake 4-200 STC SA2990WE Mooney 20A, M20B, M20C, M20D & M20G STC SA1156WE Mooney 20E & M20F STC SA1411WE Mooney 20J STC SA3555WE Piper PA-23-160, Apache STC SA1260WE Piper PA-23-160, Apache STC SA4-1637-WE Piper PA-23-235, -250, Aztec "B" STC SA539WE Piper PA-23-250, Aztec "C" STC SA840WE Piper PA-24-250, Comanche STC SA811WE Piper PA-24-400, Comanche STC SA2359WE Piper PA-30 & 39, Twin Comanche STC SA787WE Piper PA-32-260, Cherokee STC SA1557WE Piper PA-32R-300, Lance STC SA3513WE Piper PA-34-200, Seneca STC SA2937WE Compliance required as indicated, unless already accomplished. To prevent failure of the powerplant hoses carrying air, fuel and/or oil and resultant fire hazard, accomplish the following: (a) Within 100 hours' time in service from the effective date of this AD, or prior to return to service after the next annual inspection, whichever occurs first, visually inspect the powerplant fuel, air and oil hose assemblies listed in RajayService Letter No. 28 dated August 3, 1981 to determine the general condition and age of the hose assemblies based upon the metal plate attached to the hose, and; 1) If the hose assembly is five years old or older, replace with like serviceable part prior to further flight. 2) If the hose assembly does not have a metal tag and the age cannot be determined, replace with like serviceable part prior to further flight. 3) Record hose ages in the aircraft engine log book and establish a replacement schedule for affected hoses such that a five year life will not be exceeded. 4) If the hose assembly is deteriorated (regardless of age), replace with like serviceable part prior to further flight. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate aircraft to a base for the accomplishment of inspections or modifications required by this AD. (c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Rajay Industries, Inc., 2600 East Wardlow Road, P.O. Box 207, Long Beach, California 90801, telephone (213) 426-0346. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region Office. This amendment becomes effective September 17, 1981.
2022-27-09: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC130T2 helicopters. This AD was prompted by a crack in the tailboom. This AD requires repetitively inspecting the vibration level on the tail rotor drive shaft and, depending on the results, taking corrective action. This AD also requires reporting information and prohibits installing certain rotor drive shafts unless the inspection is done, 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.
2010-24-03: This amendment adopts a new airworthiness directive (AD) for Robinson Model R22, R22 Alpha, R22 Beta, and R22 Mariner helicopters, and Model R44 and R44 II helicopters. This AD requires visually inspecting each tail rotor (T/R) control pedal bearing block support (support) for a crack, measuring the thickness of each support, installing support safety tabs on certain supports, and replacing supports of a certain thickness during the next 2,200 hour overhaul. This amendment is prompted by two reports of Model R22 helicopters experiencing broken supports during flight, which resulted in the T/R control pedals becoming jammed. The actions specified by this AD are intended to prevent the supports from breaking, which can bind the T/R control pedals, resulting in a reduction of yaw control and subsequent loss of control of the helicopter.
2001-17-09 R1: This amendment rescinds Airworthiness Directive (AD) 2000-17-09, which is applicable to certain McDonnell Douglas Model MD-11 series airplanes. That AD requires an inspection of the upper avionics circuit breaker panel at the main observer's station to detect damage of the wires and to verify the correct routing of the wire bundles; corrective actions, if necessary; and installation of a new clamp, spacer, and sta-straps. The requirements of that AD were intended to prevent chafing in the upper avionics circuit breaker panel of the main observer's station, which could result in arcing and consequent smoke and/or fire in the cockpit. Since the issuance of that AD, the FAA has determined that the improper procedures specified by the service bulletin referenced in that AD could lead to wiring pre-load conditions and consequent wire damage, and arcing in the upper avionics circuit breaker panel. Such conditions could result in arcing and consequent smoke and/or fire in the cockpit.
2001-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to GE CF34-3A1, -3B, and -3B1 turbofan engines with scavenge screens part numbers (P/N's) 4047T95P01 and 5054T86G02 installed in the B-sump oil scavenge system. This action requires initial and repetitive visual inspections and cleaning of the B-sump scavenge screens. This amendment is prompted by five reports of B-sump oil scavenge system failure causing engine in-flight shutdowns. The actions specified in this AD are intended to prevent B-sump scavenge screen blockage due to coking, which could result in ignition of B-sump oil in the secondary air system, fan drive shaft separation, and uncontained engine failure.
2017-04-15: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 36A airplanes. This AD was prompted by a report indicating that an aileron cable failed on an airplane during a tension check and a determination that Model 36A airplanes were not included in AD 2005-13-36, which addresses this issue for other Learjet Inc. airplanes. This AD requires a one-time inspection of the center ball of the aileron control cables for a defective swage, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-18-13: This amendment adopts a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (Eurocopter) Model EC135 P1 and EC135 T1 helicopters. This action requires, before further flight, adding a copy of this AD or a statement to the Emergency Procedures section of the Rotorcraft Flight Manual (RFM) to inform the pilot to reduce power and land as soon as practicable if a thump-like sound followed by unusual vibration occurs during flight. This action also requires visually inspecting for a crack or a break in certain main rotor drive torque strut (strut) assemblies at specified time intervals and recording details of the inspections in the historical or equivalent record. This AD also requires re-marking and relocating the strut as appropriate and replacing any unairworthy strut assembly with an airworthy strut assembly before further flight. Also, this AD establishes a life limit of 1000 hours time-in-service (TIS) for certain struts with an additional 1000 hours TIS for struts re-marked right-hand (RH) or left-hand (LH) before installing in the new location. This amendment is prompted by a report of a thump-like sound heard during flight followed by unusual vibrations due to failure of the RH strut between the main transmission and the fuselage. The actions specified in this AD are intended to prevent failure of a strut, failure of a worn or ineffective back-up emergency stop, and subsequent loss of control of the helicopter.
82-03-04 R1: 82-03-04 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4310 as amended by Amendment 39-4810. Applies to Lockheed Model L-1011-385 series airplanes, prior to Serial No. 1239, certificated in all categories. Compliance required as indicated, unless previously accomplished. A. To detect leakage of flammable fluids in areas from which fluids or vapors could reach the auxiliary power unit exhaust shroud, accomplish the following: 1. Within 400 hours time in service from the effective date of this AD, and at repetitive intervals not to exceed 400 hours time in service thereafter, perform leak tests and visual inspections as specified in the Accomplishment Instructions of Lockheed Service Bulletin 093-49- 058 dated July 31, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. 2. If fuel or hydraulic fluid leakage is detected, repair or replace defective parts or components with serviceable units beforefurther flight. 3. Upon request of an operator, an FAA maintenance inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. B. To reduce the APU exhaust shroud skin temperature to a safe level, within 5000 flight hours or two (2) calendar years after the effective date of this amendment, whichever occurs first, install the APU Exhaust Duct and Shroud Insulation as specified in Part II, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-49-058, Revision 3, dated October 28, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. This action terminates the requirements for repetitive inspections required by paragraph A., above. C. Alternate means of compliance with this AD, which provide an equivalent level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to: Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168, or 4344 Donald Douglas Drive, Long Beach, California 90808. Amendment 39-4310 became effective March 11, 1982. his Amendment 39-4810 becomes effective March 19,1984.
88-05-01 R1: 88-05-01 R1 SIKORSKY AIRCRAFT: Amendment 39-5856 as revised by Amendment 39- 6637. Docket No. 88-ASW-4. Applicability: Sikorsky Aircraft Model S-76B helicopters, Serial Numbers (S/N) 760312, 760314, 760316, 760317, 760318, 760319, 760327, 760330, 760331, and 760337, certificated in any category, equipped with the original cross beam cap angle, Part Number (P/N) 76070-20526-102, and the original cross beam web, P/N 76070-20526-139, -149, or -158. Compliance: For helicopters with 300 or more hours' time in service, compliance is required within the next 50 hours' time in service after the effective date of this amended AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. To prevent failure of the helicopter forward engine support cross beam, accomplish the following: (a) Visually inspect the forward engine support cross beam cap angle and web as follows: NOTE: The forward engine support cross beam is accessedby opening the engine air inlet/bypass cowl per Sikorsky Supplemental Maintenance Manual SA4047-76B-2, Section 53- 20-03. The cross beam is located towards the rear of the inlet area opening and extends across the fuselage. The beam is attached to the engine compartment deck and the engine forward mount fittings are attached to the cross beam upper cap angle. If the cross beam cannot be inspected properly from the inlet area because of interference with existing components, remove the main transmission drain access panels in the baggage compartment overhead. (1) Clean the forward surface of the cross beam as much as possible with dry cleaning solvent P-D-680, Type II, or equivalent. (2) Visually inspect, using a flashlight and mirror as necessary, the forward side of the upper cross beam cap angle and web for evidence of cracks. NOTE: Particular attention should be directed to areas under the inboard engine support fittings. (b) If cracks are detected visually, verify cracks by using a dye penetrant or equivalent inspection method. NOTE: Method Type II in MIL-STD-6866 is an acceptable inspection method. (1) If cracks are found in the cap angle, replace cracked part prior to further flight with a new part of the same part number. (2) If cracks are found in the web, prior to further flight, either replace the cracked part with a new part of the same part number or repair cracks found as a result of this AD with a method approved by the Manager, FAA, Boston Aircraft Certification Office. (c) Report cracks found, including location, length, fasteners and holes affected, replacement of parts, and total time in service on helicopter, by letter, to the Manager, Boston Aircraft Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, within 10 days of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 2120-1156.) (d) Aircraft may be ferried in accordance with the provisions of the Federal Aviation Regulation (FAR) Sections 21.197 and 21.199 to a base where the AD can be accomplished. (e) Alternate inspections, repairs, modifications, or other means of compliance which provide an equivalent level of safety may be used if approved by the Manager, Boston Aircraft Certification Office, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, may adjust the compliance time specified in this AD. This AD revises AD 88-05-01, Amendment 39-5856 (53 FR 5366, February 24, 1988). This amendment (39-6637, AD 88-05-01 R1) becomes effective on July 16, 1990.
2017-04-14: We are adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. Model 560XL airplanes. This AD requires inspections of the fuel tube and right alternating current (AC) generator wires. This AD was prompted by reports of inadequate separation between the electrical wire bundle and fuel tube. We are issuing this AD to address the unsafe condition on these products.
2017-03-04: We are superseding Airworthiness Directive (AD) 2012-16-07 for certain The Boeing Company Model 737-500 series airplanes. AD 2012-16- 07 required inspections of the fuselage skin at the chem-milled steps, and repair if necessary. This new AD adds new inspections, permanent repairs of time-limited repairs, related investigative and corrective actions if necessary, and skin panel replacement. This AD was prompted by evaluation by the design approval holder (DAH) that indicates that the fuselage skin is subject to widespread fatigue damage (WFD), and reports of cracking in certain areas of the fuselage skin. We are issuing this AD to address the unsafe condition on these products.
2001-19-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-301 series airplanes. This action requires removal of the access panels of the upper wings to determine the manufacturing date of the panels to verify compliance with Model 301 wing specifications, and corrective action, if necessary. This action is necessary to find and fix panels that do not meet such specifications, which could result in elongation of the attachment holes in the panels due to critical design loads, and consequent reduced structural integrity of the wings. This action is intended to address the identified unsafe condition.
93-16-06 R2: 93-16-06 R2 CANADAIR: Amendment 39-9393, Docket 95-NM-157-AD. Revises AD 93- 16-06 R1, amendment 39-8826. Applicability: Model CL-215-1A10 series airplanes that are not equipped with powered ailerons; and Model CL-215-6B11 series airplanes that are not equipped with powered ailerons; certificated in any category. NOTE 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 use the authority provided in paragraph (d) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent potential flutter of the rudder-aileron interconnect tab, which could result in reduced controllability of the airplane, accomplish the following: (a) For Model CL-215-1A10 series airplanes, serial numbers 1001 through 1125 inclusive, that are not equipped with powered ailerons: Within 12 months after October 4, 1993 (the effective date of AD 93-16-06, amendment 39-8663), on the right wing install weights to the aileron balance weight mounting channel and install washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (b) For all other Model CL-215-1A10 series airplanes that are not equipped with powered ailerons and are not subject to paragraph (a) of this AD: Within 12 months after March 1, 1994 (the effective date of AD 93-16-06 R1, amendment 39-8826), on right wing install weights to the aileron balance weight mounting channel and install washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (c) For Model CL-215-6B11 series airplanes that are not equipped with powered ailerons: Within 12 months after the effective date of this AD, on the right wing install weights to the aileron balance weight mounting channel and washers to the interconnect tab mass balance arms, in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. (d) 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (e) Special 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. (f) The installation shall be done in accordance with Canadair Alert Service Bulletin 215-A435, dated August 14, 1990. The incorporation by reference of this document was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of October 4, 1993 (58 FR 46766, September 3, 1993). Copies may be obtained from Bombardier, Inc., Canadair, Aerospace Group, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York ACO, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on October 25, 1995.
59-06-08: 59-06-08 GRAVINER: Applies to Aircraft Fitted With Graviner Automatic Fire Extinguishers of the Separate Cartridge Type and the Following Type Numbers May Be Affected: Numbers 4AX, 4AZ, 5AX, 5AZ, 7AX, 8AX, 12A, 13A, 14A, 17A, 20A, 33A, 34A, 35A, 36A, 39A, 40A, 41A, 42A, 55A Through 63A. Compliance required as soon as possible but not later than September 1, 1959. (1) Experience in service has revealed that age-hardening of the material used for sealing of the charge plug in automatic extinguishers of the separate cartridge type which were manufactured prior to August 1957 can interfere with the charge plug movement when the cartridge is fired and thus stop discharge of the extinguishant. (2) A different type of sealant has been introduced by Graviner Modification AU 332. Incorporation of this modification is signified by the letter "L" stamped adjacent to the serial number of the extinguisher, or to the date of manufacture, both of which appear on the operating head. The above date appears as two numbers which signify the month of the year of manufacture (e.g. 8/57 signifies August 1957) but care must be taken to avoid confusion with the cartridge manufacture date which is stamped in a similar manner on the cartridge flange. (3) All extinguishers indicated above which are of an age of three years or more and which do not embody Modification AU 332 must be removed from service. Replacement extinguishers should preferably be of the modified type although unmodified units may be fitted provided the three-year life is not exceeded. (4) If doubt exists as to whether the modification has been incorporated, the light alloy junction box may be removed and the charge plug sealant inspected. The new sealant is of a yellow/green color, the old type is of a brown/black color. (5) Extinguishers which have exceeded the three-year life should be returned to an overhaul organization approved by Graviner Manufacturing Co. Ltd., Poyle Mill Works, Colnbrook, Buck, England, for modification. (Fenwal Inc., Pleasant Street, Ashland, Mass., is an approved Overhaul Agency.) The British Air Registration Board considers this mandatory. The FAA concurs with this action and compliance therewith mandatory.
2023-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model A109, A109A, A109A II, A109C, A109E, A109K2, A109S, and AW109SP helicopters modified by Supplemental Type Certificate (STC) SR01812LA. This AD was prompted by a report of certain floats not deploying due to a faulty plunger assembly. This AD requires repairing or replacing certain float assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
2022-25-01: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 707 and Model 727 airplanes. This AD was prompted by a report indicating cracking in fastener holes at the center wing box and at certain positions of the rear spar and lower skin on a Model 737-300 airplane. A cross model review determined that similar cracking of the fastener holes in the center wing box lower skin could occur on Model 707 and Model 727 airplanes. For Model 707 airplanes this AD requires repetitive detailed inspections of the center wing box lower skin for cracking and repetitive high frequency eddy current (HFEC) and ultrasonic (UT) inspections of the rear spar lower chord at a certain position for cracking, repetitive sealant application, and repair if necessary. For Model 727 airplanes this AD requires repetitive detailed inspections of the center wing box, lower skin, and rear spar lower chord at a certain location for cracking, repetitive sealant application, and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2001-18-10: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes, that requires replacement of the engine oil pressure sensors with new sensors, and installation of an oil tank pressure relief kit. Additionally, this amendment requires revision of the Airplane Flight Manual that would specify new oil pressure limits. This action is necessary to prevent rejected takeoffs due to exceeding engine oil pressure limits, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2017-04-05: We are superseding Airworthiness Directive (AD) 2011-10-17 for all Airbus Model A300 and A310 series airplanes, and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F [[Page 11135]] airplanes (collectively called A300-600 series airplanes). AD 2011-10- 17 required revising the maintenance program by incorporating certain airworthiness limitation items (ALIs). This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. This AD also removes Model A310 and A300-600 series airplanes from the applicability. This AD was prompted by a revision of certain ALI documents, which specify more restrictive instructions and/or airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2001-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires inspections for cracking of the web of the horizontal and sloping pressure decks of the fuselage and certain stiffener splice angles and stiffener end fittings, and repair, if necessary. This amendment also provides an optional preventative modification, which ends the repetitive inspections. The actions specified by this AD are intended to find and fix cracking of the web of the horizontal and sloping pressure decks, which could result in rapid in-flight decompression of the airplane. This action is intended to address the identified unsafe condition.
2001-18-01: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A340-211 series airplanes modified by supplemental type certificate ST09092AC-D, that requires modifying the passenger entertainment system (PES) and revising the Flight Crew Operating Manual. This action is necessary to ensure that the flight crew is able to remove electrical power from the entire PES when necessary and is advised of appropriate procedures for such action. Inability to remove power from the PES during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
61-22-03: 61-22-03 CANADAIR: Amdt. 356 Part 507 Federal Register November 1, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. The following measures are required pending the development and installation of Canadian Department of Transport and FAA approved modification to the outer elevator hinge fittings to prevent elevator flutter during flight. Within the next 25 hours' time in service after the effective date of this AD, and every 25 hours' time in service thereafter, apply an upload of approximately 110 lbs. on elevator spar at Station 299 and check for fore and aft movement at upper and lower hinge bracket attachments. (a) If movement exceeds .010 inches at the upper and lower hinge bracket attachment points, the fittings, P/N 28-A24498 A and B and P/N 28-A24670 must be reworked as stated in (1) or (2): (1) Open up the .375-inch diameter holes to .4375 plus or minus .0005-inch diameter. Replace existing bolt, P/N 28-A24367 with an NAS 464-7-22 bolt or equivalent; AN 320-7 nut or equivalent; (use washers under nut to line up cotter pin hole), and cotter pin. (2) Open up the .375-inch diameter holes to .4750 plus or minus .0005-inch diameter. Install bushing and reinstall the original bolt, P/N 28-A24367, if within tolerances (i.e., .3745 plus .0000 minus .0003-inch diameter), or replace with new bolt, P/N 28-A24367. Use existing nut and washer, install new cotter pin. Remove all sharp edges. The bushings shall meet the following requirements: Material: SAE 4130, MIL-S6758 condition "N". Cadmium plated. Outside diameter: Before plating .4770 plus .0005 minus .0000-inch diameter. After plating .4780 plus .0005 minus .0000-inch diameter. Length: .748 plus .002 minus .000-inch for bushings in P/N 28-A24498 A and B. .298 plus .002 minus .000-inch for bushings in P/N 28-A24670. After installation, the bushings must be line reamed to their inside diameter of .3750 plus or minus .0005-inch. Chamfer inside of bushing .03-inch x 45 degrees, under head of bolt. (b) Prior to installing bolts, shim the gap between the attachment lugs, P/N 28- A24498 A and B and the hingle brackets, P/N 28-A24670 to eliminate any movement. The torque value for either of the replacement bolts, P/N 28-A24367 or NAS 464-7-20 or equivalent, is 10 inch-pounds. (c) After rework, holes must be line reamed to positively insure alinement. When the line reaming is done from outside and from underside of stabilizer, a 0.5-inch diameter hole is required in the horizontal stabilizer outer skin. If reamed from top, the spar cap may be removed locally to clear reamer. Rework of the skin shall be in accordance with Canadair Drawing 28- 22135. (d) Fittings, P/N 28-A24498 A and B, and P/N 28-A24670 whose .375-inch diameter (original) holes are elongated beyond .4750-inch plus or minus .0005-inch must be replaced. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 such operator. This directive effective November 1, 1961.
93-25-05: 93-25-05 ALLISON: Amendment 39-8771. Docket 91-ANE-50. Applicability: Allison Model 250-C20S turbine engines, as modified by Soloy Conversion, Ltd., Supplemental Type Certificate (STC) SE2352NM, installed on but not limited to Cessna 206 and 207 airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent bolt fretting and fatigue failure, main engine driveshaft detachment, and engine failure, accomplish the following: (a) Within 90 days after the effective date of this AD, inspect the main engine driveshaft and replace the driveshaft flex coupling bolts, bushings, and nuts in accordance with Soloy Corporation Service Bulletin No. 04- 780, dated December 11, 1991. Replace with a serviceable part those main engine driveshafts with elongated bolt holes. (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, Seattle Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle 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 Seattle 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 inspection, and replacement, if necessary, shall be done in accordance with the following service bulletin: Document No. Pages Revision Date Soloy Corporation Service Bulletin No. 04-780 1-3 Original December 11, 1991 Total Pages: 3. 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 Soloy Corporation, 450 Pat Kennedy Way, S.W., Olympia, WA 98501- 7298; telephone (206) 754-7000. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 22, 1994.
2001-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900, 1900C, and 1900D airplanes. This AD requires you to inspect all four flap flexible shaft assemblies for the correct diagonal wrap and the correct installation. This AD also requires you to replace any flap flexible shaft assembly that has an incorrect diagonal wrap or incorrect installation. This AD is the result of several occurrences of flap extension/retraction failures on the affected airplanes due to the inner flexible shaft ends separating or disengaging. The actions specified by this AD are intended to prevent these flap extension/retraction failures due to incorrectly configured flap flexible shaft assemblies. Such failure could result in an asymmetric flap condition during flight if the flap safety switch fails to function properly.