Results
2009-20-11: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires revising the maintenance program to include new fuel system limitations for airplanes modified in accordance with STC ST00127BO. This AD also requires inspections and checks of the DTSDs and corrective actions, if necessary. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent a potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank fire or explosion and consequent loss of the airplane.
2004-12-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires inspection of the main landing gear's (MLG) separation bolt harness, corrective actions if necessary, and replacement of the MLG's separation bolt harness. For certain airplanes, this AD also requires modification of the MLG separation bolt's electrical harness. This action is necessary to prevent failure of the MLG to extend during use of the emergency backup system. This action is intended to address the identified unsafe condition.
2008-04-10 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all The Boeing Company Model 727 airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in a certain repetitive AWL inspection, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane. \n\nDATES: This AD is effective December 30, 2009. \n\tOn March 28, 2008 (73 FR 9668, February 22, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. \n\tWe must receive any comments on this AD by January 29, 2010.
2009-25-14: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) GE90-110B1, GE90-113B, and GE90-115B series turbofan engines with stage 6 low-pressure turbine (LPT) blades, part number (P/N) 1765M37P03 or P/N 1765M37P04, installed. This AD requires initial and repetitive inspections for shroud interlock wear of the stage 6 LPT blades. This AD also requires replacing those blades with stage 6 LPT blades eligible for installation at the next engine shop visit as terminating action to the repetitive blade inspections. This AD results from eight reports of GE90-115B stage 6 LPT single-blade separation events. We are issuing this AD to prevent failure of stage 6 LPT blades, which could result in uncontained engine failure and damage to the airplane.
93-08-02: 93-08-02 RIGGING INNOVATIONS, INC.: Amendment 39-8549. Docket 92-NM-136-AD. Applicability: Skyhook reserve pilotchutes, part number 2233-( ), serial numbers 2405 through 5551, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure safe descent of the parachutist, accomplish the following: (a) Within 120 days after the effective date of this AD, conduct a field pilotchute spring test, testing procedure TP-19F001, in accordance with Rigging Innovations Service Bulletin 1513, Revision A, dated June 22, 1992. The minimum spring tension allowable for passing the test is 18 lbs. (1) If the pilotchute passes the test, mark "SB-1513A" on the cap in indelible ink, along with the date of the test. The pilotchute may then be returned to service. (2) If the pilotchute fails the test, the pilotchute must be removed from service. Prior to any further use of the pilotchute, it must be modified according to Rigging Innovations Product Modification Procedure PMP-1213. Once it is modified, it may be returned to service. (b) Within 10 days after completion of the test required by paragraph (a) of this AD, the operator must notify Rigging Innovations, Inc., of all test results. The following information is to be included: serial number of the Skyhook pilotchute, results of the test including the tension of the spring, date of the test, and name and qualification of the person performing the test. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA,Transport Airplane Directorate. 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (d) 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. (e) The test shall be done in accordance with Rigging Innovations Service Bulletin 1513, Revision A, dated June 22, 1992, which includes Attachment A to Service Bulletin 1513, Revision A, June 22, 1992. 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 Rigging Innovations, Inc., 236-C East 3rd Street, Perris, California 92570. 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, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on May 27, 1993.
91-14-01: 91-14-01 BRITISH AEROSPACE (BAE), LIMITED: Amendment 39-7043. Docket No. 91-CE-53-AD. Applicability: Jetstream HP 137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes (all serial numbers) that are equipped with Dunlop wheel and brake assemblies; and Jetstream Models 3101 and 3201 airplanes (all serial numbers) that are equipped with B.F. Goodrich wheel and brake assemblies, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent separation of the landing gear wheel from the airplane, which could result in loss of control during high-speed ground operations, accomplish the following: (a) Within the next 100 landings, inspect the main landing gear wheel bearings for damage in accordance with the instructions in "Part 1 - MAINWHEEL BEARING INSPECTION" of BAe Jetstream Alert Service Bulletin (ASB) No. 32-A-JA 910140, dated May 17, 1991. If any damage is found, prior to further flight, replace the bearings in accordance with the instructions in the applicable maintenance manual. NOTE: If no record of landings is maintained, hours time-in-service (TIS) may be used with one hour TIS equal to two landings. For example, 50 hours TIS is equal to 100 landings. (b) Within the next 500 landings, install a flanged axle nut in accordance with the instructions in "Part 2 - INSTALLATION OF FLANGED AXLE NUT" of BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991. The criteria of paragraph (10) of these instructions shall be accomplished in accordance with the instructions in BAe Service Bulletin 32-46, dated April 9, 1991. Perform whichever of the following is applicable: (1) If the airplane is equipped with Dunlop wheel and brake assemblies, perform torque loading of the axle nuts in accordance with the instructions in the "APPENDIX TORQUE LOADING AXLE NUTS" of BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991; or(2) If the airplane is equipped with B.F. Goodrich wheel and brake assemblies, accomplish the following: (i) While rotating wheel, torque axle nut to 50 foot-pounds to properly set bearings. (ii) Loosen nut to zero torque. (iii) While rotating wheel, retighten to 25 foot-pounds in one continuous rotation of the axle nut. Check to ensure locking holes are aligned. (iv) If locking holes are not aligned, rotate nut to closest locking hole, and secure the axle nut and recheck to ensure locking holes are aligned. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The inspection and installation required by this AD shall be done in accordance with BAe Jetstream ASB No. 32-A-JA 910140, dated May 17, 1991, and BAe Service Bulletin 32-46, dated April 9, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, Manager Customer Support, Commercial Aircraft Limited, Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW Scotland; Telephone (44-292) 79888; Facsimile (44-292) 79703; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041; Telephone (703) 435-9100; Facsimile (703) 435-2628. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-7043, AD 91-14-01) becomes effective on July 22, 1991.
76-22-05: 76-22-05 MCDONNELL DOUGLAS CORPORATION: Amendment 39-2754. Applies to McDonnell Douglas Corporation model DC-10-10, -10F, -30, -30F, and -40 series airplanes, certificated in all categories, equipped with American Safety Flight Systems, Inc. seat belt model 443440 installed on aft facing flight attendants seats. \n\n\tCompliance required within the next 600 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent possible unsafe buckle position of flight attendants seat belts, accomplish the following: \n\n\t(a)\tInstall a placard, which reads "DO NOT OCCUPY", on those flight attendant seats in the passenger cabin equipped with American Safety Flight System, Inc., seat belt model number 443440 until the seat belt installation is modified or replaced in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. The seats prohibited from use must be secured in normally stowed position or removed. \n\n\t(b)\tReplaceAmerican Safety Flight System, Inc. seat belt model number 443440 installed on lower lobe galley seats with ordinary adjustable seat belts without retractors in accordance with normal maintenance practices. Alternate seat belt installations may be approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. \n\n\tThis amendment becomes effective December 10, 1976.
92-27-09: 92-27-09 BRITISH AEROSPACE: Amendment 39-8443. Docket No. 91-NM-205-AD. Applicability: Model BAe/HS/DH/BH 125 series airplanes, excluding Model BAe 125-1000A series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure continued structural integrity of the main landing gear (MLG) sidestay upper arm assembly, accomplish the following: (a) Prior to the accumulation of 12,000 landings on any MLG sidestay upper arm assembly, or within 9 months after the effective date of this AD, whichever occurs later, replace the assembly with a serviceable assembly, in accordance with British Aerospace Service Bulletin S.B. 32-216, Revision 1, dated March 21, 1988. NOTE: A "serviceable" MLG sidestay upper arm assembly is defined as one that is in compliance with the requirements of this AD, and one on which an overhaul has been accomplished as specified in the applicable aircraft maintenance schedule. (b) Following the accomplishment of paragraph (a) of this AD, replace any MLG sidestay upper arm assembly prior to the accumulation of 12,000 landings on that assembly. (c) For purposes of this AD, overhauled sidestay upper arm assemblies for which the total number of landings is not recorded must be assumed to have accumulated 8,000 landings at the time of installation. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (e) 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. (f) The replacement shall be done in accordance with British Aerospace Service Bulletin S.B. 32-216, Revision 1, dated March 21, 1988, which includes the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 3-4 1 March 21, 1988 2 Original February 29, 1988 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendmentbecomes effective on January 27, 1993.
2009-24-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A330 operator experienced a low level of the Yellow hydraulic circuit due to a loose[ning] of check valve part number (P/N) CAR401. During the inspection on the other two hydraulic systems, the other three CAR401 check valves were also found to be loose with their lock wire broken in two instances. A340 aeroplanes are also equipped with the same high pressure manifold check valves. Investigations are on-going to determine the root cause of this event. Additional cases of CAR401 check valve loosening have been experienced in service on aeroplanes having accumulated more than 1000 flight cycles (FC). The check valve fitted on the Yellow hydraulic system is more affected, probably due to additional system cycles induced by cargo door operation. The loss of torque due to pressure cycles could contribute to check valve loosening, resulting in a leak and finally the loss of the associated hydraulic system and, in the worst case, of the three hydraulic systems of the aeroplane. * * * * * The unsafe condition is the possible loss of all three hydraulic systems, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
89-23-09: 89-23-09 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-6372. Docket No. 89-NM-89-AD. Applicability: Model EMB-120 series airplanes; Serial numbers 120004, 120006 through 120070, 120072 through 120080, and 120082 through 120099; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent a gear-up landing due to malfunction of the landing gear aural warning system, accomplish the following: A. Modify the landing gear aural warning system and calibrate new switches, in accordance with either EMBRAER Service Bulletin No. 120-032-0055 dated March 16, 1989, or EMBRAER Service Bulletin No. 120-032-0052, dated March 15, 1989. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request for an alternate means of compliance or an adjustment of the compliance time should be forwarded through an FAA Maintenance Inspector, who will either concur or comment and then send it to the Atlanta Aircraft Certification Office. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6372, AD 89-23-09) becomes effective on December 1, 1989.
68-10-04: 68-10-04 GENERAL DYNAMICS: Amendment 39-597 as amended by Amendment 39- 1305 is further amended by Amendment 39-2247. Applies to Models 340, 440, and C-131E airplanes including those using turbo propeller power. Compliance required as indicated. Due to several reports of cracks in the front spar lower rail which can result in failure of the outboard wing, accomplish the following: (a) For airplanes with 23,500 or more hours time in service on the effective date of this AD, inspect each front spar lower rail per (c) within the next 300 hours time in service, unless already accomplished within the last 700 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, and, if cracks are found, repair per (d) before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished). (b) For airplanes with less than 23,500 hours time in service on the effective date of this AD, inspect each front spar lower rail per (c) before the accumulation of 23,800 hours time in service, and thereafter at intervals not to exceed 1000 hours time in service from the last inspection, and, if cracks are found, repair per (d) before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished). (c) Remove the wig leading edge and visually inspect the wing front spar lower rail between wing stations 240 and 490 for cracks. NOTE: During the inspection required by (c), pay particular attention to the areas immediately adjacent to the leading edge joints at wing stations 248, 264, 363 and 484. All reported cracks have originated in the rail forward flange at or near the leading edge attach screw holes. (d) If a crack is confined to the wing front spar lower rail, repair in accordance with General Dynamics/Convair Service Engineering Report No. 057-0/67-340-64/440-64/640-35, (Revision 1 or later FAA approved Revision) or a method approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. If a crack extends beyond the spar rail into adjacent components, repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) The repetitive inspections required in (a) and (b) may be discontinued when all cracks, if any, have been repaired per (d) and, unless already accomplished per (d), a reinforcing strap has been installed per details (a) and (b), Figure 1, of General Dynamics/ Convair Service Engineering Report No. 057-0/67-340-64/440-64/640-35 or a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region has been accomplished. (f) Upon 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. Amendment 39-597 became effective on May 14, 1968. Amendment 39-1305 became effective October 8, 1971. This amendment 39-2247 becomes effective July 30, 1975.
90-15-13: 90-15-13 MITSUBISHI HEAVY INDUSTRIES, LTD (formerly Nihon Aeroplane Manufacturing Company, NAMC): Amendment 39-6657. Docket No. 90-NM-29-AD. Applicability: Model YS-11 and YS-11A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent incidents of propellers failing to withdraw, accomplish the following: A. Within 1,000 flight hours after the effective date of this AD: 1. Inspect the propeller high stop withdrawal relay in accordance with the accomplishment instructions of Mitsubishi NAMC YS-11 Service Bulletin 61-5, dated December 20, 1988. If any abnormality is detected, replace the relay prior to further flight. 2. Install Decal 01-81717-27 in accordance with Mitsubishi NAMC YS-11 Service Bulletin 15-27, dated December 20. 1988. B. Repeat the inspection of the propeller high stop withdrawal relay at intervals not to exceed 3,000 flight hours after the initial inspection orafter replacement, in accordance with Mitsubishi NAMC YS-11 Service Bulletin 61-5, dated December 20, 1988. If any abnormality is detected, replace the relay prior to further flight. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to NagoyaAircraft Works Mitsubishi Heavy Industries, Ltd., 10 Oye-cho, Minato-Ku, Nagoya 455, Japan; Attention: K. Saitoh, Manager, YS- 11 Group, Service Department. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6657, AD 90-15-13) becomes effective on August 20, 1990.
69-24-03: 69-24-03 MARVEL-SCHEBLER: Amdt. 39-881. Applies to Marvel Schebler Models MA-3-A, MA-3-PA, MA-3-SPA, MA-4-SPA, MA-4-5, MA-5, MA-4-5-AA, MA-6AA, and HA-6 carburetors of the following listed part numbers and serial numbers installed on the Continental, Franklin and Lycoming model engines as specified below, to wit: ENGINE MANUFACTURER & MODEL CARBURETOR MODEL CARBURETOR PART NUMBER CARBURETOR SERIAL NUMBERS CONTINENTAL A-65 & A-75 Series MA-3-PA A-10-4233 P-22-460 thru P-22-464 O-200 Series MA-3-SPA A10-4115-1 AV-4-4094 O-200 Series MA-3-SPA A10-4894 BE-14-10218 thru BE-15-11672 C-85 Series MA-3-SPA A10-4240 AU-15-235 thru AU-15-244 C-90 Series MA-3-SPA A10-4252 Q-23-2422 thru Q-23-2436 C-145 Series MA-3-SPA A10-4895 BF-14-3598 thru BF-15-3655 O-470-K MA-4-5 A10-3965-12 H-3-6894 thru H-3-6896 O-470-R MA-4-5 A10-4893 BD-13-3946 thru BD-15-4660 FRANKLIN 4A-235 Series MA-3-SPA A10-4654 BN-3-112 thru BN-3-130 GA-335 Series MA-5 A10-4865 BC-14-530 thru BC-16-706 6V-350 Series MA-5 A10-4809 BA-14-203 thru BA-14-207 6A-350 Series MA-5 A10-4865 BC-14-530 thru BC-16-706 LYCOMING O-235 Series MA-3-A A10-3103-1 Y-30-3132 thru Y-30-3275 O-235 Series MA-3-A A10-4953 BV-0-268 thru BV-0-538 O-235 Series MA-3-PA A10-4978-1 BQ-3-252 thru BQ-3-276 O-235 Series MA-3-PA A10-5050 BY-0-100 thru BY-1-291 O-290 Series MA-3-SPA A10-3346-1 B-35-342 thru B-36-359 O-320 Series MA-4-SPA A10-3678-32 A-25-14781 thru A-26-16246 O-320 Series MA-4-SPA A10-5009 BL-5-2632 thru BL-5-3435 O-360 Series MA-4-5 A10-3878 G-34-4651 thru G-36-5362 O-360 Series MA-4-5 A10-4164-1 K-27-6460 thru K-27-6602 O-360 Series MA-4-5 A10-5034 BU-0-283 thru BU-0-383 O-360 Series HA-6 A10-5045 BW-0-198 thru BW-4-550 VO-435 Series MA-4-5-AA A10-4025-12 Z-16-2304 thru Z-18-2434 TVO-435 Series MA-6-AA A10-4438-1 AH-19-3676 thru AH-21-4067 O-540 Series MA-4-5 A10-4404 R-24-6530 thru R-26-6916 O-540 Series MA-4-5 A10-4404-1 AO-20-3571 thru AO-23-3829 O-540 Series MA-4-5 A10-5042 BS-1-427 thru BS-1-588 O-540 Series MA-4-5 A10-5054 BZ-0-100 thru BZ-0-209 VO-540 Series MA-6-AA A10-4218-1 AK-17-1274 thru AK-19-1478 VO-540 Series MA-6-AA A10-4975 BK-2-125 thru BK-3-148 NOTE: The affected carburetors listed above were manufactured between December 5, 1968, and June 23, 1969. Approximately 25% of these carburetors have been inspected and cleaned by Marvel Schebler or the manufacturers of the engines or aircraft on which the carburetors are installed. Marvel Schebler Service Bulletin A1-69 lists the carburetors remaining to be inspected and covers the same subject matter as this AD. Any carburetor serial numbers included in this AD but not listed on Marvel Schebler Service Bulletin A1-69 comply with this AD, and require no further inspection or cleaning. A logbook entry of compliance and nameplate marking must be made on these unlisted carburetors. The "A" prefix to the part numbers listed above does not appear on the carburetor nameplate. Compliance: Required within the next 25 hours' time in service after the effective date of this AD, unless previously accomplished. To prevent possible power losses due to blockage of carburetor metering passeges by thread lubricant or other foreign material, accomplish the following or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, or Chief, Engineering and Manufacturing Branch, FAA, Eastern Region: Remove the carburetor bowl drain plug with the aircraft fuel valve in the "ON" position and allow the carburetor to flush for 20 to 30 seconds. The auxiliary pump, if installed, should be operating. After flushing, inspect the drain plug cavity and drain plug for thread lubricant or other foreign material and remove any such material noted. After cleaning, reflush 20 to 30 seconds, reinstall plug approximately one thread into cavity, apply Parker Seal Lube or equivalent on exposed threads and tighten. NOTE: If practical, aircraft should be positioned so that bottom of bowl slopes toward drain opening during flushing and cleaning. Recommended torque for 1/8" pipe plug is 50-60 in. lbs., for 1/4" pipe plug is 120-144 in. lbs. After completion of the above, impression stamp or engrave "A1" on a nameplate or apply approximately 1/4-inch diameter dot of yellow enamel or similar permanent material to nameplate. This amendment becomes effective November 29, 1969.
2009-21-07: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 series turbofan engines with certain thrust reverser ballscrew gearbox assembly adjustable-length end actuators installed. This AD requires initial visual inspections and repetitive replacements of the 3/8-inch rod-ends installed on the thrust reverser ballscrew gearbox assembly adjustable-length end actuators. This AD also allows an optional terminating action to those repetitive replacements. This AD also requires initial visual inspections and replacements, if necessary, of the other hardware connecting the thrust reverser transcowls to the engine. This AD results from reports of four failures of rod-ends on certain thrust reverser ballscrew gearbox assembly adjustable-length end actuators, leading to partial or complete separation of the transcowl from the engine and airplane during thrust reversal. We are issuing this AD to prevent asymmetric thrust and loss of thrust control.
97-15-04: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B, 214B-1, and 214ST helicopters, that currently establishes a mandatory retirement life of 60,000 high-power events for the main transmission upper planetary carrier (carrier). This amendment requires changing the method of calculating retirement life for the carrier from high-power events to a maximum accumulated Retirement Index Number (RIN) of 120,000. This amendment is prompted by fatigue analyses and tests that show certain carriers fail sooner than originally anticipated because of the unanticipated high number of lifts or takeoffs (torque events) performed with those carriers in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the carrier, which could result in failure of the main transmission and subsequent loss of control of the helicopter.
91-12-06: 91-12-06 GROB LUFT UND RAUMFAHRT: Amendment 39-7017. Docket No. 91- CE-05-AD. Applicability: Model G 109B motor gliders (serial numbers 6200 through 6362), certificated in any category. Compliance: Required within the next 3 calendar months after the effective date of this AD, unless already accomplished. To prevent separation of the studs in the root rib stud plate that could result in loss of the aileron and airbrake control systems, accomplish the following: (a) Inspect the security of the studs in the root rib stud plate (part number 109B- 4108) in accordance with the instructions in GROB Service Bulletin No. TM-817-29, dated August 6, 1990. If any loose studs are found, prior to further flight, repair the stud plate in accordance with the instructions in the referenced SB. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the motor glider to a location where the requirements of this AD can be accomplished.(c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B- 1000 Brussels, Belgium; Telephone (322) 513.38.30. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (d) All persons affected by this directive may obtain copies of the document discussed in this AD upon request to GROB Luft und Raumfahrt, D-8939 Mattsies, Federal Republic of Germany; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-7017, AD 91-12-06) becomes effective on July 5, 1991.
2009-24-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Under certain ambient conditions, ice can accumulate on the walls of the fuel pipes within the aircraft fuel system, which can then be released downstream when fuel flow demand is increased. This released ice can then collect on the fuel-to-oil heat exchanger (FOHE) front face and limit fuel flow through the FOHE. We are issuing this AD to prevent ice from blocking the FOHE, which could result in an unacceptable engine power loss, and loss of control of the airplane.
77-14-05: 77-14-05 BRITISH AIRCRAFT CORPORATION: Amendment 39-2953. Applies to BAC 1- 11 200 and 400 series airplanes, certificated in all categories, with Garrett AiResearch Models GTCP 85-115, -115C or -115CK APU's installed, that do not have British Aircraft Corporation Modification PM 5217 incorporated. Compliance is required as indicated. To prevent excessive fuel contamination of the Auxiliary Power Unit oil contents, accomplish the following: (a) Within the next 60 APU hours' time in service after the effective date of this AD, unless accomplished within the last 20 APU hours' time in service, and thereafter at intervals not to exceed 80 APU hours' time in service from the last inspection, inspect for fuel leakage in accordance with paragraph 2.1 of the Accomplishment Instructions of British Aircraft Corporation Model BAC 1-11 Service Bulletin 49-PM 5217, or an FAA-approved equivalent. (b) If the fuel leakage rate exceeds one drop per minute, prior to further use of the APU, rectify the leakage, drain and refill the oil system with fresh oil, and thereafter continue the inspections required by paragraph (a) of this AD. (c) Upon the request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667, may adjust the repetitive inspection intervals specified in paragraph (a) of this AD if the request contains substantiating data to justify the change. This amendment becomes effective August 5, 1977.
98-15-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111 and -211 series airplanes. This action requires repetitive inspections to detect fatigue cracking of the frames of the sliding windows in the cockpit, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct fatigue cracking of the frames of the sliding windows in the cockpit, which could result in reduced structural integrity of the pressure vessel of the fuselage of the airplane.
2009-26-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been found the occurrence of engine anti-ice system valve failure, where the valve spring seat has broken and obstructed the anti-ice system venturi tube. * * * Therefore, should the aircraft encounter icing conditions, ice may accrete in the engine inlet lip and be ingested through the air inlet, resulting in possible engine damage and flame-out. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-19-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 series airplanes, that currently requires revising the Limitations Section of the Airplane Flight Manual (AFM) to provide the flight crew with procedures to check the travel range of the aileron. That AD also requires inspection for damage of the shear pins of the aileron flutter damper and aileron hinge fittings, and various follow-on actions. This amendment adds a requirement for accomplishment of an installation that eliminates the need for the AFM revision. This amendment also adds airplanes to the applicability of the existing AD. This amendment is prompted by reports of failure of shear pins in the aileron flutter damper. The actions specified by this AD are intended to prevent damage to the aileron hinge fittings due to failed shear pins, and consequent reduced controllability of the airplane.
93-22-08: 93-22-08 JETSTREAM AIRCRAFT, LIMITED: Amendment 39-8732. Docket 93-NM-176-AD. ` Applicability: All Model 4101 airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent high current arcing and overheating of certain earth post assemblies and their associated earth (ground) wires, thus creating an in-flight fire hazard, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, conduct a visual and hands-on inspection to detect discrepancies (i.e., overheating, looseness, etc.) of earth post EP2 (left) and earth post EP4 (right) and their attached earth cables, in accordance with the Accomplishment Instructions of Jetstream Series 4100 Alert Service Bulletin J41-A24-012, Revision 1, dated September 13, 1993. (1) If no discrepancy is detected, no further action is required. (2) If any discrepancy is detected, prior to further flight, replace the discrepant earth post with a new earth post and earth cables in accordance with paragraph B. of the Accomplishment Instructions of Jetstream Series 4100 Alert Service Bulletin J41-A24-012, Revision 1, dated September 13, 1993. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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 inspections and replacement shall be done in accordance with Jetstream Series 4100 Alert Service Bulletin J41-A24-012, Revision 1, dated September 13, 1993, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 3, 6 1 September 13, 1993 2, 4-5, 7, Original September 8, 1993 8, 9 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 Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 3, 1993.
77-15-04: 77-15-04 ENSTROM: Amendment 39-2973. Applies to Enstrom Models F28C and 280C helicopters with wide chord (4.4 inch) tail rotor blades certificated in all categories. Before further flight perform a dye penetrant inspection around the circular hub including the arm base of the pitch link retainer assembly P/N 28-16320 unless already accomplished in the last ten hours time in service. Within ten (10) hours time in service after the receipt of this airmail letter, unless already accomplished, replace the wide chord tail rotor pitch link assembly P/N 28- 16320 and two (2) guide bolts P/N 28-16307 with a new wide chord tail rotor pitch link retainer assembly P/N 28-16325 and two (2) guide bolts P/N 28-16324. Enstrom Service Directive Bulletin Number 0040 pertains to this same subject. This amendment is effective July 26, 1977, and was effective immediately for all recipients of airmail letters dated June 15, 1977 which contained this amendment.
2004-13-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200B, and -200F series airplanes. This action requires initial and repetitive inspections to find discrepancies in the upper and lower skins of the fuselage lap joints, and repair if necessary. This action is necessary to find and fix such discrepancies, which could result in sudden fracture and failure of a lap joint and rapid in-flight decompression of the airplane fuselage. This action is intended to address the identified unsafe condition.
76-13-04: 76-13-04 MCDONNELL DOUGLAS: Amendment 39-2652. Applies to Douglas Model DC-10-10 and -30 series airplanes, certificated in all categories, incorporating lower galleys. \n\n\tCompliance required within the next 3000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo provide better access to the portable oxygen units in the lower galley, relocate the two portable oxygen units originally installed outboard of the forward escape ladder in the lower galley to the port side of the forward bulkhead and adjacent to the attendant seats. Additional installations and/or other locations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued per FAR's 27.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment becomes effective August 3, 1976.