Results
2000-13-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive detailed visual and dye penetrant inspections of the backup struts in the left and right nacelles to detect discrepancies; 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 prevent failure of the backup struts in the left and right nacelles due to fatigue cracking, which could result in loss of fail-safe redundancy in the design of the nacelle in terms of load capability.
2000-09-01 R1: This document corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. That AD also requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects two errors that resulted in the incorrect references of two paragraphs. This correction is necessary to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of thedoor, flight control, or severe structural damage.
2015-17-20: We are adopting a new airworthiness directive (AD) for certain serial number (S/N) GE Aviation Czech s.r.o. M601E-11, M601E-11A, and M601F turboprop engines with certain part number (P/N) gas generator turbine (GGT) blades, installed. This AD requires removing from service any affected engine with certain GGT blades installed. This AD was prompted by the determination that certain GGT blades are susceptible to blade failure. We are issuing this AD to prevent GGT blade failure, which could lead to engine failure and loss of the airplane.
74-14-03: 74-14-03 DETROIT DIESEL ALLISON: Amendment 39-1891. Applies to Detroit Diesel Allison Model 250-C20 Engines equipped with Chandler Evans Fuel Controls. Compliance required as indicated. To prevent after fires resulting from incomplete fuel cut-off at engine shutdown, unless already accomplished: A. Within the next 25 hours' flight time, and at each subsequent change of the fuel control or the associated linkage system inspect the fuel control rigging to assure that the fuel control quadrant reads minus 2 degrees with the throttle lever against the minimum stop when the twist grip is in the "Fuel Off" position. Minus 2 degrees is 1/32 inch to the left of the 0 degree mark. If the reading is not minus 2 degrees, readjust the minimum stop on the fuel control to obtain minus 2 degrees on the fuel control quadrant as follows: 1. Turn the minimum stop screw to obtain 0 degrees on the quadrant with the throttle against the stop. 2. Turn the minimum stop screw out (counterclockwise) one half turn. 3. Recheck to be sure the pointer is at minus 2 degrees when the twist grip is in the "Fuel off" position. NOTE: If after accomplishing the above, limitations of the aircraft engine control system linkage prevent reaching minus 2 degrees, set the minimum stop at 0 degrees. B. In addition to Part A, within the next 25 hours' flight time, accomplish the following on Model 250- C20 Engines equipped with Chandler Evans fuel controls, Part Numbers 6875653, 6876967, 6876797, 6877542, 6851386, and 6851506 only. This is a one time adjustment and test. 1. Adjust the cut-off lever link as follows: a. If the minimum stop is adjusted to minus 2 degrees, turn the nut closest to the throttle shaft four flats in the direction to shorten the effective length of the link. b. If the minimum stop is adjusted to 0 degrees, turn the nut closest to the throttle shaft eight flats in the direction to shorten the effective length of the link. c. Tightenthe nut on the opposite side of the cut-off lever bushing to 8-12 in. lb. so that the lever bushing is tight between the locknuts. d. Paint the locknuts and thread area around the nuts with red Glyptol or equivalent to identify the control as having been adjusted. 2. Start the engine and make a short ground run; then check the rigging for repeatability of the setting (0 degrees or -2 degrees) with the twist grip at "Fuel Off". 3. Check the fuel control cut-off valve for leakage as follows: a. Disconnect the fuel hose from the fuel nozzle and place the free end in an open container. b. Turn on the aircraft switches required to provide fuel boost pump pressure to the engine and pull the ignition circuit breaker or remove the primary wire to the ignition exciter to deactivate the ignition system. (Insulate the terminal of the primary wire.) c. Motor the engine to 10% N(1) RPM using the starter. d. If fuel flows from the open line in excess of 20 drops perminute with the twist grip at "Fuel Off", replace the fuel control and repeat the check before accepting the control. e. Reconnect the fuel hose and tighten the coupling to 80-120 in. lb. Detroit Diesel Allison Commercial Service Letter 250-C20-CSL-1023 pertains to this subject. This amendment is effective July 10, 1974.
2022-21-01: The FAA is superseding Airworthiness Directive (AD) 2021-06- 07, which applied to certain Airbus SAS Model A330-200 series and A330- 300 series airplanes. AD 2021-06-07 required repetitive detailed inspections of the courier area oxygen system (CAOS) and replacement of affected parts if necessary. Since the FAA issued AD 2021-06-07, improved flexible oxygen hoses have been developed. This AD continues to require repetitive detailed inspections of the CAOS and replacement of affected parts if necessary. This AD also requires replacing each affected part with an improved serviceable part, which is terminating action for the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2000-13-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison Engine Company, Inc. AE 3007A and AE 3007C series turbofan engines. This AD requires the removal from service of certain turbine wheels before exceeding new, reduced cyclic life limits. This amendment is prompted by a refined life analysis that was performed by the manufacturer. The actions specified by this AD are intended to prevent an uncontained turbine wheel failure, which could result in damage to the airplane.
94-07-13: This amendment adopts a new airworthiness directive (AD), applicable to Fokker Model F-28 Mark 0100 series airplanes, that requires inspection, necessary repair, and modification of the engine mount shear shelf webs. This amendment is prompted by reports of interference between the engine mount shear shelf web and the fixed cowl mid and aft hooks, which caused fatigue cracks to occur in the web. The actions specified by this AD are intended to prevent fatigue cracking and other damage to the structure of the shear shelf web, which subsequently could lead to loss of the engine mounting structure.
76-24-01: 76-24-01 PRATT & WHITNEY AIRCRAFT: Amendment 39-2775 as amended by Amendment 39-2910. Applies to all Pratt & Whitney Aircraft JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, and -11 turbofan engines containing eighth stage compressor disk, P/N 496908. Compliance required as indicated. To prevent possible failure, remove from service the eighth stage compressor disk, P/N 496908 in accordance with the following schedule: A. After June 30, 1977, remove disks prior to accumulating 8,000 cycles since new. In lieu of removal, disks may be continued in service until December 31, 1977, if inspected in accordance with Pratt & Whitney Aircraft Special Instruction No. SI-10F-77 by June 30, 1977, and every 120 cycles thereafter. Cracked disks shall be replaced prior to further flight. The established life limit of 11,000 cycles shall not be exceeded. B. After September 30, 1977, remove disks prior to accumulating 6,000 cycles since new. In lieu of removal, disks may be continued in service until December 31, 1977, if inspected in accordance with Pratt & Whitney Aircraft Special Instruction No. SI-10F-77 by September 30, 1977, and every 120 cycles thereafter. Cracked disks shall be replaced prior to further flight. The established life limit of 11,000 cycles shall not be exceeded. After December 31, 1977, P/N 496908 compressor disk retirement life is 6,000 cycles since new. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the 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. The manufacturer's Special Instruction No. SI-10F-77 identified and described in this directive is 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 Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 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 New England Region. Amendment 39-2775 became effective 30 days after publication in the FEDERAL REGISTER. This amendment 39-2910 becomes effective on June 22, 1977.
80-12-10 R1: 80-12-10 R1 BRITISH AEROSPACE (Formerly Hawker Siddeley Aviation, Ltd.): Amendment 39- 3797 as amended by Amendment 39-4524. Applies to Model DH/BH/HS 125 series airplanes except 700 series airplanes above Serial Number NA-0245, certificated in all categories. Compliance is required as indicated. To prevent the possible loss of flaps, accomplish the following: (a) For those airplanes to which AD 78-03-03 did not apply, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where the work can be accomplished, and for those airplanes to which AD 78-03-03 applies, within the next 3 months after the last inspection performed in accordance with AD 78-03-03, unless already accomplished- (1) Incorporate British Aerospace Modification No. 252670 or an FAA-approved equivalent in accordance with all items set forth in paragraph 2, "Accomplishment Instructions," British Aerospace Service Bulletin SB. 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent; and (2) Concurrently with incorporation of the modification, inspect the aft lug of the hinge arm brackets and, except for 700 series airplanes, trim, blend, and de-burr the reinforcing on the flap lower skin, in accordance with "Additional Action to be Carried Out Concurrently with SB. 57-54 paras. 2.A(4) to (7)," page 8, British Aerospace Service Bulletin SB. 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent. However, if before the effective date of this AD, an airplane had incorporated Modification 252670 or an FAA-approved equivalent, but any of the actions specified in paragraph (a)(2) of this AD, if applicable, had not been accomplished, comply with paragraph (c) of this AD. (b) For those airplanes which before the effective date of this AD had not incorporated British Aerospace Modification 252670 or an FAA-approved equivalent and had not performed the lug inspection and the trimming, etc., of the reinforcing specified in paragraph (a)(2) of this AD, within the next 12 months after concurrently accomplishing this work in accordance with paragraph (a) of this AD, inspect in accordance with paragraph (e) of this AD. (c) For those airplanes which before the effective date of this AD had already incorporated British Aerospace Modification 252670 or an FAA-approved equivalent (1) Except for 700 series airplanes - (i) Within the next 3 months after the effective date of this AD, unless already accomplished, trim, blend, and de-burr the reinforcing on the flap lower skin in accordance with paragraph 1, "Additional Action to be Carried Out Concurrently With SB. 57-54 para. 2A(4) to (7)," page 8, British Aerospace Service Bulletins 57-54-(2670), dated March 10, 1978, or an FAA-approved equivalent; and (ii) Within the next 3 months after the effective date of this AD but not before paragraph (c)(1) of this AD has been accomplished, inspect in accordance with paragraph (e) of this AD. However, for an airplane on which before the effective date of this AD, British Aerospace Service Bulletin SB. 57-55 dated May 5, 1978, (hereinafter Service Bulletin SB. 57-55) had been accomplished and either before such accomplishment or concurrently with such accomplishment the trimming, etc., of the reinforcing on the flap lower skin specified in paragraph (c)(1) of this AD had been accomplished, within the next 3 months after the effective date of this AD or within the next 12 months after the last accomplishment of Service Bulletin SB. 57-55, whichever occurs later, inspect in accordance with paragraph (e) of this AD. (2) For 700 series airplanes, within the next 3 months after the effective date of this AD or within the next 12 months after the last accomplishment of Service Bulletin SB. 57-55 of this AD, whichever occurs later, inspect in accordance with paragraph (e) of this AD. (d) Within the next 12 months after the inspection requiredby paragraph (b) or (c) of this AD, and thereafter at intervals not to exceed 12 months from the last inspection, inspect in accordance with paragraph (e) of this AD. (e) Inspect the flap outer hinge assemblies using the dye penetrant method in accordance with paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA-approved equivalent. This inspection requires full compliance with Items 1 through 7 of paragraph 2 of the Service Bulletin. (f) If, during any inspection required by this AD, any cracks are found: (1) Before further flight - (i) Replace the cracked part with a new part in accordance with Service Bulletin SB. 57-55, or an FAA-approved equivalent. In addition, if the rear lug of a hinge arm is found to be cracked, also replace the associated steel strap with a new strap in accordance with Service Bulletin S.B. 57-55 or an FAA-approved equivalent; (ii) Re-protect and reassemble the assemblies, complying fully with Items 9 through 13, paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA- approved equivalent. (2) Continue the repetitive inspection required by this AD. (g) If, during any inspection required by this AD, no cracks are found, re-protect and reassemble the assemblies complying fully with Items 9 through 13, paragraph 2, "Accomplishment Instructions" of Service Bulletin SB. 57-55 or an FAA-approved equivalent, and continue the repetitive inspections required by this AD. (h) For purposes of this AD, an FAA-approved equivalent must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (i) Accomplishment of BAe Modification 252659 constitutes terminating action for this AD. 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. 552(a)(1).AD 78-03-03, Amendment 39-3133 was superseded by AD 80-12-10, Amendment 39-3797. Amendment 39-3797 became effective June 23, 1980. This Amendment 39-4524 becomes effective January 3, 1983.
2000-13-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 777-200 and -300 series airplanes, that currently requires revising the Limitations Section of the Airplane Flight Manual (AFM) to prohibit the dispatch of certain airplanes under certain conditions. That amendment also requires repetitive inspections to ensure correct operation of the backup generators; and, for certain airplanes, a one-time inspection to detect damage of the engine external gearbox; and corrective actions, if necessary. This amendment continues the AFM and inspection requirements and expands certain corrective action requirements. This amendment is prompted by reports of inflight shutdowns due to sheared backup generator shafts. The actions specified in this AD are intended to prohibit the dispatch of an airplane with an engine-mounted backup generator having a sheared shaft; and to detect and correct damage to the engine, which could result in inflightshutdowns.
2000-13-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires revising the Airplane Flight Manual, and eventual disconnection of the precooler differential pressure switches. This action is necessary to prevent incorrect operation of the precooler differential pressure switches, which could result in inappropriate automatic shutoff of the engine bleed valve, and consequent inability to restart a failed engine using cross-bleed from the other engine or possible failure of the anti-ice system. This action is also necessary to ensure that the flight crew is advised of the procedures necessary to restart an engine in flight using the auxiliary power unit.
70-20-01: 70-20-01 SIAI-MARCHETTI: Amdt. 39-1081. Applies to Model 205-22/R airplanes. To prevent malfunction of the flap position locking mechanism, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, replace the flap system locking pawl (P/N 205-6-052-22) and cup (P/N 205-6-052-23) with a modified locking pawl (P/N 205-6-052-22/A) and modified cup (P/N 205-6-052-23/A) in accordance with SIAI Marchetti Technical Instruction No. 205 I-13, dated 3 April 1970, or an FAA-approved equivalent. (SIAI Marchetti Service Bulletin No. 205B25 refers to this subject). This amendment becomes effective September 22, 1970.
2022-20-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-1041 airplanes. This AD was prompted by a potential interference between the ram air turbine (RAT) blade tip and the belly fairing (BF) RAT inboard door. This AD requires replacing the BF inboard RAT door and BF adjacent panels, and prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-16-08: We are superseding Airworthiness Directive (AD) 2011-08-51 for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-08-51 required repetitive inspections of the lap joint at certain stringers along the entire length from certain body stations. This new AD expands the inspection area, requires additional inspections for cracks and open pockets, requires corrective actions if necessary, and revises the compliance times. This AD was prompted by an evaluation by the design approval holder (DAH) that has determined that the lower fastener holes in the lower skin of the fuselage lap splice are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the lower fastener holes in the lower skin of the fuselage lap splice, which could result in reduced structural integrity of the airplane.
2000-13-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. This amendment also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems do not provide an adequate level of safety, and that there is no means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage.
2000-12-18: This amendment adopts a new airworthiness directive (AD), applicable to Rolls-Royce Ltd. Dart 511, 511-7E, 514-7, 528, 528-7E, 529-7E, 532-7, 532-7L, 532-7N, 532-7P, 532-7R, 535-7R, 551-7R, and 552-7R turboprop engines. This AD requires the installation of a feathering probe and a steel retaining ring in the reduction gear housing (RGH) and replacement of a transfer bobbin installed in the torquemeter. This amendment is prompted by two reports of the failure of a propeller to feather following the failure of the RGH annulus gear, which resulted in the propeller overspeeding and the release of a propeller blade, causing damage to the airplane. The actions specified by this AD are intended to prevent a propeller from overspeeding and the release of a propeller blade after a failure of the RGH annulus gear, which could result in damage to an adjacent engine or to the airplane.
88-07-51 R1: 88-07-51 R1 LOCKHEED AERONATUICAL SYSTEMS COMPANY: Amendment 39- 5923 as revised by Amendment 39-6311. (Docket No. 88-NM-210-AD) Applicability: Model L-1011-385-1, L-1011-385-1-14, L-1011-385-1-15, and L-1011- 385-3 series airplanes, as listed in Lockheed TriStar L-1011 Service Bulletin 093-29-A088, dated April 14, 1988, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a fire from a failed AC electrical motor-driven hydraulic pump electrical connector, in combination with leaking hydraulic fluid from the failed electro-hydraulic component, accomplish the following: A. Within 100 flight hours after June 3, 1988 (which is the effective date of Amendment 39-5923), accomplish the following: 1. On the Flight Engineer/Second Officer's (FE/SO) overhead CB panel CB2, open and collar circuit breakers L12 "AC Pump B3" and L22 "AC Pump C3", using PACO plastic ring P/N S-4933959-503 or equivalent. 2.As a verification that power has been removed from affected pumps, on the FE/SO hydraulic system control panel, cycle the AC pumps switch lights and verify that the "ON" legends do not illuminate. B. Accomplishment of the requirements of paragraph A., above, in accordance with Lockheed TriStar L-1011 Alert Service Bulletin 093-29-A088, dated April 14, 1988, is considered an acceptable means of compliance with this AD. C. Installation of an AC Hydraulic Pump Magnetic Circuit Breaker Panel (MCBP) in the Mid-Electrical Service Center (MESC) and associated aircraft wiring, in accordance with Lockheed TriStar L-1011 Service Bulletin 093-29-088, Revision 1, dated March 7, 1989, constitutes terminating action for the requirements of paragraph A., above. The hydraulic pumps may then be reactivated by removing the circuit breaker collars installed in accordance with paragraph A.1., above, and closing the circuit breakers. D. An alternate means of compliance or adjustment of thecompliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: This request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Department 65-33, Unit 20, Plant A-1. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California.This amendment (39-6311) amends Amendment 39-5923, AD 88-07-51 which became effective on June 3, 1988. This amendment (39-6311, AD 88-07-51 R1) becomes effective on October 2, 1989.
2000-12-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires modification of the position 1 flap screw jack. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fracture of the lead screw of the position 1 flap screw jack, which could result in failure of the tie bar and possible disconnection of the flap structure from the airplane.
2015-17-09: We are superseding Airworthiness Directive (AD) 98-18-02 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R variant F airplanes (collectively called A300-600 series airplanes). AD 98-18-02 required inspections to detect cracks in the center spar sealing angles adjacent to the pylon rear attachment and in the adjacent butt strap and skin panel, and correction of discrepancies. This new AD continues to require inspections for cracks. This new AD also requires a modification by cold expansion of the center spar sealing angles, replacement of both sealing angles and cold expansion of the attachment holes if necessary, and post-repair repetitive inspections and corrective actions if necessary. This AD was prompted by reports of cracking in the vertical web of the center spar sealing angles of the wing, and subsequent analyses that showed that the inspection threshold and interval specified in AD 98-18-02 must be reduced to allow timely detection of cracks on the sealing angles of the center spar, adjacent to rib 8. We are issuing this AD to prevent crack formation in the sealing angles, which could rupture the sealing angle and lead to subsequent crack formation in the bottom skin of the wing, and result in reduced structural integrity of the center spar section of the wing.
2000-12-09: This amendment adopts a new airworthiness directive (AD) for Sikorsky Model S-76A helicopters. This AD requires inspecting the air conditioning system at specified intervals until installing a soft-start assembly retrofit kit to prevent a continuous flow of current through the soft-start resistor. This amendment is prompted by a report of overheating of the soft-start assembly. The actions specified by this AD are intended to prevent overheating of the air conditioning soft-start assembly, damage in the lower tailcone, an electrical fire, and subsequent loss of control of the helicopter
82-23-08: 82-23-08 CANADAIR: Amendment 39-4494. Applies to Canadair Model CL-600-1A11 airplanes certificated in all categories. Compliance is required as indicated to avoid possible failure of the throttle quadrant tungsten carbide wear strips and to preclude throttle movement directly from idle to cutoff. Within 50 hours time in service, or within 30 days after the effective date of this Airworthiness Directive, whichever occurs first, unless already accomplished, perform the following in accordance with Canadair Alert Wire TA600-0294/022 dated August 31, 1982: A. Remove the throttle quadrant in accordance with Canadair approved procedures and inspect to positively identify part and serial numbers. B. If the throttle quadrant is not identified by P/N 90601-65, reinstall in accordance with Canadair approved procedures and return to service. C. If the inspection of paragraph A reveals that the aircraft is fitted with throttle quadrant, Canadair part number 90601-65, the following inspection must be conducted prior to each flight: 1. Unlatch and lift each thrust reverser lever in turn until it contacts its solenoid stop and, with friction off, apply a forward load of approximately 5 pounds to each main lever. Check to determine that the knob moves the normal amount (0.20 inch or less). 2. Unlatch and lift each thrust reverser lever until it contacts its solenoid stop. With the red shutoff latch held in the up position and with friction off, apply an aft load of approximately 5 pounds to the main lever. Check that this knob moves the normal amount (0.45 inches or less). 3. If movement is in excess of the values specified in paragraph (1) or (2) above, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. 4. With the thrust reverser levers down, check that the main levers cannot be moved aft into cutoff without liftingthe red shutoff latch. If the lever can be moved aft, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. D. For aircraft fitted with throttle quadrant, part number 90601-65, install the following placard on the instrument panel in full view of the pilot, using letters of 3/8 inch minimum height: "Do not conduct planned go-around and missed approach operations." E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. F. 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 and/or modifications required by this AD. It is anticipated that this AD will be amended to provide terminating action when the manufacturer has developed anacceptable modification. 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. 552(a)(1). This amendment becomes effective November 22, 1982.
2015-17-02: We are superseding Airworthiness Directive (AD) 2001-13-51 for Bell Model 206L-4, 407, and 427 helicopters. AD 2001-13-51 required inspecting certain driveshafts for a crack, a loose bolt or nut, or red powder residue and replacing a driveshaft if there is a crack, a loose bolt or nut, or red powder residue. AD 2001-13-51 also required notifying the FAA within 10 days if a crack is found in the driveshaft. This new AD retains the inspection requirement of AD 2001-13-51, expands the applicability to include the Model 429 helicopter, and removes the reporting requirement. This AD is intended to prevent failure of a driveshaft, loss of drive to the main rotor system, and a subsequent emergency landing.
62-09-05: 62-09-05 VICKERS: Amdt. 416 part 507 Federal Register April 10, 1962. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. As a result of landing gear cross tube end fitting failures, the following is required: (a) (1) End fittings which have accumulated 11,000 or more landings as of the effective date of this AD, shall be inspected in accordance with (b) within the next 500 landings, and thereafter within each 3,000 landings. (2) End fittings which have accumulated between 10,000 and 11,000 landings as of the effective date of this AD shall be inspected in accordance with (b) within the next 1,000 landings, or upon the accumulation of 11,500 landings, whichever occurs first, and thereafter within each 3,000 landings. (3) End fittings which have accumulated less than 10,000 landings as of the effective date of this AD shall be inspected in accordance with (b) upon the accumulation of 11,500 landings and within each 3,000 landings thereafter. NOTE: It will be necessary for operators to maintain a record of landings in order to ascertain compliance with this AD. If past records are unavailable, the number of landings prior to this AD may be estimated. (b) Inspect the fittings listed below for cracks in accordance with PTL 234 (for Models 744 and 745D) or PTL 100 (for Model 810) or FAA-approved equivalent. Model 744 & 745D - Fitting: End fitting for single piece tube, Station 96 - P/N 72450-35 Model 744 & 745D - Fitting: End fitting for single piece tube, Station 131 - P/N 72450- 37 or 72450-175 Model 810 - Fitting: End fitting for single piece tube, Station 96 - P/N 72450-35 Model 810 - End fitting for single piece tube, Station 131, P/N 81050-35 (c) Fittings with cracks in the 1/4-inch radius between the bearing journal and the tapered portion shall be replaced prior to further flight, except that those at Station 131 may be reused if they meet thelimitations of the applicable PTL Issue 5 dated June 1, 1965, and are reworked as specified in the applicable PTL. (Fittings at Station 96 are of different design and cannot be reused should similar defects be found.) (d) Rework fittings having minor surface cracks in the attachment flanges and in the bearing journals in accordance with the provisions of the PTL's. (e) Mark all reworked fittings with the letter "R" on the flange circumference. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, European 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. (British Aircraft Corporation (Operating) Ltd. Preliminary Technical Leaflets No. 234 Issue 5 or later ARB-approved issue of 700 Series, (for 744 and745D aircraft), No. 100 Issue 5 or later ARB-approved issue (for 810 Series aircraft) cover this subject. This directive effective May 10, 1962. Revised January 15, 1963. Revised March 5, 1966.
2000-12-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that currently requires revising the FAA-approved Airplane Flight Manual (AFM) to increase monitoring of the flight path of the airplane to detect certain software anomalies of the flight management guidance system, and take appropriate corrective actions. This amendment adds a requirement to either modify the existing on-board replaceable modules of the flight management guidance computers (FMGC) to incorporate software changes, or replace the FMGC's with new, improved FMGC's; which would terminate the requirements for the AFM revision. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erroneous navigational calculations, which could result in an increased risk of collision with terrain or other airplanes.
85-22-09 R1: 85-22-09 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5254. Applies to SNIAS Model AS 332 C or CL helicopters fitted with engine stubframe Part Number (P/N) 332 A 58.00.12.00 and Model AS 332 L or L1 helicopters fitted with engine stubframe P/N 332 A 58.00.13.00, certificated in any category. Compliance is required as indicated, unless already accomplished. (a) Compliance required within 10 hours time in service after the effective date of this AD. To avoid operating conditions where ice ingestion into the engines may cause engine failure, permanently attach a placard, stencil, or decal to the instrument panel in full view of the flightcrew which includes the following limitations statement: ALL FLIGHT OPERATIONS BELOW PLUS 3 DEGREES CELSIUS IN THE PRESENCE OF ICE CRYSTALS, RAIN, MIST, DRIZZLE, DENSE CLOUDS, SNOW, OR SLEET ARE PROHIBITED. (b) Modify and adjust the engine air inlets of applicable helicopters as specified below: (1) Within 200 hours time in service after the effective date of this AD but not later than March 31, 1986, accomplish the engine air intake modifications prescribed by Aerospatiale Service Bulletin No. 53.62 (corresponds to Modification AMS 332 A 07.22.752). (2) Within 400 hours time in service after the effective date of this AD but not later than March 31, 1986, accomplish the engine intake alignment inspections and adjustments prescribed by Aerospatiale Service Bulletin No. 71.07 (corresponds to Modification AMS 332 A 07.22.702). (c) Upon accomplishment of the requirements of paragraph (b), the limitations placard, stencil, or decal required by paragraph (a) may be removed. NOTE 1: This AD conforms in part to French AD 85-169-20(B), Revision 1, dated December 17, 1985. NOTE 2: For the requirements regarding recording compliance and method of compliance with this AD in the aircraft's permanent maintenance records, see FAR Section 91.173. (d) Upon request, an alternate means of compliance which provides an equivalent level of safety may be used when approved by the Manager, Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, APO NY 09667, or by the Manager, Aircraft Certification Division, FAA, Southwest Region, ASW-100, P.O. Box 1689, Fort Worth, Texas 76101, telephone (817) 877-2581. (e) The aircraft may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the requirements of paragraph (b) of this AD may be accomplished. 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. 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 Aerospatiale Helicopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75051, ATTN: Customer Support. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, Southwest Region, Room 158, Building 3B, 4400 Blue Mound Road, Fort Worth, Texas 76106. Priority letter issued October 30, 1985, became effective upon receipt. This Amendment 39-5254 becomes effective March 19, 1986.