Results
2023-04-10: The FAA is superseding Airworthiness Directive (AD) 2020-26- 07, which applied to all Dassault Aviation Model MYSTERE-FALCON 900 airplanes. AD 2020-26-07 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that a new airworthiness limitation is necessary. This AD continues to require the actions in AD 2020-26-07, and also requires revising the existing maintenance or inspection program, as applicable, to incorporate a new airworthiness limitation; 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.
86-23-02: 86-23-02 PILATUS BRITTEN-NORMAN LIMITED: Amendment 39-5452. Applies to Pilatus Britten-Norman Limited (PBN) Models BN-2 and BN-2A Islander airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished by incorporation of Modification NB/M/99O as noted in Britten-Norman Service Bulletin (S/B) No. BN.2/SB.113, Issue 2, dated April 14, 1986. To prevent undesirable oscillations, flutter or control system wear, accomplish the following: (a) Shake the elevator and aurally (by ear) determine if the mass balance weight is loose. Examine for any sign of movement, i.e., rust marks or grey lead deposits. In cases of uncertainty drill a small hole (5/32 in. dia) in the lower case and insert a probe to feel for lead movement. Alternatively dismantle the trimming weight assembly by removal of the blind riveted end covers and by removing the balance discs (note position and sequence for re- assembly). (1) If a loose balance weight is found prior to further flight, accomplish the following: (i) Remove the elevator; (ii) Drill out rivets, remove the trim weight assembly and detach the complete case from the tip rib. (iii) Lift out the profiled lead block. (iv) Clean the case internally to remove any corrosion by the use of emery cloth. Keep clean; do not wipe with oily or greasy rag or bond of adhesive will be impaired. (v) Clean the lead block to obtain a corrosion free face to the steel case and permit free fit into the case with an approximate 0.020 in. to 0.030 in. clearance. (vi) Prepare and apply a quantity of 3M's EC2216 epoxy adhesive to the case and press in the weight to obtain a layer of adhesive all around to fill the gap between the case and lead. Allow to cure approximately 12 hours at 60 degrees to 65 degrees Fahrenheit and re-assemble to the elevator structure. (vii) Re-assemble trim weights and check elevator balance, adjust trim weights if necessary to restore CAA-UK approved manufacturer's correct balance. NOTE: EC2216 may be substituted by similar "low flow" epoxy adhesive provided that the gap can be adequately sealed. (2) If no defect is found, reassemble and return the airplane to service. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents, referred to herein upon request to Pilatus Britten-Norman Limited, Bembridge, Isle of Wight, England; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 8, 1986.
97-01-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Textron Lycoming reciprocating engines. This action requires removal from service of defective piston pins, and replacement with serviceable parts. This amendment is prompted by a report of failure of a piston pin. The actions specified in this AD are intended to prevent piston pin failure, which could result in engine failure.
2004-23-01: The FAA adopts a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-7 airplanes with any Lear Romec RR53710B type or Lear Romec RR53710K fuel booster pump (Pilatus part number 968.84.11.401; 968.84.11.403; or 968.84.11.404) installed. This AD requires you to check the airplane logbook to determine whether any installed fuel booster pump has been modified with spiral wrap to protect the wire leads and has the suffix letter "B" added to the serial number of the fuel booster pump identification plate. If any installed fuel booster pump has not been modified, you are required to inspect any installed fuel booster pump wire lead for defects; if defects are found, replace the fuel booster pump with a modified fuel booster pump with spiral wrap that protects the wire leads; or if no defects are found, install spiral wrap to protect any wire leads and add the suffix letter "B" to the serial number of the fuel booster pump identification plate. The pilot is allowed to do the logbook check. If the pilot can positively determine that the fuel booster pump wire leads with spiral wrap are installed following the service information and that the suffix letter "B" is included in the serial number of the fuel booster pump identification plate, no further action is required. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. We are issuing this AD to detect and correct any defects in the leads of any fuel booster pump, which could result in electrical arcing. This failure could lead to a fire or explosion in the fuel tank.
85-19-06: 85-19-06 BURKHART GROB: Amendment 39-5131. Applies to model G102 Astir CS Gliders (serial numbers 1001 through 1536 inclusive) certificated in any category. Compliance is required as indicated unless already accomplished. To Prevent failure of the air brake locking levers, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD cut inspection holes in the wing root ribs and inspect the air brake levers (P/Ns 102-4123 and 102- 4124) in accordance with Instruction 1 of Grob-Werke Technical Information TM 306-26, dated March 25, 1985. (b) If solid cast aluminum levers are found, accomplish paragraph (d). (c) If cast aluminum levers with a centerhole are found, accomplish the following: (1) Install inspection windows in the wing and replace page 3 and add page 26a to the flight manual in accordance with Instruction 2 of Grob-Werke Technical Information TM 306-26, dated March 25, 1985, no later than March 31, 1986. (2) Within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours, inspect the airbrake locking levers for cracks in accordance with Instruction 3 of Grob-Werke Technical Information TM 306-26, dated March 25, 1985, until accomplishment of Instruction 4 of Grob-Werke Technical Information TM 306-26, dated March 25, 1985. If cracks are found, replace airbrake locking lever with a serviceable part before further flight. (d) Replace the cast aluminum airbrake levers with the sheet aluminum airbrake levers in accordance with Instruction 4 of Grob-Werke Technical Information TM 306-26, dated March 25, 1985, no later than 3000 hours time in service. NOTE: Dimensions shown in TM 306-26 are in millimeters. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium 09667-1011, telephone 513.38.30. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office may adjust the compliance time specified in this AD. Grob-Werke GmbH Technical Information TM 306-26 dated March 25, 1985, 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 this document from the manufacturer may obtain copies upon request to Burkhart Grob of America Incorporated, 1070 Navajo Drive, Bluffton Airport Complex, Bluffton, Ohio 45817. These documents also may be examined at the Office of the Regional Counsel, FAA, New England Region, Room 311, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on September 19, 1985.
2023-04-16: The FAA is superseding Airworthiness Directive (AD) 2020-21- 20, which applied to certain Dassault Aviation Model FALCON 900EX airplanes. AD 2020-21-20 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-21-20 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations; as specified in 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.
2004-25-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747SP, and 747SR series airplanes. This AD requires repetitive inspections to detect cracks and fractures of the strut front spar chord assembly at each strut location, and repair if necessary. This AD is prompted by a report of a fractured front spar chord assembly for strut No. 3, which resulted in the loss of the strut upper link load path. We are issuing this AD to prevent loss of the strut upper link load path and consequent fracture of the diagonal brace, which could result in in-flight separation of the strut and engine from the airplane.
81-14-02: 81-14-02 MAULE AIRCRAFT CORPORATION: Amendment 39-4146. Applies to M-4 and to M-5 series airplanes certificated in all categories. M-4 Series. M-4, S/N 4 through 94, 1001 through 1045, 1S through 3S, 1T through 3T, 1C through 11C; M-4-210C, S/N 1001C through 1117C; M-4-220S, S/N 2001S; M-4-220C, S/N 2001C through 2190C; M-4-180C, S/N 3001C through 3006C. M-5 Series. M-5-220C, S/N 5001C through 5057C; M-5-210C, S/N 6001C through 6204C; M-5-235C, S/N 7001C through 7254C; M-5-180C, S/N 8001C and M-5-210TC, S/N 9001C. Compliance is required as indicated, unless already accomplished. To prevent failure of the rudder pedal V-bar and associated structure of the rudder bar, within 25 hours time in service after the effective date of this AD accomplish the following: (a) Visually inspect the rudder pedal V-bar tube for cracks with at least a 10-power magnifying glass. NOTE: Instructions for access to the rudder bar are outlined in Maule Aircraft Corporation Service Bulletin No. 2, dated 2/17/81. (b) If no cracks are found, modify the rudder bar assembly in accordance with the Maule Service Bulletin #2, dated 2/17/81. (c) If a crack is found, prior to further flight accomplish either 1 or 2 below, as appropriate: 1. If the crack is one inch or less in length, install modified rudder bar, P/N 4130F-12, in accordance with the instructions contained in Maule Service Bulletin #2, dated 2/17/81, or stop drill at the end of the crack, weld and reinforce in accordance with the instructions provided in the Maule Service Bulletin #2, dated 2/17/81, and Advisory Circular 43.13-1A, Chapter 2, Aircraft Metal Structure, Section 2, Welding. 2. If the crack exceeds one inch in length, install modified rudder bar, P/N 4130F-12, in accordance with the instructions contained in Maule Service Bulletin #2, dated 2/17/81. (d) Make appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective July 1, 1981.
2014-08-11: We are superseding Airworthiness Directive (AD) 2009-24-07 for certain the Boeing Company Model 737-600, -700, -700C, and -800 series airplanes. AD 2009-24-07 required repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. AD 2009-24-07 also required an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, AD 2009-24-07 required repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by AD 2009-24-07. This new AD adds airplanes to the applicability of AD 2009-24-07. This AD was prompted by reports of corrosion protection damage to the forward trunnion pin on additional airplanes. We are issuing this AD to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.
2023-04-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
81-17-03: 81-17-03 HILLER AIRCRAFT: Amendment 39-4187. Applies to Model UH-12 all series helicopters, certified in all categories, including Soloy Conversions STCs SH177WE and SH178WE, equipped with Main Transmission P/Ns 23500-3 and 23700-3, -5, -7 or -9. Compliance required as indicated, unless already accomplished. To prevent failure of the main transmission, accomplish the following: (a) Within 25 hours' additional time in service from the effective date of this AD, inspect the main transmission oil filter and chip detector according to paragraph 2 of Hiller Service Notice No. 23-2, dated 28 July 1981. (1) If magnetic chips or a quantity of gold colored flecks are present in the filter bowl, open transmission, inspect planetary system and replace worn parts per Hiller Overhaul Manual, before further flight. (2) If no chips are present on the magnetic chip detector, and only a trace of gold flecks is found in the filter bowl, clean filter and bowl, replace andmake detailed log book entry of the condition. If gold flecks are found after an additional 25 hours' time in service during an inspection per (a) above, replace with like serviceable part(s) per (a)(1), above, before further flight. (b) After completion of (a) (1) or (2) above, inspect, every 25 hours' time in service for turboshaft powered aircraft and 50 hours' time in service for reciprocating engine powered aircraft, according to (a) above. (c) Prior to 1200 hours' time in service or within the next 100 hours, after the effective date of this AD, remove P/N 23586-3 spacers from service and replace with serviceable parts. (d) 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. (e) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineeringand Manufacturing Branch, FAA Western Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made apart 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 Hiller Aviation, 2075 W. Scranton Avenue, Porterville, California 93257. These documents may also be examined at FAA Western Region Office, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. 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 August 24, 1981.
96-26-07: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 737 series airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to include procedures that will enable the flight crew to take appropriate action to maintain control of the airplane during an uncommanded yaw or roll condition, and to correct a jammed or restricted flight control condition. This amendment is prompted by an FAA determination that such procedures currently are not defined adequately in the AFM for these airplanes. The actions specified in this AD are intended to ensure that the flight crew is advised of the potential hazard associated with a jammed or restricted flight control condition and of the procedures necessary to address it.
84-07-01: 84-07-01 SHORT BROTHERS LTD: Amendment 39-4835. Applies to SD3-60 airplanes as listed in Short Brothers Service Bulletin SD360-55-02, dated November 1983, certificated in all categories. Compliance is required as indicated unless previously accomplished. To prevent vibration in the event of an elevator tab drive system failure, accomplish the following: A. Within 60 days after the effective date of this AD, modify the elevator and elevator tab mass balance weights in accordance with Short Brothers Ltd. Service Bulletin SD360- 55-02 dated November 1983. B. 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. C. 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. This amendment becomes effective April 9, 1984.
2023-05-04: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by reports of ram air turbine (RAT) pump barrel assembly failures, which caused the RAT to fail to provide hydraulic power. The failures were determined to be caused by variations in the bronze metal used during manufacturing, which can result in varying fatigue properties. This AD requires an inspection or records review to determine the part number of the RAT pump and control module (PCM) and of the RAT assembly, and replacement of any RAT PCM or any RAT assembly having certain part numbers. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2014-07-08: We are adopting a new airworthiness directive (AD) for Centrair Model 101, 101A, 101AP, and 101P gliders. 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 structural damage to the fuselage. We are issuing this AD to require actions to address the unsafe condition on these products.
81-18-03: 81-18-03 GENERAL ELECTRIC: Amendment 39-4195. Applies to all fuel controls on General Electric CT58 turboshaft engines. Accomplish in accordance with General Electric Alert Service Bulletin CT58 (A73-71) CEB-261, Revision 1, dated January 9, 1981. 1. Compliance required prior to the first flight of each day or until paragraph 2 is accomplished. a. Check lead lag servo housing attachment screws to make sure there are no signs of looseness and that none are missing or broken. b. Check lock wire to make sure it is not loose. c. Check lead lag servo housing to make sure it is secure. d. If a screw is missing or broken, remove the fuel control and replace it with a serviceable fuel control prior to further flight. NOTE: Signs of lock wire, screw, or lead lag servo housing looseness may be an indication of screw breakage. 2. Compliance required within the next 100 hours time in service after the effective date of this AD. a. For fuel control,S/N 28090 and above, replace screws P/Ns 69691A64, 69691A65, and 69691A69 with P/Ns NAS1352N3H10 AND NAS1352N3H24. b. For fuel control S/N 28089 and below, remove lead lag servo housing screws, perform a counter bore check and replace with the appropriate set of NAS1352N3H screws. NOTE: 1. For fuel controls, A/N 28089 and below, that have previously complied with the original General Electric Service Bulletin, CT58 (A73-71) CEB-261, dated December 24, 1979, compliance with Part 2b of this AD. 2. Replace screws one at a time. Later FAA approved revisions or equivalent means may be approved by the Chief, Engineering and Manufacturing Branch, New England Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, New England Region, may adjust the replacement interval specified in this AD to permit compliance at an established inspection period of the operator if the requestcontains substantiating data to justify the increase for that operator. The manufacturer's specifications and procedures identified and described in 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 General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. This amendment becomes effective September 17, 1981.
82-05-04: 82-05-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4331. Applies to Model SA360C and SA365C series helicopters certificated in all categories (Airworthiness Docket No. 82-ASW-4). Compliance is required within 30 days after the effective date of this AD. To prevent possible excessive deformation of the pilot's and copilot's seat long slides and resulting tilt of the seats, accomplish the following modification unless already accomplished. (a) Add doublers to the 4 long slides as prescribed in Aerospatiale Dauphin Service Bulletin No. 25.08, dated March 23, 1981, or as prescribed in an equivalent modification approved by Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office. (b) Aircraft may be flown in accordance with FAR 21.197 and 21.199 to a base where the slide doublers may be installed. This amendment becomes effective March 12, 1982.
2004-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Schempp-Hirth (SCHEMPP-HIRTH) Flugzeugbau GmbH Model Duo-Discus gliders. This AD requires you to do a one-time inspection of the bonding of the spar cap and spar web and repair any defective bonding of the spar cap and spar web. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct failure of the bonding of the spar cap and spar web, which, if not detected and corrected, could result in an in-flight wing failure.
2014-07-05: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the butt-joints on the forward fuselage above the passenger door are subject to widespread fatigue damage (WFD). This AD requires inspecting the forward fuselage butt-joints for cracking, repairing any crack, and eventually doing a terminating repair. We are issuing this AD to prevent fatigue cracking of such butt-joints, which could result in reduced structural integrity of the airplane and in- flight decompression of the airplane.
82-16-09: 82-16-09 ENSTROM HELICOPTER CORPORATION: Amendment 39-4429. Applies to all Model F-28A, F-28C, F-28C, F-28F, 280, 280C, and 280F helicopters certificated in all categories. Compliance required as indicated unless already accomplished. To detect wear damage and to prevent possible failure of the main rotor blade grips, accomplish the following: Within the next 100 hours' time in service from the effective date of this AD and thereafter at intervals not to exceed 200 hours' time in service from the last inspection: (a) Remove the main rotor blades per instructions in Section 6 of the maintenance manual. CAUTION: To prevent damage to the Lamiflex bearing, it is important to comply with blade grip placard cautioning against over-rotation of the grip when the pitch link is disconnected. (b) Remove Lamiflex thrust bearing cover assembly (P/N 28-14239). (c) Remove any dirt, grease, or other abrasive material from the space around the Lamiflex thrust bearing. (d) Inspect shim(s) (P/N 28-14293) for alignment/concentricity and clearance. (1) The shim(s) must be concentric with the Lamiflex thrust bearing. (2) Ascertain that the shim(s) do not protrude beyond the outer diameter of the Lamiflex bearing. (e) Inspect blade grip (P/N 28-14279) inner faces for possible wear grooves. (f) If there is shim misalignment, inadequate clearance, or wear grooves in grips, remove: cotter pin (P/N AN 380-4-8), retention nut (P/N 28-14335), shim(s) (P/N 28-14293), and Lamiflex thrust bearing (P/N 28-14310). (g) Inspect blade grips having wear grooves to establish repairability. Grips having a wear-groove depth greater than .125 inch must be replaced. Grips having a wear-groove depth of .125 inch or less are repairable. (h) Repair blade grips(s) by blending out groove(s) smoothly over a circular area having a diameter equal to the wear-groove length. Do not remove excessive material such that the resultant concave blended surface extends beyond the Lamiflex thrust bearing cover (P/N 28- 14239) allowing it to leak. NOTE: To perform this blending operation, it may be necessary to remove the grip from the main rotor retention assembly. Remove the grip(s) per instructions in Section 6 of the maintenance manual. (i) Inspect shim(s) for serviceability. Discard any shim that is deformed out-of- round, has a nonuniform thickness, or was removed from an assembly where grip wear grooves were discovered. (j) Replace discarded shim(s) with new shim(s) of the same nominal thickness. (k) Reassemble main rotor retention assembly and main rotor assembly in accordance with the instructions in Section 6 of the maintenance manual. (l) Any equivalent method of compliance with this AD must be approved by the Chief, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 Devon Avenue, Des Plaines, Illinois 60018. (m) In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. This amendment becomes effective August 4, 1982.
85-25-02: 85-25-02 KING RADIO CORPORATION: Amendment 39-5218. Applies to Models KFC 200, KFC 150, KAP 150 and KAP 100 autopilot systems utilizing Models KS 177 pitch servo, P/N 065-0050-04 and -012 and/or Model KS 178 roll servo, P/N 065-0051-01 and -02, S/N 2461 and below. These autopilot systems have been installed in accordance with Supplemental Type Certificates (STC) shown in the following table. Some airplane logbooks may not show evidence of the STC number: AUTOPILOT MODEL AIRPLANE MODEL STC AXIS AFFECTED KFC 200 Mooney M20J, M20K SA1771CE-D* pitch and roll KFC 150, KAP 150 Mooney M20J, M20K SA1561CE-D pitch and roll KAP100 Mooney M20J, M20K SA1561CE-D roll KFC 150, KAP 150 SOCATA Model TB-20 SA1785CE-D pitch *NOTE: KFC 200 installations in Mooney Models M20J, S/N 24-1418 and earlier except S/N 24-1368, and M20K, S/N 25-0790 and earlier except S/N 25-0740, airplanes (STCs SA1212CE and SA1464CE) are not affected by this AD. Compliance: Required as indicated unless already accomplished. To prevent loss of primary pitch and/or roll control, accomplish the following: (a) Within the next 5 hours time-in-service or within the next 10 calendar days after the effective date of this AD, whichever occurs first, modify the affected servo actuator(s) to provide for safetying of the cable guard attaching hardware in accordance with King Radio Alert Service Bulletin KS 177/178-3 dated December 4, 1985, as supplemented. (These servos are used on all affected KFC 150, KAP 150, and KAP 100, as well as some KFC 200 ((see NOTE above)) installations.) (b) Aircraft may be flown in accordance with Federal Aviation Regulation (FAR) 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas, 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to King Radio Corporation, 400 North Rogers Road, Olathe, Kansas 66062, or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective January 27, 1986, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-25-02, issued December 11, 1985, which contained this amendment.
2023-05-12: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-2C series airplanes. This AD was prompted by arcing on an electrical terminal lug in a certain electrical power panel that caused heat and smoke damage, as a result of a loose power feeder terminal lug connection. This AD requires inspection of each terminal lug on certain electrical power panels for evidence of arcing and/or loose connection and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2004-25-09: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires repetitive inspections of the left and right support ribs for the main landing gear (MLG) trunnion, related investigative/ corrective actions if necessary, and other specified actions. This AD is prompted by reports of in-service cracking of the support ribs for the MLG trunnion. We are issuing this AD to detect and correct corrosion and cracking of the support ribs for the MLG trunnion, which could result in collapse of the MLG.
2023-07-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by several unscheduled PW1500G engine removals due to certain crew alerting system (CAS) messages being displayed, high vibration, or debris found on the magnetic chip collector of a bearing compartment. This AD prohibits dispatch of an airplane with an affected engine having an applicable CAS message displayed, unless the bearing compartment chip collector and oil filter are inspected and any debris found is dispositioned, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
84-10-05: 84-10-05 MESSERSCHMITT-BOLKOW-BLOHM-GmbH: Amendment 39-4864. Applies to HFB-320 airplanes as listed in HFB-320 Service Bulletin 57-19 dated February 5, 1982, certificated in all categories. Compliance is required within the next 150 hours time in service or 90 days, whichever occurs first after the effective date of this AD for airplanes with 2400 hours total time in service on the effective date. All others must comply before accumulating 2550 hours time in service, but no later than 90 days after accumulating 2400 hours. To prevent failure of the upper surface wing structure accomplish the following, unless previously accomplished: A. Perform a one-time inspection of the wing upper skin in accordance with the service bulletin. Repair cracks per the manufacturer's instructions. B. 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.C. 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. This amendment becomes effective May 29, 1984.