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72-19-04: 72-19-04 NICKEL-CADMIUM BATTERY: Amendment 39-1521 as amended by Amendment 39-1598 and 39-1723 is further amended by Amendment 39-1782. Applies to all aircraft having a primary electrical system that includes a nickel-cadmium battery that is capable of being used to start the aircraft's engine or APU, except those aircraft that have the charging rate of such a battery automatically controlled so as to prevent battery overheating, or that have a battery temperature sensing and over-temperature warning system with means and operating procedures for disconnecting the battery from its charging source in the event of an over-temperature condition, or that have a battery failure sensing and warning system with means and operating procedures for disconnecting the battery from its charging source in the event of a battery failure, and except Learjet Models 23, 24, and 25 airplanes. Compliance is required as indicated. To prevent a possible battery fire that may result from overheating caused by an undetected battery failure, accomplish the following: (a) For any battery rated at less than 50 amp-hours, containing any polystyrene cell cases, that is installed on a turbine engine powered aircraft, within the next 10 hours' time in service after the effective date of Amendment 39-1521, either - (1) Replace each cell having a polystyrene cell case with an equivalent cell having a polyamide cell case; or (2) Replace any battery containing any polystyrene cell cases with a battery containing all polyamide cell cases that is approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (b) For all batteries, within the next 10 hours' time in service after the effective date of Amendment 39-1521 unless already accomplished within the last 50 hours' time in service, and thereafter within the next seven days or 30 hours' time in service, whichever is later, following use of the battery for an engine or APU start or attempted start, visually inspect the battery, including the cell links and tops, for evidence of heat damage, or accomplish a procedure that is found by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division), to provide evidence of heat damage that is equivalent to that provided by physical inspection of the battery. (c) If a battery is found to have evidence of heat damage during an inspection or procedure required by paragraph (b), before further flight either - (1) Replace the battery with an equivalent serviceable battery; or (2) On aircraft approved for operation without the affected battery being operational, mechanically disconnect the battery at the battery terminal. (d) Upon request of the operator, an FAA maintenance/avionics inspector may adjust the repetitive inspection intervals specified in thisAD to permit compliance at an established inspection period of the operator if the request contains substantiating data that show that: (1) The aircraft is being maintained and inspected in accordance with a continuous airworthiness maintenance program under Parts 121 or 127, or is being inspected in accordance with a continuous inspection program under Subpart D of Part 91, or Part 123, or Part 135; and (2) The battery system has been maintained for at least the past year in accordance with the operators' maintenance program, and battery service on the aircraft has been free of heat associated problems during that time. (3) The substantiating data required by paragraphs (d)(1) and (2) must include at least the battery inspection and reconditioning frequency, the name and address of the facility/operator maintaining the battery, and a log book or other records showing the number of battery removals and reasons for removal. (e) Report evidence of battery heat damage found during inspections or procedures required by this AD, in writing, within 10 days of the inspection, to the Chief, Engineering and Manufacturing Division, Attention: AFS-130, Federal Aviation Administration, 800 Independence Ave., S.W., Washington, D.C. 20591. Each report must include the aircraft model, serial, and registration numbers, the battery make and model numbers, battery hours' time in service, and a description of the heat damage. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). Note: A pre-addressed Malfunction or Defect Report, FAA Form 8330-2 (available at any General Aviation District Office) may be used for a report required by this AD, if reference to the AD is made on the form. (f) Except as provided in paragraph (h), before February 1, 1974, accomplish at least one of the following: (1) Install a battery charging rate control system, approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (2) Install a battery temperature sensing and over-temperature warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery over-temperature warning, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (3) Install a battery failure sensing and warning system and provide a means and an operating procedure for disconnecting the battery from the charging source in the event of battery failure, that are approved by an FAA maintenance/avionics inspector, or by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). (g) The inspections or procedures required by paragraphs (b), and (h) as applicable, may be discontinued after compliance with paragraph (f) of this AD. (h) Upon request of the operator, an FAA Maintenance/Avionics Inspector may, if the request contains a satisfactory program for compliance with paragraph (f), extend the time for compliance with paragraph (f) to permit an aircraft to be operated in accordance with operating and maintenance limitations established by the inspector as necessary for safety, pending modification in accordance with such program, for any period of time - (1) Between February 1, 1974, and March 1, 1974; and (2) After March 1, 1974, to a date no later than April 1, 1974, in accordance with the following additional limitations: (i) A battery may be used no more than twice to start or attempt to start an engine or APU. (ii) After the first use of the battery to start or attempt to start an engine or APU, before any further such use of the battery,at the next station having qualified maintenance personnel, inspect the battery for indications of an overheat condition. If evidence that an overheat condition has existed is found during such an inspection, before further flight replace the affected battery with an equivalent serviceable battery and within the next 24 hours following the inspection report the condition to the inspector. (iii) After the second use of the battery to start or attempt to start an engine or APU, at the next station having qualified maintenance personnel, replace the battery with an equivalent serviceable battery and comply with the inspection and reporting requirements specified in subparagraph (2)(ii) of this paragraph. (iv) For a battery removed from an aircraft in accordance with subparagraph (2)(iii) of this paragraph, that is otherwise serviceable, before installing such a battery in any aircraft deep cycle the battery in accordance with an FAA-approved procedure. Amendment 39-1521 superseded Amendment 39-1302 (36 F.R. 19075), AD 71-21-05, as amended by Amendment 39-1333 (36 F.R. 21581). Amendment 39-1521 became effective September 20, 1972. Amendment 39-1598 became effective March 6, 1973. Amendment 39-1723 became effective September 19, 1973. This Amendment 39-1782 becomes effective February 1, 1974.
73-20-01: 73-20-01 FAIRCHILD: Amendment 39-1721 as amended by Amendment 39-2057. Applies to all Fairchild F-27 and FH-227 Type Aircraft Certificated in all categories. Compliance required as indicated: 1. Affects front and rear horizontal stabilizer spar fittings, P/N's 27-213003-11, -12 and 27-213002-11 which have accumulated 2500 hours or more in service. a. Within the next 30 days unless accomplished within the last 11 months, inspect stabilizer spar fittings in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, or inspect in accordance with an approved equivalent procedure. b. The inspections specified in "a" above, shall be repeated at intervals not to exceed 12 calendar months or 2500 hours in service from the last inspection, whichever occurs first. 2. Corroded or cracked parts shall be replaced prior to further flight. a. Parts replacement shall be in accordance with Section 2 of Fairchild Service Bulletins F-27-55-21 and FH-227-55-12, and shall be of the same part number or approved equivalent parts. 3. The aircraft may be flown in accordance with FAR 21.197 to a base where the inspections or repairs can be performed. 4. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Equivalent inspections or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Fairchild Service Bulletins F-27-55-21 and FH-227-55-12 pertain to this subject.) Amendment 39-1721 was effective September 24, 1973. This amendment 39-2057 is effective December 31, 1974.
2003-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-300 series airplanes, that requires a one-time inspection of the anti-ice tubing in the engine nacelle at the joint between the anti-ice tubing adapter and duct, and also between the joint of the anti-ice shutoff valve and the same duct, to detect any air leakage at the joints. This action is necessary to prevent an uncommanded engine shutdown in a critical phase of flight due to leakage of air from a loose clamp on the anti-ice tubing joint. This action is intended to address the identified unsafe condition.
2016-10-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Model A310 series airplanes. This AD was prompted by reports of premature aging of certain passenger chemical oxygen generators that resulted in the generators failing to activate. This AD requires an inspection to determine if certain passenger chemical oxygen generators are installed and replacement of affected passenger chemical oxygen generators. We are issuing this AD to prevent failure of the passenger chemical oxygen generator to activate and consequently not deliver oxygen during an emergency, possibly resulting in injury to airplane occupants.
2024-19-08: The FAA is superseding Airworthiness Directive (AD) 2009-10-04 for certain Diamond Aircraft Industries GmbH (type certificate now held by Diamond Aircraft Industries Inc.) Model DA 40 and DA 40 F airplanes. AD 2009-10-04 required repetitively inspecting the nose landing gear (NLG) leg for cracks and replacing the NLG leg if cracks are found. Since the FAA issued AD 2009-10-04, Transport Canada updated mandatory continuing airworthiness information (MCAI) to correct this unsafe condition on these products. This AD results from changes made to the part replacement options and the repetitive inspections. This AD requires doing repetitive detailed inspections of the NLG leg pivot axle for cracking and if cracking is found replacing that part with a serviceable part. This AD also requires eventually replacing all NLG legs having certain part numbers with serviceable parts, if not already done, and prohibits installing affected parts. Replacing affected parts with serviceable parts is terminating action for the repetitive inspections specified in this AD. The FAA is issuing this AD to address the unsafe condition on these products.
73-19-07: 73-19-07 DETROIT DIESEL ALLISON: Amdt. 39-1715. Applies to Detroit Diesel Allison Model 250- C20 engine. Compliance required within the next fifty hours time in service unless already accomplished. To prevent failure of the P/N 6875621 power turbine governor-to-fuel control fuel tube, install the fuel tube supports specified in Allison Commercial Engine Bulletin 250-C20 CEB-1040, dated May 10, 1973, Revision 1, dated June 28, 1973, or later FAA approved revisions or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. This amendment is effective September 14, 1973.
2003-20-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300 B4-600, B4-600R, and F4- 600R (collectively called A300-600) series airplanes, and Airbus Model A310 series airplanes, that currently requires replacement of Honeywell inertial reference units (IRU) with new or modified Honeywell IRUs. For certain airplanes, that existing AD also requires replacement of Litton IRUs, mode selector units (MSU), and an inertial sensor display unit (ISDU) with new Honeywell IRUs, MSUs, and a new ISDU. This amendment removes the requirement to replace the Litton IRUs, MSUs, and ISDU with Honeywell IRUs, MSUs, and ISDU. This amendment also allows the use of certain Honeywell IRUs as spare parts until the final compliance date of this AD. The actions specified in this AD are intended to prevent loss of positioning data and a display of incorrect attitude data, which could compromise the ability of the flightcrew to maintain the safe flight andlanding of the airplane. This action is intended to address the identified unsafe condition. DATES: Effective September 29, 2003. The incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of September 22, 2003 (68 FR 49340, August 18, 2003). Comments for inclusion in the Rules Docket must be received on or before October 29, 2003.
90-14-03: 90-14-03 AEROSPATIALE (FORMERLY SUD-SERVICE/SUD AVIATION): Amendment 39-6642. Docket No. 90-NM-38-AD. Applicability: All Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To identify and repair fatigue cracks in the wing spar box, which could result in reduced structural integrity of the wings, accomplish the following: A. Perform an initial X-ray inspection on the left and right wing lower surface stiffeners located at the ends of the internal and external scalloped doublers between the rear and center spars of Ribs 42 and 43 (defined in the service bulletin as the "critical zone"), in accordance with Aerospatiale Service Bulletin 57-67, dated July 31, 1986, prior to the accumulation of 40,000 landings or within 1,000 landings after the effective date of this AD, whichever occurs later. B. If no cracks are found as a result of the X-ray inspection requiredby paragraph A., above, repeat the inspection at intervals not to exceed 2,500 landings. C. If cracks are suspected as a result of the X-ray inspection required by paragraph A., above, evaluate the extent of the damage by performing an ultrasonic inspection on the left and right wing lower surface stiffeners located at the ends of the internal and external scalloped doublers at the rear spar of Rib 43 (defined in the service bulletin as the "critical zone"), in accordance with Aerospatiale Service Bulletin 57-67, dated July 31, 1986. 1. If no cracks are found, repeat the X-ray inspection at intervals not to exceed 2,500 landings. 2. If cracks are found, accomplish the requirements of paragraph D., below. D. If cracks are found, prior to further flight, perform an X-ray inspection of the expanded area to include splices at Ribs 45, 47, 50, and 51 (defined in the service bulletin as Zones B, C, D, E, F, and G), and the lower surface stiffeners between the front andcenter spars and between Ribs 42 and 43 (defined in the service bulletin as Zone A), in accordance with Aerospatiale Service Bulletin 57-67, dated July 31, 1986. Repair cracks prior to further flight, as follows: 1. If the cracks found are less than 8 mm in length, repair in accordance with Aerospatiale Service Bulletin 57-67, dated July 31, 1986. Repeat the X-ray inspection required by paragraph A., above, at intervals not to exceed 2,500 landings. 2. If the cracks found are equal to or greater than 8 mm in length, repair in a manner approved by the Manager, Standardization Branch, ANM 113, FAA, Northwest Mountain Region. Repeat the X-ray inspection required by paragraph A., above, at intervals approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. If no cracks are found, repeat the X-ray inspection required by paragraph A., above, at intervals not to exceed 5,000 landings. E. 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI). The PMI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. F. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6642, AD 90-14-03) becomes effective on August 3, 1990.
2016-10-14: We are adopting a new airworthiness directive (AD) for certain [[Page 33364]] Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by a report indicating that some operators have inadvertently removed the existing insulation blankets from the upper wing box area. This AD requires inspecting for and replacing missing insulation blankets in the upper wing box area. We are issuing this AD to detect and replace missing insulation blankets from the upper wing box area, which could result in inadequate thermal protection to prevent fuel ignition in the event of an undetected bleed-air leak due to a cracked or ruptured bleed-air duct.
48-49-01: 48-49-01 LUSCOMBE: Applies to All Model 8 Series Aircraft. Compliance required by January 15, 1949. If the present vertical stabilizer rear spar fuselage attachment fitting No. 18419 is fabricated of 0.049 thickness steel or has been replaced by a new 0.049 thickness steel fitting from the Luscombe Airplane Corp., this airworthiness directive does not apply. Inspect the vertical stabilizer rear spar fuselage attachment fitting No. 18419 for evidence of cracks in the flange of the fitting adjacent to the 3/8-inch tube welded across the web between the flanges. If the present fitting has been fabricated of 0.035 thickness steel and the 3/8-inch tube has been welded to the flanges with a satisfactory 360 degrees weld and/or a partial weld (180 degrees) provided the flange of the fitting has been locally widened to a minimum of 3/16-inch edge distance at the 3/8-inch cross tube and there is no evidence of cracks in the flange, the fitting is considered satisfactory. However, if the fitting is cracked or does not have a satisfactory weld around the entire circumference of the bushing, the fitting must be reworked by making a complete 360 degrees weld around the 3/8-inch tube attaching it to the flange in addition to welding any existing cracks. As an alternate repair or reinforcement, weld one-half of an AN 960-616 washer or equivalent to each flange of the 18419 fitting so that the flat cut edge is parallel to the web of the fitting. In any event the fitting should be removed for reworking. If more than one crack is found in each flange, or if any crack has occurred between the bushing and the fitting web, the fitting must be replaced. The Luscombe Airplane Corp. will furnish without charge a new fitting fabricated of 0.049 thickness steel for each old fitting fabricated of 0.035 thickness steel found to be defective. (Luscombe Service Bulletin 3-47, dated November 26, 1947, covers this same subject.) This supersedes AD 48-08-04