Results
91-21-13: 91-21-13 BOEING: Amendment 39-8060. Docket 91-NM-80-AD. Supersedes AD's 89-13-05 and 89-23-05. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, listed in Boeing Service Bulletin 737-76-1023, dated February 14, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the potential for cable separation due to the Number 2 engine throttle cable chafing against the right wing front spar bracket, and to prevent Number 1 and Number 2 engine throttle control cable ratcheting feedback, accomplish the following: \n\n\tA.\tFor Model 737-300 series airplanes: Prior to the accumulation of 300 flight hours after July 24, 1989 (the effective date of Amendment 39-6240), unless previously accomplished within the previous 700 flight hours, and thereafter at intervals not to exceed 1,000 flight hours, gain access to the fuel shutoff cable pulley bracket near the right wing front spar station 124 and inspect thenumber two engine throttle cable for wear. Replace the cable, before further flight, if cable wear exceeds acceptable wear limits specified in Section 20-20-31 of the Model 737 Maintenance Manual. \n\n\tB.\tFor Model 737-400 series airplanes: Prior to the accumulation of 300 flight hours after November 27, 1989 (the effective date of Amendment 39-6367), unless previously accomplished within the previous 700 flight hours, and thereafter at intervals not to exceed 1,000 flight hours, gain access to the fuel shutoff cable pulley bracket near the right wing front spar station 124 and inspect the number two engine throttle cable for wear. Replace the cable, before further flight, if cable wear exceeds acceptable wear limits specified in Section 20-20-31 of the Model 737 Maintenance Manual. \n\n\tC.\tFor all airplanes: Within 36 months after the effective date of this AD, modify the engine throttle control cable system in accordance with Boeing Service Bulletin 737-76-1023, dated February 14, 1991. This modification constitutes terminating action for the repetitive inspections required by paragraphs A. and B. of this AD. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial 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. \n\n\tF.\tThe inspections and modifications shall be done in accordance with Boeing Service Bulletin 737-76-1023, dated February 14, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-21-13 supersedes AD 89-13-05, Amendment 39-6240; and AD 89-23-05, Amendment 39-6367. \n\tThis amendment (39-8060, AD 91-21-13) becomes effective on November 29, 1991.
2025-02-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report indicating cracks in the frame inner chord and web at station (STA) 727. This AD requires an inspection for any repair installed, repetitive inspections of the frame inner chord and web at STA 727 for any crack, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2003-15-08: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires replacing the main gearbox (MGB) opening neoprene cowling seals (seals) with airworthy glass/silicone seals. This amendment is prompted by the discovery that neoprene seals currently installed on the MGB opening cowlings do not provide the fire protection required by the airworthiness standards. The actions specified by this AD are intended to prevent a fire in the engine compartment from reaching the MGB compartment that contains parts that are not fire resistant and subsequent loss of control of the helicopter.
90-15-01: 90-15-01 ROGERSON HILLER CORPORATION (HILLER, FAIRCHILD HILLER): Amendment 39-6879. Docket No. 90-ASW-39. Final Rule of priority letter AD. Applicability: All Model UH-12E, UH-12E-L, UH-12L, and UH-12L4 series helicopters, certificated in any category. Compliance: Required prior to further flight, unless already accomplished. To prevent failure of a tail rotor blade assembly, which could result in loss of controllability of the helicopter, accomplish the following: (a) Determine the part number and serial number of the tail rotor blade assemblies installed on the helicopter. The serial number is located on a raised rectangular boss on the barrel section of the blade root fitting. (b) If any tail rotor blade assembly installed is P/N 55073 and is identified with any of the serial numbers listed below, regardless of the hours' time in service, remove and replace the blade assembly with an airworthy part before further flight: Serial Numbers: 3028 3089 9506 9584 9607 10245 10516 10917 13278 14715 14898 15073 15285 15978 16114 20918 NOTE: Any unairworthy blade assemblies found as a result of this AD should be permanently marked as unairworthy. (c) If any of the tail rotor blade assemblies listed in paragraph (b) are found, report the helicopter registration number, serial number, and tail rotor blade assembly serial number to the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region, Transport Airplane Directorate, within 10 days of the inspection required by paragraph (a) of this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate helicopters to a base in order to comply with the requirements of this AD. (e) Record compliance with paragraph (b) in the AD compliance record and in the maintenance record of the helicopter log book. This record must include the serial number of any deficient blade assembly foundduring compliance with this AD. (f) An alternate means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Seattle ACO, FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. Note: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. This amendment (39-6879, AD 90-15-01) becomes effective on March 7, 1991, as to all persons, except those persons to whom it was made immediately effective by Priority Letter AD 90-15-01, issued on July 11, 1990, which contained this amendment.
2020-26-16: The FAA is adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) Models PA-28-151, PA-28-161, PA- 28-181, PA-28-235, PA-28R-180, PA-28R-200, PA-28R-201, PA-28R-201T, PA- 28RT-201, PA-28RT-201T, PA-32-260, PA-32-300, PA-32R-300, PA-32RT-300, and PA-32RT-300T airplanes. This AD was prompted by a report of a wing separation caused by fatigue cracking in a visually inaccessible area of the lower main wing spar cap. This AD requires calculating the factored service hours for each main wing spar to determine when an inspection is required, inspecting the lower main wing spar bolt holes for cracks, and replacing any cracked main wing spar. The FAA is issuing this AD to address the unsafe condition on these products.
86-19-11: 86-19-11 CESSNA: Amendment 39-5407. Applies to Models R172 thru R172K, FR172E thru FR172K, 177 thru 177B and 177RG, F177RG, 185 thru 185E, A185E, A185F, A188, A188A, A188B, T188C, 205 and 205A, 206, U206, U206A thru U206G, TU206A thru TU206G, P206, P206A thru P206E, TP2O6A thru TP206E, 207 and 207A, T207 and T207A, 210B thru 210R, T210F thru T210R, P210N and P210R (all Serial Numbers (S/N)) airplanes equipped with fuel reservoir(s) certified in any category. \n\n\tCompliance: Within 100 hours time-in-service or at the next annual inspection, whichever comes first after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate the possibility of engine power reduction due to contaminated fuel, accomplish the following: \n\n\t(a)\tOn Cessna Models R172, R172E thru R172H, (S/Ns R172-0001 thru R1720625) FR172E thru FR172J (S/Ns FR17200001 thru FR17200530) 177 thru 177A (S/Ns 17700001 thru 17702123) Model 177RG (S/Ns 177RG0001 thru 177RG0592) F177RG (S/Ns F177RG0001 thru F177RG0122) 210G and T210G thru 210L and T210L (S/Ns 21058819 thru 21060539 and T210-0198 thru T2100454) airplanes, install quick drains in the fuel reservoirs and wing fuel tanks if not presently equipped in accordance with Cessna Single Engine Customer Care Service Information Letters SE79-45 dated September 10, 1979, and SE84-8 dated March 16, 1984, or using equivalent aircraft standard hardware. \n\n\t(b)\tOn all Cessna Models R172, R172E, R172F, R172G, R172H, R172J, R172K, (S/Ns R172-0001 thru R172-0409 and R1720410 and on) FR172E, FR172F, FR172G, FR172H, FR172J, FR172K (S/Ns FR17200001 thru FR17200675) 177, 177A, 177B (S/Ns 17700001 and on), 177RG (S/Ns 177RG0001 and on) F177RG (S/Ns F177RG0001 thru F177RG0177) 185, 185A, 185B, 185C, 185D, 185E, A185E, A185F (S/Ns 632, 185-0001 thru 185-1599, 18501600 and on) A188 (S/Ns 653, 188-0001 thru 188-0572) A188A (S/Ns 18800573 thru 18800832) A188B (S/Ns 678T, 18800833 and on) T188C (S/Ns T18803307T, T18803308T, T18803325T and on) 205,205A, (S/Ns 205-0001 and on) 206, U206, U206A, U206B, U2O6C, U206D, U206E, U2O6F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, TU2O6G ((S/Ns 206-0001 thru 206-0275, U206-0276 and on) P206, P206A, P206B, P206C, P206D, P2O6E, TP206A, TP206B, TP206C, TP206D, TP2O6E, (S/Ns P206-0001 thru P20600647) 207, 207A, T207, T207A (S/Ns 20700001 and on) 210B, 210C, 210D, 210E, 210F, 210G, 210H, 210J, 210K, 210L, 210M, 210N, 210R, T210F, T210G, T210H, T210J, T210K, T210L, T210M, T210N, T210R (S/Ns 21057841 and on) P210N and P210R (S/Ns P21000001 and on) airplanes, attach the information that is included in the appendix to this AD (entitled PILOT OPERATING PROCEDURES - PREFLIGHT FUEL SYSTEM CHECK) to the airplane documents. \n\n\t(c)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. \n\n\tAll persons affected by this directive may obtain copies ofthe document(s) referred to herein upon request to Cessna Aircraft Company, Piston Aircraft Marketing Division, Post Office Box 1521, Wichita, Kansas, 67201; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment becomes effective October 4, 1986.\n\n\t\t\t\t\t APPENDIX 86-19-11 \n\nPILOT OPERATING PROCEDURES-PREFLIGHT FUEL SYSTEM CHECK \n\nFuel sampling: Fuel strainer, wing tank and reservoir quick drains. \n\n\t1.\tPlace a suitable container under the fuel strainer drain outlet prior to operating the strainer drain control for at least 4 seconds. Check strainer drain closed. \n\n\t2.\tInspect the fluid drained from the fuel strainer and each wing tank quick drain for evidence of fuel contamination in the form of water, rust, sludge, ice or any other substance not compatible with fuel. Also check for proper fuel grade before the first flight of each day and after each refueling. If any contamination is detected, comply with4 below. \n\n\t3.\tRepeat Steps 1 and 2 on each wing tank quick drain. \n\n\t4.\tIf the airplane has been exposed to rain, sleet or snow, or if the wing fuel tanks or fuel strainer drains produce water, the fuel reservoir(s) must be checked for the presence of water by operating the fuel reservoir quick drains. The airplane fuel system must be purged to the extent necessary to insure that there is no water, ice or other fuel contamination.\n\n NOTE 1: The fuel reservoir(s) are located under the fuselage between the firewall and forward door post on all airplane models. Consult the pilots Operating Handbook or Owners Manual in order to determine if one or two reservoir(s) are installed.\n\n NOTE 2: A check for the presence of water using the fuel reservoir quick drains prior to the first flight of each day is considered good operating practice.
91-06-02: 91-06-02 PRATT & WHITNEY CANADA: Amendment 39-6888. Docket No. 90-ANE-31. Applicability: Pratt & Whitney Canada (PWC) PW115, PW118, PW118A, PW120, PW120A, PW121, PW123, PW124, PW124A, PW124B, PW125B and PW126A turboprop engines installed on, but not limited to, Aerospatiale ATR-42 and ATR-72, British Aerospace ATP, DeHavilland of Canada DHC-8, Embraer EMB-120, Fokker F-50, and Canadair CL-215T type aircraft. Compliance: Required within the next 1,200 hours time in service after the effective date of this AD, unless already accomplished. To prevent fuel leakage from the fuel filter cover assembly which could result in a fire hazard in the engine nacelle, accomplish the following: (a) For PWC PW115, PW118, PW118A, PW120, PW120A, PW121, PW124, PW124A, PW124B, PW125B and PW126A engines, incorporate a new fuel pump filter cover assembly in accordance with either PWC Service Bulletin (SB) No. 20897, Revision 1, dated October 15 1990, or PWC SB No. 20907, dated August 20, 1990, as applicable. (b) For PWC PW123 engines, incorporate a new fuel pump in accordance with PWC SB No. 20355, Revision 1, dated August 1, 1990. (c) For PWC PW123 engines, incorporate a new fuel pump filter cover assembly in accordance with PWC SB No. 20897, dated August 20, 1990. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD, or adjustments to the compliance schedule specified in this AD, may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. The initial and repetitive inspection program shall be done in accordance with the following PWC documents: DOCUMENT PAGEREVISION DATE PWC SB 20897 ALL Revision 1 Oct. 15, 1990 PWC SB 20907 ALL Original Aug. 20, 1990 PWC SB 20355 ALL Rev. 1 Aug. 1, 1990 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 522(a) and 1 CFR Part 51. Copies may be obtained from Pratt & Whitney Canada, Technical Publications Department, 1000 Marie Victorin, Longueuil, Quebec J4G 1A1. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803-5299, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. 20591. This amendment (39-6888, AD 91-06-02) becomes effective on March 29, 1991.
2025-02-05: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company (Boeing) Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SP, and 747SR series airplanes. This AD was prompted by a report of improper inner diameter grinding of landing gear outer cylinders, resulting in possible heat damage to the outer cylinder of the nose landing gear (NLG), body landing gear (BLG), and wing landing gear (WLG). This AD requires replacing any affected outer cylinders. The FAA is issuing this AD to address the unsafe condition on these products.
2003-15-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Honeywell International Inc. (formerly AlliedSignal) model RE220 (RJ) auxiliary power units (APUs) part number (P/N) WE3800770-2. This amendment requires replacing the existing fuel nozzles with new design fuel nozzles, making reidentification updates to the APU identification plate, and operating the APU to perform a visual inspection for fuel leaks. This amendment is prompted by reports received by the FAA of cracks occurring in the existing APU fuel nozzles leading to fuel leaks. The actions specified by the AD are intended to prevent APU compartment fires and fuel vapor explosion.
2015-17-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by a report of a main landing gear (MLG) parking brake becoming dislodged from its mounting bracket due to an improperly installed quick release pin of the hand pump lever. This AD requires removing the hand pump lever of the parking brake from the right-hand side nacelle. We are issuing this AD to prevent an unsecured lever from migrating from its stowed position, fouling against the MLG, and subsequently puncturing the nacelle structure, which could adversely affect the safe landing of the airplane.
86-26-03: 86-26-03 BOEING: Amendment 39-5500. Applies to Model 757 series airplanes equipped with Pratt and Whitney Aircraft PW2037 engines, as listed in Boeing Alert Service Bulletin 757- 78A0006, dated August 7, 1986, certificated in any category. \n\n\tTo minimize the potential for uncommanded deployment of a thrust reverser in flight, accomplish the following within 30 days after the effective date of this AD, unless previously accomplished: \n\n\tA.\tInspect and, if necessary, install a restrictor check valve on the control port of both thrust reverser isolation valves in accordance with Boeing Alert Service Bulletin 757- 78A0006, dated August 7, 1986, or later FAA-approved revision. \n\n\tB.\tModify the unlock and auto-restow proximity sensors' installation in accordance with Boeing Alert Service Bulletin 757-78A0006, dated August 7, 1986, or later FAA-approved revision. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.\n\n\tThis amendment becomes effective January 12, 1987.
96-17-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires an inspection to determine the serial number of the leg assemblies of the main landing gear (MLG), and replacement of defective pins with serviceable pins. This amendment is prompted by a report indicating that pins installed on certain leg assemblies of the MLG s were heat treated incorrectly during manufacture. The actions specified in this AD are intended to prevent failure of the pins due to incorrect heat treatment, and subsequent structural failure of the MLG.
2025-02-01: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by uncommanded horizontal stabilizer motion during several in- service events caused by a problem with the trim switch wiring. This AD requires installing the pitch/roll trim switch relays. The FAA is issuing this AD to address the unsafe condition on these products.
78-15-01: 78-15-01 MCDONNELL DOUGLAS: Amendment 39-3266. Applies to Model DC-8-62, -62F, -63, and -63F airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo detect cracks and prevent failure of the wing lower forward spar cap, tee doubler, and wing skin, comply with the following: \n\n\t(a)\tWithin the initial time period specified by column 2 of the compliance period table of paragraph (c), or at the time specified in AD 78-09-01, if that inspection comes due between the effective date of this AD and the time specified by paragraph (c) column 2, whichever occurs sooner, and thereafter, at intervals not to exceed 1,000 landings since the last inspection, perform x-ray and ultrasonic inspections for cracks in lower wing structure at all four pylon attach areas in accordance with the Accomplishment Instructions section of McDonnell Douglas DC-8 Service Bulletin 57-83, Revision 3, dated June 15, 1978. \n\n\t(b)\tWithin the time period specified by column 3 of the compliance period table of paragraph (c), modify the airplane in accordance with Option 1 of McDonnell Douglas DC-8 Service Bulletin 57-84, dated August 12, 1977. \n\n\t(c) \n\n\n(1) Airplane total landings on \n(2) Initial Inspection (landings)\n(3) Modification (in landings from \neffective date of this AD\n \ninitial insp. per this AD) \n\n\n\n 0-6999\t\n Prior to 8000 total\n 4000 \n 7000-9999\n within 1000\n 4000 \n 10,000-10,999\n within 800\n 3000 \n 11,000-and over\t\n within 400\n 3000 \n\t\t\n\t\n\t(d)\tIf cracks are found in the wing spar cap and/or wing skin as a result of the inspections of paragraph (a), before further flight repair in accordance with Condition 2 of McDonnell Douglas DC-8 Service Bulletin 57-83, Revision 3, dated June 15, 1978, and inspect thereafter at intervals not to exceed 1,000 landings, per paragraph (a), until the modification per paragraph (b) is accomplished. Cracked pylon tee doublers shall be replaced before further flight if the cracks exceed the limits in McDonnell Douglas DC-8 Service Bulletin 54-58, dated May 15, 1970. \n\n\t(e)\tAirplanes modified in accordance with Option 1 of McDonnell Douglas DC-8 Service Bulletin 57-84, dated August 12, 1977 are no longer subject to the inspection requirements of this AD. \n\n\t(f)\tEquivalent inspections, repairs and modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD with prior approval of the Chief, Aircraft Engineering Division, to operate airplanes with a cracked spar to a base for repair and/or modification as required by this AD. \n\n\t(h)\tIf the number of landings on an aircraft is not known, for the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tThis supersedes Amendment 39-3197 (43 FR 19207), AD 78-09-01. \n\n\tThis amendment becomes effective July 24, 1978.
89-04-03: 89-04-03 BOEING: Amendment 39-6126. Applicability: Model 737 series airplanes, line number 001 through 1587, certificated in any category. \n\n\tCompliance: Required within 90 days after the effective date of this AD, unless previously accomplished. \n\n\tTo permit proper functioning of blowout panels in the cockpit door, accomplish the following: \n\n\tA.\tInspect for improper use of adhesive and remove adhesive, if necessary, in accordance with Boeing Alert Service Bulletin 737-52A1105, Revision 1, dated September 29, 1988. \n\n\tB.\tWithin 10 days after completion of the inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6126, AD 89-04-03) becomes effective March 10, 1989.
85-09-01: 85-09-01 AIROTECH, INC: Amendment 39-5048. Applies to Airotech, Inc., Force I(A) harness/container assemblies. Compliance is required within thirty (30) days from the effective date of this AD, unless previously accomplished. To prevent high rip cord pull forces due to jamming of the rip cord pin when it enters the cable housing, accomplish the following: A. Inspect the installation of the rip cord cable housing to determine if it is installed in accordance with Airotech, Inc., drawing number FC-2B, revised April 25, 1984. If it is not in conformance, install in accordance with this drawing. Ripcord pin must be started into the end of the ripcord housing as required by the note in current packing instructions. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. This amendment becomes effective May 13, 1985.
2025-02-07: The FAA is superseding Airworthiness Directive (AD) 2020-03- 20, which applied to certain The Boeing Company Model MD-11, MD-11F, and 717-200 airplanes; all Model 737-8 and 737-9 airplanes; all Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes; certain Model 747-400 and 747-400F series airplanes; certain Model 757 and 767 airplanes; and all Model 777 airplanes. AD 2020-03-20 required revising the existing airplane flight manual (AFM) to include a limitation to prohibit operations that require less than 0.3 required navigational performance (RNP) within a specified area for airplanes having a certain multimode receiver (MMR) with certain software installed. This AD was prompted by reports from Boeing of simultaneous MMR resets related to an error in calculating Coordinated Universal Time (UTC). This AD requires the actions in AD 2020-03-20, removes an airplane model from the applicability, and would also require installing certain MMR operational software (OPS). The FAA is issuing this AD to address the unsafe condition on these products.
74-14-07: 74-14-07 SIERRA ENGINEERING CO: Amendment 39-1895. Applies to Sierra Engineering Company Model 289-601 series passenger oxygen masks installed in aircraft certificated in all categories, including, but not limited to DC-8, DC-9, DC-10 and L-1011 aircraft. \n\n\tCompliance required within one year after the effective date of this AD, unless already accomplished. \n\n\tTo prevent separation of the reservoir from the mask facepiece, accomplish the following: \n\n\t(a)\tInstall a retaining disk to secure the reservoir to the facepiece on Sierra Model 289-601 series passenger oxygen masks in accordance with Sierra Engineering Company Service Bulletins No. 289-601-35-1, dated February 11, 1974, and No. 289-601-35-2 dated March 1, 1974, or later FAA-approved revisions. \n\n\t(b)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's21.197 and 21.199. \n\n\tThis amendment becomes effective August 15, 1974.
2015-17-25: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing of the fuel lines due to contact with the surrounding structures in the fuel tank. This AD requires replacing and modifying fuel lines, revising the maintenance or inspection program, as applicable, to include critical design configuration control limitations (CDCCL) and airworthiness limitation (AWL) items, and, for certain airplanes, removing certain clamps and mounting hardware. We are issuing this AD to prevent chafing of the fuel lines in the fuel tank, which could result in potential ignition sources in the fuel tank in the event of a lightning strike and consequent fire or explosion.
2025-02-04: The FAA is superseding Airworthiness Directive (AD) 2022-22- 10, which applied to certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2022-22-10 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 new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2022- 22-10 and 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.
93-02-02: 93-02-02 FOKKER: Amendment 39-8484. Docket 92-NM-190-AD. Applicability: Model F27 series airplanes; serial numbers 10102 through 10433, inclusive; 10435 through 10443, inclusive; and 10446 through 10450, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the wings, accomplish the following: (a) Within 8,000 flight hours after the effective date of this AD, or within 60 months after the effective date of this AD, whichever occurs first, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. (1) Replace currently installed nuts having non-metallic locking inserts, installed at the wing spar attachment brackets at wing station 1040, with all-metal self-locking nuts, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (2) Replace the lower 14 Hi-shear pins at the rear spar attachment bracket with Hi-lok fasteners, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacements shall be done in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 18, 1993.
2002-06-07: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-80E1 series turbofan engines, installed on Airbus Industrie A330 series airplanes. This action requires initial and repetitive pressure testing of the directional pilot valve (DPV) assembly, with replacement of DPV assemblies that fail the pressure test, or, replacing the DPV assembly without performing pressure testing, with a serviceable DPV assembly, or, deactivating the fan reverser for no longer than 10 days until replacement of the DPV assembly is done. This amendment is prompted by a review of thrust reverser safety analyses following a report of inadvertent thrust reverser deployment on another make and model engine. The actions specified in this AD are intended to prevent inadvertent thrust reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
92-17-07: 92-17-07 BRITISH AEROSPACE: Amendment 39-8336. Docket No. 92-NM-53-AD. Supersedes AD 91-14-19, Amendment 39-7060. Applicability: All Model BAe 146-100A, -200A, and -300A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent in-flight separation of a landing gear door from the airplane, accomplish the following: (a) Prior to the accumulation of 9,000 landings, or within 30 days after the effective date of this AD; or if previously inspected in accordance with AD 91-14-19 (56 FR 30314, July 2, 1991), within 3,000 landings after the last inspection in accordance with that AD; whichever occurs later; and thereafter at intervals not to exceed 3,000 landings; accomplish the following: (1) Perform a visual inspection of the left and right main landing gear (MLG) door rear hinge bracket assemblies to detect cracks and/or corrosion, in accordance with British Aerospace Inspection ServiceBulletin 32-A119, Revision 1, dated December 2, 1991. (2) Prior to further flight, replace any cracked hinge bracket with a serviceable part, in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991; or temporarily repair cracked brackets in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (3) Prior to further flight, remove any corrosion found, in accordance with the British Aerospace Model 146 Structural Repair Manual, and accomplish the following: (i) If less than 0.100 inch of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and obtain a life limit for the hinge bracket from the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (ii) If 0.100 inch, but less than 0.150 inch, of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and, within 300 landings after accomplishing the re-protection procedure, replace the hinge bracket with a new part. (iii) If 0.150 inch or more of corrosion was removed, prior to further flight, replace the hinge bracket with a new part. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections shall be done in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991, which includes the following list of effective pages: Pages Revision Level Date 1-4 1 December 2, 1991 5 Original November 14, 1990 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. (e) This amendment becomes effective on September 28, 1992.
90-17-09: 90-17-09 BRITISH AEROSPACE: Amendment 39-6693. Docket No. 90-NM-53-AD. Applicability: Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Alert Service Bulletin 27-A-PM587l, Issue No. 1, dated October 4, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a reduction in airplane stability and controllability, accomplish the following: A. Within 60 days after the effective date of this AD, unless accomplished within the last 12 months, and thereafter at intervals not to exceed 18 months, perform a visual inspection of both elevator lower control levers, in accordance with paragraphs 2.1 and 2.3 through 2.9 of British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No. 1, dated October 4, 1989. B. If cracks are found, prior to further flight, replace the elevator control lever(s) in accordance with the British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No.1, dated October 4, 1989. C. Replacement of both elevator lower control levers with levers manufactured from L64 or L99 material constitutes terminating action for repetitive inspections required by paragraph A. of this AD. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used 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 Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. 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 British Aerospace, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6693, AD 90-17-09) becomes effective on September 17, 1990.
2015-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Pratt and Whitney engines. This AD was prompted by reports of blocked drain lines at the engine forward strut that caused flammable fluid to accumulate in a flammable leakage zone. This AD requires repetitive functional checks for blockage of the forward strut drain line and doing corrective actions if necessary, and a one-time cleaning of certain forward strut drain lines. This AD also provides an optional replacement of the drain lines and installation of insulation blankets, and a revision of the maintenance or inspection program, as applicable, to incorporate a certain airworthiness limitation, which would terminate the repetitive checks of the forward strut drain line. We are issuing this AD to detect and correct blockage of forward strut drain lines, which could cause flammable fluids to collect in the \n\n((Page 52949)) \n\nforward strut area and potentially cause an uncontrolled fire or cause failure of engine attachment structure and consequent airplane loss.