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80-15-12: 80-15-12 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3854. Applies to Model A109A series helicopters, certificated in all categories, all serial numbers up to S/N 7165 inclusive, which have main rotor mast bearing inner race P/N 109-0404- 14 installed. Compliance required as indicated. To prevent failure of the main rotor mast upper thrust bearing, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, unless already accomplished, visually inspect the area between the swashplate support, P/N 109- 0110-05, and the main transmission upper case flange, for evidence of oil leaks in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part I, paragraph A, of Agusta Service Bulletin No. 109-12, Revision A, dated December 12, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) If no evidence of oil leaks is found, continue in service and comply with paragraph (d) of thisAD. (c) If, as a result of the inspection required in paragraph (a) of this AD, or of a repetitive inspection required by paragraph (d) of this AD, evidence of oil leaks is found, raise swashplate support, P/N 109-0110-05, and carefully inspect, using the visual method, the entire exposed surface of the bearing inner race, P/N 109-0404-14, for evidence of damage or cracks. (i) If no cracks or damage are found, replace the packing P/N 109-0406-68, with new packing in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part I, paragraph B.2 of the Service Bulletin, or an FAA-approved equivalent. (ii) If cracks or damage are found, before further flight, except that the helicopter may be flown to a base in accordance with FAR 21.197 and 21.199 where the repairs may be accomplished, replace the bearing inner race with a new part number inner race, P/N 109- 0404-14-15, in accordance with "ACCOMPLISHMENT INSTRUCTIONS," Part II, of the Service Bulletin, or an FAA-approved equivalent. (iii) Upon accomplishment of paragraph (c)(i) or (c)(ii) of this AD, return to service and comply with paragraph (d) of this AD. (d) After the termination of each flight, conduct the inspection described in paragraph (a) of this AD on all helicopters up to S/N 7165, inclusive. (e) Within the next 200 hours time in service after the effective date of this AD, unless already accomplished, for all helicopters up to S/N 7165 inclusive, and except for helicopters S/N 7140, 7142, 7148, 7150, 7152, 7158, 7160, 7161, 7162, 7163 and 7164, remove the main rotor mast upper bearing inner race, P/N 109-0404-14, and replace with a new part number bearing inner race, P/N 109-0404-14-15, in accordance with Part II of the Service Bulletin, or an FAA-approved equivalent, and continue to comply with paragraph (d) of this AD. (f) For all main transmission gearboxes S/N 58 and below, held as spares, replace the main rotor mast upper bearing inner race, P/N 109-0404-14, with a newinner race P/N 109- 0404-14-15 in accordance with Part II of the Service Bulletin before release of the gearbox to service. (g) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the compliance time specified in paragraph (d) of this AD provided such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. (h) For the purpose of this AD, and FAA-approved equivalent may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. This amendment becomes effective August 7, 1980.
2022-22-03: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by a report of smoke and fire in the cockpit. This AD requires inspecting the forward cabin roof ceiling harnesses and installation, 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.
90-19-01: 90-19-01 PILATUS AIRCRAFT, LTD., AND FAIRCHILD-HILLER: Amendment 39-6719. Docket No. 90-CE-18-AD. Applicability: Model PC-6 series airplanes manufactured by Pilatus Aircraft, Ltd., (Serial Number (S/N) 1 through 824), and to Model PC-6 airplanes manufactured by Fairchild-Hiller (S/N 2001 and up) (all variants) fitted with welded steel rudder pedal supports, certificated in any category. Compliance: Required initially within the next 50 hours time-in-service (TIS) after the effective date of this AD, and thereafter at intervals of 100 hours TIS, unless already accomplished. To preclude failure of the welded steel rudder pedal supports, accomplish the following: (a) Visually inspect the rudder pedal support for cracks using a 10x magnifying glass in accordance with: (1) Alert Service Bulletin No. PC6-A-162 for those airplanes built by Pilatus Aircraft, Ltd.; or (2) Service Bulletin No. PC6-27-15 for those airplanes built by Fairchild-Hiller. (b) Ifcracks are found, prior to further flight, repair or replace the rudder pedal support with a serviceable airworthy unit in accordance with the instructions contained in the appropriate Service Bulletin listed in paragraph (a) of this AD. (c) The repetitive 100 hour TIS inspections may be discontinued upon installation of a rudder pedal support manufactured from a machine casting Pilatus Part Number 116.35.06.104. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Pilatus Aircraft, Ltd., Product Support Department, CH6370 Stans, Switzerland, or Maryland Air Industries, Top Flight Airpark, Route 12, Box 102, Showalter Road, Hagerstown, Maryland 21740; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6719, AD 90-19-01) becomes effective on October 15, 1990.
2000-12-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect fatigue cracking of the pitch load fittings of the wing front spar, and rework, if necessary. This amendment also provides for optional terminating action for the repetitive inspections required by this AD. This amendment is prompted by a structural fatigue analysis that shows that the operational loads of the nacelle are higher than the loads used during initial design of the Model 767. The actions specified by this AD are intended to detect and correct fatigue cracking in the pitch load fittings of the wing front spar, which could result in reduced structural integrity of the strut.
2000-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires a one-time inspection to detect chafing of the wires and harnesses in the cabin compartment ceiling; repair, if necessary; and installation of protective sleeving. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent false warnings of a hot engine exhaust tailpipe and intermittent signal failure, which could result in the consequent execution of unnecessary procedures by the flightcrew.
82-23-02: 82-23-02 BEECH: Amendment 39-4484. Applies to Models 65-90 and 65-A90 (S/Ns LJ-1 through LJ-317) and B90 (S/Ns LJ-318 through LJ-501), except those airplanes having reinforced elevators per Beech Service Instructions No. 0333-131, Revision II, or P/N 50- 610000-349 LH and -350 RH aluminum elevators (reference Kit Nos. 90-4061 S, 90-4062 S, 90- 4062-1 S). COMPLIANCE: Required as indicated, unless already accomplished. To prevent elevator spar failures and possible loss of elevator control, accomplish the following: (a) On all affected Models 65-90 and those 65-A90 airplanes which do not have elevator overhang balance horns installed per Beech Kit No. 90-4029 (9.5-inch outboard end overhang, part of Kit Nos. 90-4031 M, 90-4031-1 M, and 90-4035 M) prior to attaining 2,100 hours time-in-service (TIS) on airplanes having less than 2,000 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 2,000 or more hours TIS and at intervals notexceeding 500 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0450-133, Revision I (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instructions No. 0450-133, Revision I (initial and recurring inspection). (b) On all affected Model B90 and those Model 65-A90 airplanes which have elevator overhang balance horns per Beech Kit No. 90-4029 (see (a) above for description) prior to attaining 600 hours TIS on airplanes having less than 500 hours TIS, or within 100 hours TIS after the effective date of this AD on airplanes having 500 or more hours TIS and at intervals not exceeding 200 hours TIS thereafter: (1) Incorporate an inspection port, check the elevator hinge point alignment, and, if necessary, correct it in accordance with Beech Service Instructions No. 0423-133 (initial inspection only). (2) Visually inspect the elevator spar at the outboard hinge point for cracks in accordance with Beech Service Instruction No. 0423-133 (initial and recurring inspection). (c) Prior to further flight, repair or replace with serviceable parts any components found cracked during the inspections specified in paragraph (a) or (b). (d) Airplanes may be flown in accordance with FAR 21.197 to a base where the inspections and repair/replacement can be performed. (e) Intervals between repetitive inspections required by this AD may be increased up to 10 percent to allow them to coincide with other scheduled maintenance on the airplane. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid- Continent Airport, Wichita, Kansas 67209, telephone (316) 269-7000. This AD supersedes AD 71-14-04, Amendment 39-1241 (36 FR 12842, July 8, 1971). This Amendment 39-4484 becomes effective on November 8, 1982.
66-30-04: 66-30-04 FAIRCHILD-HILLER: Amendment 39-315 as amended by Amendment 39-493 and 39-711 is further amended by Amendment 39-2870. Applies to F-27 Type and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated. To detect cracks in the engine mount support tube assembly (post support) and engine mount support tube bracket (support assembly), accomplish the following: (a) For airplanes equipped with upper tube assembly P/N 27-503105-11, -31, -41, -51; P/N 01-503105-11, or -31; upper bracket P/N 27-110105-11, -12, -31, -32, -41, -42, -51, -52, -61, -62, -71, -72, -81, or -82; or lower tube assembly P/N 27-503101-11, -41, -51, -61, -71, -81, -91, -101, or -111: (1) Inspect in accordance with (c) the tube assemblies and brackets having 10,000 or more hours in service on the effective date of this A.D. within the next 50 hours in service after the effective date of this A.D. unless already accomplished within the last 250 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (2) Inspect in accordance with (c) the tube assemblies and brackets having less than 10,000 hours in service on the effective date of this A.D. before the accumulation of 10,050 hours in service unless already accomplished after the accumulation of 9750 hours in service, and thereafter at intervals not to exceed 300 hours in service from the last inspection. (b) Airplanes equipped with Fairchild Hiller brackets P/N 01-110105-3, -4, -11, -12, -13, -14, -31 or -32 must be inspected in accordance with (c) at intervals not to exceed 300 hours in service after the accumulation of 25000 hours in service. (c) Without removing the tube assembly or bracket, clean all surfaces of each engine mount support tube bracket (four per airplane located at the wing front spar) and each engine mount support tube assembly (eight per airplane) prior to inspection. Visually inspect for cracks eachbracket and support tube assembly using a glass of at least 10 power or an FAA approved equivalent inspection. If cracks are found comply with (d) before further flight. (d) Repair cracked parts in accordance with an FAA approved repair or replace them with a part of the same part number that has been inspected in accordance with (c) or with an FAA approved equivalent part. Equivalent repairs or parts may be installed when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Fairchild Service Bulletins F27-54-14 and FH227-54-4, Revision 3 dated January 7, 1977, cover this subject. Amendment 39-315 superseded AD 66-07-04. Amendment 39-315 was effective December 10, 1966. Amendment 39-493 was effective on October 21, 1967. Amendment 39-711 was effective January 18, 1969. This amendment 39-2870 is effective April 13, 1977.
2022-17-09: The FAA is superseding Airworthiness Directive (AD) 2021-16- 03, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-16-03 required an inspection for missing or incorrect application of the lightning strike edge glow sealant protection at certain locations in the wing tanks, and corrective action. This AD was prompted by in-production findings of missing or incorrect application of the lightning strike edge glow sealant protection at specific locations in the wing tanks and by the development of a modification to restore two independent layers of lightning strike protection on the wing upper cover. This AD continues to require the actions of AD 2021-16-03 and requires a modification to restore two independent layers of lightning strike protection, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2010-20-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: GROB Aircraft AG has been informed that flap ribs P/N 120A-1053 and 120A-1054 have been found cracked during regular maintenance. Structural failure of the ribs may cause failure of the middle flap support which may lead to flap asymmetry due to excessive flap deformation and ultimately could result in reducing the controllability of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
54-08-01: 54-08-01 MARTIN: Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. Several cases of finding cracks in the nose landing gear piston and fork assembly (P/N 202SD84483) have been reported. These cracks were located in the change of cross section fillets which blend the barrel section of the terminal into the legs of the lower fork. To preclude further difficulties of this nature, all aircraft must be inspected and reworked as follows: I. Compliance required not later than July 1, 1954. Inspect the piston and fork assembly in the fillets which blend the barrel section of the terminal into the legs of the fork. This inspection must be accomplished with the aid of a 20-power enlarging lens, dye penetrant or magnaflux. Any assembly found to incorporate fillets of less than 11/32-inch radius must be further inspected or reworked as follows: If a crack is found, rework the part in accordance with item II. If no cracks exist, the part must be reinspected, as above, every No. 1 inspection but not to exceed 115 hours of service until reworked in accordance with item III. Should cracks be found in reinspection, the part must be reworked in accordance with item II. II. Compliance required prior to return to service. If a crack is found, the piston and fork assembly may be repaired by grinding out the crack within the following limits: (The crack lengths, specified below, are based upon the total length of a crack or cracks in a single fork leg fillet. The depths of material removable pertain to the fork leg cross section and should be measured from the plane of the fork leg surface.) (A) A crack measuring up to 2 inches may be ground out to a maximum depth of 0.065 inch. (B) A crack measuring from 2 to 4 inches in length may be ground out to a maximum depth of 0.055 inch. (C) A crack measuring over 4 inches in length may be ground out to a maximum depth of 0.040 inch. The reworked area is to be blended smoothly into the fork leg surface. The surface finish after grinding must be equivalent to RMS-32 with no tool marks present. NOTE: Piston and fork assemblies not repairable within the above-stated limitations must be replaced. III. Compliance required not later than March 1, 1955. If no cracks exist, rework the fillets which blend the barrel section of the terminal into the legs of the fork to a radius of 3/8 + 1/32 inch. This new fillet should be ground tangent to the lowest point of material removed (Ref. item II) or the fork leg surface, as the case may be. Further, it is important that the fillet be blended into the surface of the terminal so that a smooth transition of cross sectional area is obtained, especially in the crotch of the fork. The surface finish after this rework must be equivalent to RMS-32 with no tool marks present. (Martin Service Instruction Letters Nos. 30A and 404-64A, for the Models 202 and 404 aircraft respectively, cover this same subject.)
99-21-28: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. It also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit, and provides for optional terminating action for the AFM revisions. This amendment requires accomplishment of the previous optional terminating action. This amendment is prompted by a pilot s report of errors in the glide slope deviation provided by an ILS receiver. The actions specified by this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard. An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2015-16-05: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Jetstream Series 3101 and Jetsream Model 3201 airplanes. 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 missing countersunk washers under the head of the main landing gear trunnion cap tension bolts that could cause fatigue in the bolt shanks. We are issuing this AD to require actions to address the unsafe condition on these products.
2015-16-06: We are adopting a new airworthiness directive (AD) for British Aerospace Regional Aircraft Model Jetstream Model 3201 airplanes. 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 the in-service special detailed inspection technique required for the Jetstream 3200's life extension program was delayed; consequently, the in-service special detailed inspection technique is not formally part of the life extension program and may therefore not be accomplished as intended. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-12-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to check the play of the eye-end of the piston rod of the elevator servo-controls, and follow-on corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct excessive play of the eye-end of the piston rod of the elevator servo-controls, which could result in failure of the elevator servo-control.
2000-12-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires an initial inspection of fastener holes on certain outer frames of the fuselage to detect fatigue cracking, and modification of the area by cold expanding the holes and installing oversized fasteners. This amendment requires revising the applicability to include additional airplanes; a high frequency eddy current inspection to detect fatigue cracking in the frames and frame feet at fuselage frames FR37 through FR41; and follow-on actions. This amendment also provides for an optional terminating action for the follow-on repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of the fuselage frames and frame feet, and consequent reduced structural integrity of the fuselage.
2000-12-03: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model AS332L2 helicopters. This AD requires inspecting for interference between the transmission flexible mounting plate (plate) and the forward and aft shims (shims), replacing shims and repairing the plate if interference is found, and inspecting the plate for a broken plate slat (slat) and repairing the plate if a broken slat is found or replacing the plate if slat damage beyond repair limits is found. This AD is prompted by the discovery that several helicopters were manufactured with shims that did not have cutouts to permit relative motion between the plate slats and the shims without interference. The actions specified by this AD are intended to prevent cracking of the plate slats, increased helicopter vibration, loss of transmission mounting integrity, and subsequent loss of control of the helicopter.
2015-16-03: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524B-02, RB211-524B2-19, RB211-524B3-02, RB211-524B4-02, RB211-524B4-D-02, RB211-524C2-19, RB211-524D4-19, RB211-524D4-39, and RB211-524D4X-19 turbofan engines. This AD requires removing affected high-pressure turbine (HPT) blades. This AD was prompted by several failures of affected HPT blades. We are issuing this AD to prevent failure of the HPT blade, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
2015-15-14: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model ATP airplanes. This AD requires a one-time inspection for solder deposited on the frangible plug of certain engine and auxiliary power unit (APU) fire extinguishers. This AD was prompted by reports of a fire extinguisher that failed to discharge due to solder deposited on the frangible plug of the fire extinguisher. We are issuing this AD to detect and correct solder deposited on the frangible plug of the fire extinguisher, which could result in failure of the fire extinguisher to discharge, and consequent inability to put out a fire in an engine or in the APU.
2000-11-12: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-45/50 series turbofan engines. This AD requires initial and repetitive inspections for cracks in the stage 14 high pressure compressor (HPC) disk lock slots, and removal from service of certain disks, at the first piece-part level or HPC rotor disassembly level exposure, after 6,000 cycles since new (CSN). This amendment is prompted by reports of stage 14 HPC disk lock slot cracks discovered during shop fluorescent penetrant inspections. The actions specified by this AD are intended to prevent stage 14 HPC disk failure, which could result in an uncontained engine failure and damage to the aircraft.
85-06-01: 85-06-01 ROLLS-ROYCE LIMITED: Amendment 39-5013. Applies to Rolls-Royce Limited Dart engine series 525, 526, 527, 528, 529, 530, 531, 532, 535, 551, and all variants of these series which do not feature Rolls-Royce Modifications 1425, 1618, 1719, or 1723. Compliance required as indicated unless already accomplished. To prevent excessive wear in flame tube liners and suspension pins which may lead to flame breakout from the combustion chamber and to overheating and failure of the high pressure turbine disk rim, accomplish the following: 1. For engines which do not have Modification 1736, Part 2 incorporated accomplish the following: (a) Inspect flame tube liners and suspension pins for wear at the primary and repetitive intervals in accordance with mandatory Rolls-Royce Dart SB No. Da72-485, dated July 2, 1984. Replace the affected parts, if wear is outside the "acceptable" limits given in paragraphs 4D(3) and 4D(4) of SB Da72-485, prior to further flight.(b) Incorporate Modification 1736, Part 2, in accordance with Rolls-Royce SB No. Da72-423, Part 2, Revision 16, dated July 13, 1984, at the next flame tube overhaul. 2. For engines which have incorporated Modification 1736, Part 2, inspect flame tube liners and suspension pins for wear at the initial and standard intervals in accordance with Rolls-Royce Dart SB Da72-470, Revision 1, dated March 30, 1984. Replace the affected parts, if wear is outside the "acceptable" limits given in paragraphs 4D(3) and 4D(4) of SB 72-470, prior to further flight. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulation (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Manager, Dart Service, Rolls-Royce Limited, East Kilbride, Glasgow, G74 4PY Scotland. These documents also may be examined at the Office of the Regional Counsel, FAA, New England Region, Rules Docket No. 84-ANE-16, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except federal holidays, between the hours of 8:00 a.m. and 4:30 p.m. This AD supersedes AD 77-18-02, Amendment 39-3027, and AD 78-01-07, Amendment 39-3109, which became effective on September 28, 1977, and January 12, 1978, respectively. This amendment becomes effective on April 3, 1985.
81-14-08: 81-14-08 FOKKER B.V.: Amendment 39-4156. Applies to Model F27 airplanes, all series, certificated in all categories as indicated below. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes S/N 10479, 10492, 10499, 10500, 10502, 10529, 10534, 10536 through 10557, 10559, 10561 through 10585. To prevent inadvertent unlocking of the Ipeco seats, inspect and modify the bolt and tracklock stop block in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 25-47 dated January 1, 1979, or later FAA approved revisions. Perform this inspection within the next 100 hours time in service and every 50 hours thereafter until the bolt and tracklock stop block have been modified. The bolt and tracklock stop block are to be modified within the next 500 hours time in service. B. Applies to airplanes S/N 10572 and below equipped with a large cargo door identified by Fokker F27 Service Bulletin No. 52-60. To ensure the functional and structural integrity of the cargo door latch mechanism, within the next 100 hours time in service, inspect the latch mechanism and rework, as necessary, in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 52-60 dated May 1, 1979, or later FAA approved revisions. C. Applies to airplanes S/N 10547 and below, 10558 and 10560. To prevent failure of the right elevator center hinge fitting, within 100 hours and every 100 hours thereafter until replaced, inspect for cracks in accordance with the F27 Structural Integrity Program, item 55-50- 01, Revision 1. Within the next 500 hours time in service, replace hinge fittings in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 55-52, dated May 1, 1979, or later FAA approved revisions. D. Applies to airplane S/N 10102 through 10462 incorporating Fokker F27 Service Bulletin No.52-47, 10464 through 10468, 10470 through 10477, 10484, 10486, 10498, 10501, 10503 through 10506, 10508, 10511 through 10515, 10519, 10521 through 10525, 10527, 10528, 10530 through 10535, 10539, 10545, 10550, 10551, 10552, 10554, 10557 through 10560, 10562, 10563, 10566, 10567, 10569, 10572, 10573, 10574, 10576, 10579, 10581, 10585 through 10589 and 10591. To ensure the operation of the main passenger door during an emergency evacuation, within the next 100 hours time in service after the effective date of this AD, modify the emergency release mechanism of the main passenger door in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 52-61, dated January 2, 1980. E. Applies to all Fokker F27 airplanes having accumulated more than 7,000 landings. To ensure main landing gear system operation, prior to 7,500 landings or within 500 landings after the effective date of this AD, whichever comes later, replace main gear actuating ram retaining ring P/NACM18254 with a serviceable retaining ring having less than 7,500 landings in accordance with the F27 Structural Integrity Program under item 32-30-01, Revision 1, subitem d or in accordance with the Accomplishment Instructions of Fokker F27 Service Bulletin No. 32-136, dated February 18, 1980, or later FAA approved revisions. (Note: Established life limits are not to be exceeded.) F. Applies to airplane S/N 10505 to 10547 inclusive and 10550. To ensure proper function of the pitot static system, within the next 100 hours time in service, modify the pitot static system in accordance with the Fokker F27 Service Bulletin No. 34-41, dated March 13, 1978, or later FAA approved revisions. G. Applies to airplane S/N 10299 to 10547 inclusive. To prevent damage to the cable loom, within the next 200 hours time in service, inspect and modify as necessary the cable loom in accordance with Fokker F27 Service Bulletin No. 30-34 dated April 17, 1978, or later FAA approved revisions.H. Applies to airplane S/N 10526, 10527, 10529, 10543, 10547, 10533, 10555, 10556, 10563, 10564, 10565, 10570, 10582 and 10583. To ensure airplane battery power to the main DC tie bus, within 100 hours time in service, inspect and modify as necessary the battery wiring to the battery reverse current circuit breakers in accordance with the Fokker F27 Special Instructions No. 76 dated November 20, 1978, or later FAA approved revisions. 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. Alternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to5 U.S.C. 552(a)(1). This amendment becomes effective August 10, 1981.
2015-15-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. This AD was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. This AD would require an inspection for missing sealant, and applicable other specified, related investigative, and corrective actions. We are proposing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings.
81-07-02: 81-07-02 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS INDUSTRIE: Amendment 39-4070. Applies to Model A300 series airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent loss of fire protection due to separation of, or damage to blowout panels in the ceiling and sidewalls of the forward cargo compartment, which could result in a degradation of the fire extinguishing capability in the aircraft, accomplish the following: (a) On airplanes which have not accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, before the first flight each day, inspect the forward cargo compartment decompression panels for condition and attachment in the panel cut-outs, in accordance with the instructions in paragraph 2.A, "INSPECTION OF DECOMPRESSION PANELS IN FWD, AFT AND BULK CARGO COMPARTMENT", of Airbus IndustrieService Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (b) On airplanes which have accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, within the next 600 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 600 hours time in service from the last inspection, inspect the forward cargo compartment decompression panels in accordance with the instructions in paragraph 2.A. of Airbus Industrie Service Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (c) If, during the inspections required by paragraphs (a) and (b) of this AD, damage to, or separation of decompression panels is found, within the next 25 hours time in service, unless already accomplished, replace damaged panels and reattach separated decompression panels inaccordance with instructions in paragraph 2.C. of Airbus Industrie Service Bulletin No. A300-25- 138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (d) Upon accomplishment of the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300-25-248, dated December 11, 1978, the daily inspections required by paragraph (a) of this AD are no longer required. (e) If an equivalent means of compliance is used in complying with paragraphs (a), (b) or (c) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents fromthe manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, BP 33, 31700 Blagnac, France. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective April 2, 1981.
93-25-03: 93-25-03 ISRAEL AIRCRAFT INDUSTRIES (IAI) LTD.: Amendment 39-8769. Docket 93-NM-104-AD. Applicability: Model 1121 series airplanes, serial numbers 071 through 106 inclusive, and 108 through 150 inclusive; and Model 1123 series airplanes, serial number 107; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 50 hours time-in-service after the effective date of this AD, remove the left- and right-hand main landing gear (MLG) wheel fairings, and perform a visual inspection to detect damage of the wing lower center skin, lower aft skin, and rear spar under the fairings, in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018 (for Model 1121 series airplanes), dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035 (for Model 1123 series airplanes), dated November 25, 1992; as applicable. (1) If no damage is detected, prior to further flight, rework the MLG wheel fairing ribs and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (2) If any damage is detected, prior to further flight, measure the depth of the damage, repair any damage found, rework the MLG wheel fairing ribs, and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (b) If any crack is detected during the repair required by paragraph (a)(2) of this AD, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The actions shall be done in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018, dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035, dated November 25, 1992; as applicable. 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 Astra Jet Corporation, Technical Publications, 77 McCullough Drive, suite 11, New Castle, Delaware 19720. 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. (f) This amendment becomes effective on January 19, 1994.
2000-11-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires a one-time general visual inspection to determine the part number and serial number of the spoiler servocontrol, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the spoiler servocontrol piston rod, which could result in reduced controllability of the airplane.