Results
2019-06-11: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL 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 non-compliant insulation lagging on the refrigerant hoses of the air-conditioning system. We are issuing this AD to require actions to address the unsafe condition on these products.
2007-12-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found that the fuel quantity probes harnesses installed in the left and right wing stub tanks on some Embraer ERJ- 170( ) aircraft models may not be protected in accordance with RBHA/ FAR (Regulamento Brasileiro de Homologacao Aeronautica/Federal Aviation Regulation) 25.981(a) and (b) requirements. The unsafe condition is potential ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-06-02: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4158 turbofan engines. This AD was prompted by several reports of high cycle fatigue (HCF) cracks found in the fuel nozzle supply manifold. This AD requires replacement of the affected fuel nozzles and fuel nozzle manifold supply assemblies with parts eligible for installation. This AD also requires installation of new brackets and clamps on the fuel nozzle supply manifold assemblies. We are issuing this AD to address the unsafe condition on these products.
2019-04-01: We are adopting a new airworthiness directive (AD) for HPH s. r.o. Models Glasf[uuml]gel 304C, Glasf[uuml]gel 304CZ, and Glasf[uuml]gel 304CZ-17 gliders. 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 jamming between the double two-ring end of the towing cable and the deflector angles of the center of gravity (C.G.) release mechanism. We are issuing this AD to require actions to address the unsafe condition on these products.
54-24-04: 54-24-04 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required as indicated. Several cases of cracks in the main landing gear trunnion fittings (P/N 2021A23307, 2021A23308, 2021A23309, 2021A23310) have been reported. These cracks have been in the area of the boss and the web. To preclude failure of these parts all aircraft must be inspected and reworked as follows: I. Compliance required as soon as practical but not later than December 10, 1954, unless already accomplished. Thoroughly clean fittings and inspect using a dye penetrant inspection method. If a crack is found, rework the part in accordance with item II. If no cracks exist the part must be reinspected using an 8- power magnifying glass, dye penetrant method or equivalent every 250 hours plus or minus 75 hours. II. Compliance required prior to return to service if a crack is found. The fitting may be repaired by grinding provided the crack does not exceed either 2 inches in length or exceed 0.060 inch in depth. Parts having cracks exceeding either of the above limitations must be replaced. Repaired parts must be etch inspected. Repaired parts must be reinspected using an 8-power magnifying glass, dye penetrant method or equivalent every 250 hours plus or minus 75 hours. III. New parts of the same design (P/N 2021A23307 through 23310) must be inspected at the first regular inspection period of approximately 1,000 hours after installation, and thereafter at every 250 hours plus or minus 75 hours using an 8-power magnifying glass, dye penetrant method or equivalent. IV. Replacement parts of the improved design (P/N 2021A23307-1 through 23310-1) must be inspected visually at the first regular inspection period of 1,000 hours after installation, and thereafter at intervals not exceeding 500 hours. At 7,500 hours after installation, and thereafter at every 250 hours plus or minus 75 hours, inspect the fitting using a dye penetrant method orequivalent. (NOTE: All specified inspection intervals are based on an average landing frequency of one per hour. Where average landing frequency exceeds this, there should be a corresponding decrease in the inspection intervals.) (Martin telegram of November 3, 1954, to all 202 and 202A operators covers this subject.)
2019-06-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (BHTC) Model 429 helicopters. This AD requires inspecting each main rotor pitch link rod end bearing assembly (bearing) for wear and play. This AD was prompted by reports of worn bearings. The actions of this AD are intended to prevent an unsafe condition on these products.
2005-25-08: The FAA adopts a new airworthiness directive (AD) for certain Shadin ADC-2000 air data computers (ADC) installed on airplanes. This AD requires you to replace affected ADC-2000 units with a modified unit. This AD results from reports that certain ADC-2000 units display incorrect altitude information on the Electronic Flight Information System (EFIS) to the pilot. We are issuing this AD to prevent ADC-2000 units, part numbers (P/Ns) 962830A-1-S-8, 962830A-2-S-8, and 962830A-3- S-8, configurations B, C, and D, from displaying incorrect altitude information. This could cause the flight crew to react to this incorrect flight information and possibly result in an unsafe operating condition.
2005-25-09: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) PW4000 series turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life- limited parts at each piece-part opportunity. This AD modifies the airworthiness limitations section of the manufacturer's manuals and an air carrier's approved continuous airworthiness maintenance program by adding eddy current inspections for front compressor hubs installed in PW 4000-94" engine models. This AD also adds the PW4062A engine to the applicability. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2019-06-07: We are superseding Airworthiness Directive (AD) 2016-22-05 for certain Pratt & Whitney Division (PW) PW4164, PW4164-1D, PW4168, PW4168-1D, PW4168A, PW4168A-1D, and PW4170 model turbofan engines. AD 2016-22-05 required initial and repetitive inspections of the affected fuel nozzles and their replacement with parts eligible for installation. This AD requires initial and repetitive inspections of the affected fuel nozzles and fuel nozzle supply manifold assemblies, replacement of the affected fuel nozzles with parts eligible for installation, and the installation of new brackets and clamps on the fuel nozzle supply manifold assemblies. This AD was prompted by several instances of fuel leaks on PW engines with the Talon IIB combustion chamber configuration installed. We are issuing this AD to address the unsafe condition on these products.
66-19-04: 66-19-04 SIKORSKY: Amdt. 39-269 Part 39 Federal Register August 4, 1966. Applies to Models S-58 and S-61 Series Helicopters Equipped With Tail Rotor Blades With Serial Numbers Listed in the Appendix of Sikorsky Service Bulletin 58B15-6A, Dated May 18, 1966, or 61B15-5A, Dated May 18, 1966, As Applicable. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent operation with tail rotor blades of less than minimum hardness in the flex shank area of the spar, accomplish the following: (a) Inspect S 1615-30100, S 6115-30001, and S 6117-30001 Series tail rotor blades in the manner set forth in Sikorsky Service Bulletin 58B15-6A or 61B15-5A as applicable. (b) Before further flight, remove from service blades that do not meet the minimum hardness requirements for the flex shank area of the spar specified in the applicable Service Bulletin. This directive effective August 14, 1966.
64-10-01: 64-10-01 BOEING: Amdt. 723 Part 507 Federal Register May 2, 1964. Applies to Models 707 and 720 Series Aircraft, Serial Numbers 17586 through 17628, 17630 through 17632, 17634 through 17640, 17642 through 17652, 17658 through 17690, 17692 through 17710, 17718 through 17720, 17722 through 17724, 17903 through 17906, 17908 through 17930, 18012 through 18019, on Which Boeing Service Bulletin No. 942 or an FAA Approved Equivalent Has Not Been Accomplished.\n \n\tCompliance required as indicated, unless already accomplished. \n\n\tBecause of recently discovered cracks in the stabilizer center section rear spar fitting, accomplish the following inspections and modification: \n\n\t(a) Within 125 hours' time in service after May 2, 1964, for all affected aircraft except aircraft with Serial Numbers 17658 through 17690, and within 125 hours' time in service after the effective date of this amendment for aircraft with Serial Numbers 17658 through 17690, remove upper left-hand and right-hand rear stabilizer attach pins. Inspect pins and holes in fitting lugs for cracks, by magnetic particle or dye penetrant method. Clean up any corrosion on pins and lugs. Replace any cracked part before further flight. (Boeing Service Bulletin No. 1967 (R-1) covers this same subject.) \n\n\t(b) Within 550 hours' time in service after May 2, 1964, for all affected aircraft except aircraft with Serial Numbers 17658 through 17690, and within 550 hours' time in service after the effective date of this amendment for aircraft with Serial Numbers 17658 through 17690, and at intervals not to exceed 1,650 hours' time in service from the last inspection, until (c) is accomplished, remove all stabilizer attach pins. Inspect pins and holes in fitting lugs for cracks, by magnetic particle or dye penetrant method. Clean up any corrosion on pins and lugs. Regrease pins with MIL-G-7118 grease and reinstall. Install cadmium plated pins only, unless chrome plating is required to build up pin diameter.Replace any cracked part before further flight. (Boeing Service Bulletin No. 1967 (R-1) covers this same subject.)\n \n\t(c) Within 5,000 hours' time in service after the effective date of this AD, remove left- hand and right-hand stabilizers and ream the terminal fittings on the stabilizers and torque box. Install bushings in the reamed holes according to Boeing Service Bulletin No. 942 or an FAA approved equivalent. (Boeing Service Bulletin No. 942 covers this same subject.) \n\n\tNOTE. - This AD supplements AD 64-04-02, concerning the same subject issued on February 4, 1964, and does not cancel nor supersede that AD. \n\n\tThis directive effective May 2, 1964. \n\n\tRevised August 12, 1964.
2005-25-07: The FAA adopts a new airworthiness directive (AD) for certain Raytheon Aircraft Company (Raytheon), Model 390, Premier 1 airplanes. For certain airplanes, this AD requires you (unless already done) to replace the plastic cover over the air conditioning motor module with a metallic cover and modify the air conditioning compressor motor module electromagnetic interference-radio frequency interference (EMI-RFI) filter located under the cover and reidentify the module part number. For all airplanes, the AD limits future installations of the cover for the air conditioner and the air conditioning compressor motor module. This AD results from reports that the plastic cover over the air conditioning motor module was found melted or burned and that the overheating of the EMI-RFI filter assembly located under the cover caused this damage. We are issuing this AD to prevent the melting or burning of the plastic cover. The burning of the plastic cover could result in a fire.
70-19-02: 70-19-02 AIRSEARCH: Amendment 39-1082 as amended by Amendment 39-1789. The AiResearch Manufacturing Company of Arizona. Applies to Turbopropeller Engines Model TPE331-1 and -2 installed in, but not limited to Mooney MU-2, Merlin 2B, Volpar Turboliner and Short Skyvan Aircraft. Compliance required as indicated. To detect impeding failure of the high speed pinion bearings accomplish the following: (a) New engines with less than 25 hours time in service or overhauled engines with less than 25 hours time in service since overhaul on the effective date of this AD must have the following accomplished: (1) After more than 5 hours time in service, but before exceeding 25 hours time in service after the effective date of this AD, an engine oil sample and the engine oil filter element must be returned to AiResearch Manufacturing Company, or a facility approved by the Chief, Aircraft Engineering Division, FAA, Western Region, for laboratory examination. (2) Priorto operation of the engine in excess of 35 hours time in service, either since new or since time of overhaul, the owner or operator must receive written confirmation from AiResearch, or other approved facility, that an acceptable level of oil contamination exists. (3) The provisions of (a)(1) and (a)(2), above, must be complied with after each subsequent overhaul unless the engine log book indicates that the engine was subjected to a 5 hour acceptance test as described in the FAA approved overhaul procedures as revised 1 September 1970, and a determination of acceptable oil and filter contamination was made by AiResearch or other FAA approved facility prior to returning the engine to service. (4) The provisions of (a)(1), (a)(2) and (a)(3) above do not apply to engines which have been modified in accordance with either Service Bulletin 632, Revision 2, dated December 4, 1972 or Service Bulletin TPE331-72-0064 dated February 1, 1974 and which have been subjected to the acceptance test as described in the FAA-approved overhaul procedures as revised February 1, 1974, and a determination of acceptable oil filter contamination was made by AiResearch or other FAA-approved facility prior to returning the engine to service. (b) A one time inspection of new engines with more than 25 hours but less than 50 hours time in service or overhauled engines with more than 25 hours time in service but less than 50 hours time in service since overhaul on the effective date of this AD must be accomplished: (1) Within 10 hours time in service after the effective date of this AD conduct a visual inspection of the oil filter in accordance with the engine maintenance manual. If a significant quantity of metal particles are found, the cause must be determined before further operation. NOTE: AiResearch Service Bulletin No. 624, dated 28 August 1970, or later FAA approved revision, lists for reference the serial number of all new or overhauled engines which had less than 50 hours time in service since new or overhaul on 28 August 1970, and describes an acceptable means of accomplishing items (a) and (b). (c) Within 50 hours time in service after the effective date of this AD, revise the normal procedures section of the applicable FAA approved Airplane Flight Manuals for aircraft equipped with AiResearch Model TPE331-1 and -2 engines to include a cautionary note to read as follows: "If sudden loss or significant fluctuation of torque pressure indication occurs, the engine should be promptly shut down and the cause determined before further operation." Amendment 39-1082 became effective on September 22, 1970. This Amendment 39-1789 becomes effective February 20, 1974.
2005-25-04: The FAA is adopting a new airworthiness directive (AD) for all EMBRAER Model EMB-135BJ, -135ER, -135KE, -135KL, -135LR, -145, -145ER, -145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires reviewing the airplane maintenance records for recent reports of vibration from the tail section or rudder pedals. This AD also requires repetitively inspecting the skin, attachment fittings, and control rods of rudder II to detect cracking, loose parts, wear, or damage; and related investigative/corrective actions if necessary. This AD results from reports of rudder vibration due to wear. We are issuing this AD to prevent failure of multiple hinge fittings, which could result in severe vibration, and to prevent failure of the rudder control rods, which could result in jamming of the rudder II; and possible structural failure and reduced controllability of the airplane.
2019-05-10: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report of un-torqued nuts on certain slat and flap shaft junctions of the wings. This AD requires a one-time inspection on each junction of certain slat and flap shafts for discrepancies, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2007-15-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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: This Airworthiness Directive (AD) is prompted due to the discovery of cracks in the upper wing strut fittings of some PC-6 aircraft. It is possible that the spherical bearing of the wing strut fittings installed in the underwing can be loose in the fitting or cannot rotate because of corrosion. In this condition, the joint cannot function as designed and fatigue cracks may then develop. Undetected cracks in this area could lead to failure of the upper attachment fitting. This could result in the failure of the wing structure with subsequent loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-22-15: This amendment adopts a new airworthiness directive (AD) that applies to all Slingsby Aviation Limited (Slingsby) Models Dart T.51, Dart T.51/17, and Dart T.51/17R sailplanes that are equipped with aluminum alloy spar booms. This AD requires repetitively inspecting the aluminum alloy spar booms and the wing attach fittings for delamination or corrosion damage, and repairing any delamination or corrosion damage found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the spar assembly and adjoining structure caused by delamination or corrosion damage to the aluminum alloy spar booms or the wing attach fittings, which could result in reduced controllability or loss of control of the sailplane.
98-22-12: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 767 series airplanes. This action requires repetitive detailed visual inspections to detect cracked, corroded, or stained collar fittings on both inboard trailing edge flaps; and follow-on corrective actions, if necessary. This amendment is prompted by a report indicating that a collar fitting suffered a complete fracture as a result of stress corrosion cracking. The actions specified in this AD are intended to prevent separation of the inboard trailing edge flap from the airplane due to fractured collar fittings.
98-22-06: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-6, -45, -50, -80A, and -80C2 series turbofan engines. This action requires, prior to further flight, an ultrasonic immersion inspection for cracks in stage 1 fan disks, and, if necessary, replacement with serviceable parts. This amendment is prompted by reports of cracked fan disks found during routine shop inspections on fan disks manufactured between late 1984/early 1985. The actions specified in this AD are intended to prevent fan disk failure due to cracks, which could result in an uncontained engine failure and damage to the aircraft.
64-26-02: 64-26-02 GENERAL ELECTRIC: Amdt. 39-3 Part 39 (New) Federal Register November 25, 1964. Applies to Models CT58-100-1, -100-2, -110-1 Engines; Model CT58-140-1 Engines Serial Numbers 295001 through 295018; Model T58-GE-1 Engines; and Model T58-GE-5 Engines, Serial Numbers 285001 through 285016. Compliance required as indicated. As a result of several failures of the starter drive shaft bearing and resultant engine power loss, accomplish the following: (a) For engines with a starter drive shaft bearing that has 990 or more hours' time in service on the effective date of this AD, comply with (c) within 10 hours' time in service after the effective date of this AD and at intervals thereafter not to exceed 10 hours' time in service from the last inspection. (b) For engines with a starter drive shaft bearing that has less than 990 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation of 1,000 hours' time in service and at intervals thereafter not to exceed 10 hours' time in service from the last inspection. (c) Remove the magnetic plug from the accessory drive gear casing assembly and inspect for presence of metal chips or particles. If chips or particles are found, either remove the engine from service or locate and repair the condition causing these chips or particles before further flight. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (e) Within the next 1,600 hours' time in service after July 5, 1966, accomplish the following: (1) On installations that incorporate General Electric starter Model 2CM270D3 or 2CM270D5, install front frame accessory drive pinion bearing, P/N 4002T03 (Vendor P/N HDB003-9), and modify starter by incorporating a new field winding assembly, P/N 36A227553G01 or 36A227554G01. Stamp a "B" on the starter nameplate after the starter model number on starters, Model 2CM270D3, and a "C" on the nameplate after the starter model number on starters, Model 2CM270D5, to indicate the field winding assembly has been changed. (Starter Models 2CM270D3B and 2CM270D5C have been modified at the factory.) (2) On installations which incorporate starters other than General Electric Model 2CM270D3 or 2CM270D5, install front frame accessory drive pinion bearing, P/N 4002T03D03 (Vendor P/N HDB003-9). (f) The inspections required by (a) through (c) may be discontinued upon the accomplishment of the installations and modifications specified in (e). (General Electric Commercial Engine Bulletin No. 141 and General Electric Starter Service Bulletin No. 80-2 pertain to this subject.) This directive effective November 25, 1964. Revised June 3, 1966.
80-02-04: 80-02-04 MCDONNELL DOUGLAS: Amendment 39-3663. Applicable to all Model DC-9 series aircraft equipped with non-ventral aft pressure bulkhead door, P/N 5910367, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks in the aft pressure bulkhead door, accomplish the following: \n\n\tWithin the next 25 landings, but not later than 72 elapsed hours, after the effective date of this AD, unless already accomplished in accordance with telegraphic AD T79WE-20 dated December 1, 1979, inspect the aft pressure bulkhead door as follows: \n\n\t(a)\tRemove the door from the bulkhead. \n\n\t(b)\tRemove all liner and insulation from the forward and aft sides of the door. \n\n\t(c)\tConduct a close visual inspection to detect cracks in the entire door structure including the web and doublers, paying particular attention to the areas adjacent to the inboard ends of the guide pin fittings (P/N 3913926). \n\n\t(d)\tIf cracks are found: \n\n\t\t(1)\tRepair per FAA approved data and replace the insulation and liner removed in paragraph (b), or; \n\n\t\t(2)\tThe aircraft may be operated without cabin pressurization with a placard installed in the cockpit, in full view of the pilots stating: "Pressurized flight is prohibited." \n\n\t(e)\tIf no cracks are found, replace the insulation and liner removed in paragraph (b). \n\n\t(f)\tReinstall the door in the bulkhead. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplanes unpressurized to a base where the inspections or crack repair can be performed. \n\n\t(h)\tWithin five working days after the inspection required by paragraph (c) of this AD, report the results of the inspection to the Chief, Aircraft Engineering Division, FAA Western Region. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tThis amendment becomes effective January 21, 1980.
2019-03-25: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 and A319 series airplanes, Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes, and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that taperloks used in a certain wing-to-fuselage junction were found to be non-compliant with the applicable specification, resulting in a loss of pre-tension in the fasteners. This AD requires repetitive special detailed inspections of the center and outer wing box lower stiffeners and panels at a certain junction on the left- and right-hand sides for any cracking, and repair if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also provides an optional modification, which would terminate the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
2005-25-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires replacing the point "D" splice fitting between windows number 1 and 2 with a new splice fitting, performing an eddy current inspection for cracking of the holes in the structure common to the new splice fitting, including doing any related investigative actions; and corrective actions if necessary. This AD results from full-scale fuselage fatigue testing on the splice fitting that failed prior to the design objective on Boeing Model 737-800 series airplanes, and a report of a cracked splice fitting on an operational airplane. We are issuing this AD to prevent cracking of the existing fitting that may result in cracking through the skin and consequent decompression of the flight cabin.
80-01-01: 80-01-01 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 3640. Applies to Model P68 and P68B airplanes, Serial Numbers 1 through 88, except Serial Numbers 03 and 04, certificated in all categories, which do not have stabilator balance weight attachment channel stiffeners, P/N R-0009-2, installed. Compliance is required as indicated unless already accomplished. To prevent loss of the stabilator balance weight accomplish the following: (a) Within 25 hours time in service after the effective date of this AD for those airplanes which have more than 500 hours total time in service, inspect the stabilator balance weight attachment channel, P/N 68-3.3017-3, for cracks, using the dye penetrant method or an equivalent method approved by an FAA maintenance inspector. (b) If no cracks are found during the inspection required by paragraph (a) of this AD - (i) Return the aircraft to service, and (ii) Repeat the inspection in paragraph (a) of this AD at intervals not to exceed 25 hours time in service from the last inspection. (c) If cracks are found during any inspection required by paragraph (a) or (b) of this AD, before further flight, except that aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed, install channel stiffeners, P/N R-0009-2, in accordance with section titled "INSTRUCTION" in Partenavia Service Bulletin No. 36, revision 1, dated March 24, 1978, (hereinafter referred to as the service bulletin) or an FAA-approved equivalent, and Partenavia Drawing No. R-0009, titled "Stabilator Balance Weight Attachment Channel Modification Scheme" dated March 31, 1978, (hereinafter referred to as the drawing), or an FAA-approved equivalent. (d) Within 100 hours time in service after the effective date of this AD, without regard to total time in service, install 2 channel stiffeners, P/N R-0009-2, in accordance with the service bulletin and drawing, or an FAA-approved equivalent.(e) The inspections required by paragraphs (a) or (b) of this AD may be discontinued when the stiffeners, P/N R-0009-2, are installed. (f) An equivalent method of compliance with the modification required by paragraph (c) or (d) of this AD must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Federal Aviation Administration, Europe, Africa and Middle East Region, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 2, 1980.
2005-25-02: The FAA is superseding an existing airworthiness directive (AD), which applies to all Aerospatiale Model ATR42-200, ATR42-300, and ATR42-320 airplanes. That AD currently requires inspections to determine the proper installation of rivets in certain key holes and to detect cracks in the area of the key holes where rivets are missing; and correction of discrepancies. The existing AD also requires various inspections of the subject area for discrepancies, and corrective actions if necessary; and replacement of certain cargo door hinges with new hinges. For certain airplanes, the existing AD also requires replacement of friction plates, stop fittings, and bolts with new parts. This new AD requires additional corrective actions for certain airplanes. This AD results from discovery of cracks around key holes on certain fuselage frames where rivets were missing. We are issuing this AD to prevent fatigue cracks of the cargo door skin, certain frames, and entry door stop fittings and friction plates, which could result in reduced structural integrity of the airplane.