Results
2000-21-01: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect corrosion or fatigue cracking of certain structural elements of the airplane; corrective action, if necessary; and incorporation of certain structural modifications. This amendment is prompted by new recommendations related to incidents of fatigue cracking and corrosion in transport category airplanes that are approaching or have exceeded their economic design goal. The actions specified by this AD are intended to prevent corrosion or fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane.
2022-22-04: The FAA is superseding Airworthiness Directive (AD) 2018-03- 12, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2018-03-12 required repetitive rototest inspections for cracking of the fastener holes in certain door stop fittings, and repair if necessary. This AD was prompted by new analysis by the manufacturer that resulted in optimized compliance times for the inspections. This AD continues to require repetitive rototest inspections for cracking of the fastener holes in certain door stop fittings at revised compliance times, and corrective actions if necessary, 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.
71-01-02: 71-01-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1133. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated. To prevent failure of the flap gearbox drive motor assembly due to break-up of the steel inner clutch plate, accomplish the following: (a) Within the next 25 landings after the effective date of this AD, or within the next 700 landings after the clutch plate was replaced in accordance with AD 68-23-07, whichever occurs later, unless already accomplished, accomplish the following: (1) Replace the flap gearbox drive motor clutch assembly with a solid spline adaptor by incorporating Rotax Modification No. 4603c Part A in accordance with Rotax Service Bulletin 24-337, Revision 2, dated November 24, 1969, or later ARB-approved issue or an FAA- approved equivalent. (2) Replace obsolete clutch driving shafts, clutch shafts, and brake drum assemblies of the flap gearbox drive motor assembly having obsolete part numbers, with serviceable replacement components having replacement part numbers, in accordance with the following table: Component Obsolete Part Numbers Replacement Part Numbers Clutch driving shaft N117500 and N145421 N149327, N187295, or N196101 Clutch shaft Brake drum assembly N98825 N117504 and N117504/1 N149328 N149329 (3) Replace clutch driving shafts P/Ns N149327 or N187295, having a total of 5,000 or more landings on the shaft with a serviceable shaft, P/N 149327, N187295, or N196101. (b) Replace clutch driving shafts P/Ns N149327 and N187295 at intervals not to exceed 5,000 landings on the shaft, and replace clutch driving shafts P/N N196101 at intervals not to exceed 10,000 landings on the shaft. (c) Within the next 500 landings after the effective date of this AD, unless already accomplished within the last 4,500 landings, and thereafter at intervals not to exceed 5,000 landings since the last inspection, visually inspect the brake drum assembly P/N 149329 for cracks in accordance with Rotax Service Bulletin No. 24-142 dated February 11, 1966, or later ARB-approved issue or an FAA-approved equivalent, and replace drums found to be cracked with serviceable drums of the same part number. (d) Upon completion of the replacements required by paragraph (a), remove the placard and the temporary in flight procedures in the Airplane Flight Manual required by AD 68- 23-07. (e) For the purpose of complying with this AD, subject to acceptance by the assigned maintenance inspector the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from take-off to landing for the BAC Viscount airplane. (British Aircraft Corporation Preliminary Technical Leaflets No. 148 and No. 283 cover this same subject.) This supersedes Amendment 39-263 (31 F.R. 10022), AD 66-19-05, and Amendment 39- 695 (33 F.R. 16493), AD 68-23-07. Thisamendment becomes effective January 21, 1971.
2000-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a detailed visual inspection to detect evidence of wear or contact between the precooler support fitting and link assembly; and rework and reidentification of the fitting. This amendment is prompted by a report of rupturing of a diffuser case on a PW JT9D-7Q engine due to cracking in the outer pressure wall in the rear skirt area. The actions specified by this AD are intended to prevent contact between the precooler support link and the precooler support fitting, which could contribute to an uncontained failure of the diffuser case and damage to the airplane.
78-08-06: 78-08-06 BRITISH AIRCRAFT CORPORATION: Amendment 39-3186. Applies to Model BAC 1-11 200 and 400 Series airplanes certificated in all categories, which have a rear passenger door installed in the aft pressure bulkhead. Compliance is required as indicated. To detect cracking and prevent possible failure of the door structure under pressure loads, accomplish the following: (a) Prior to accumulating 30,000 landings or within 800 flight hours time in service after the effective date of this AD, whichever occurs later, unless accomplished within the last 800 flight hours, and thereafter at intervals not to exceed 800 flight hours from the last crackfree inspection, inspect the passenger door in the aft pressure bulkhead for cracks in accordance with paragraph 2.2 of the section entitled "Accomplishment Instructions" of British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2, dated July 4, 1977, or an FAA-approved equivalent. (b) If horizontal cracks arefound during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations of (b)(1) and (b)(2) noted below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection. (1) Cracks in the skin panel must not exceed 3 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure which are parallel to and between the heel line and lightening holes must not exceed 2 inches in length, must be limited to one crack per horizontal member and adjacent horizontal members must be crackfree. (c) If horizontal cracks are found during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations noted in (c)(1) and (c)(2)below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection and the cabin pressure differential is limited to a maximum of 5.5 pounds per square inch for flight operations with cracks unrepaired. (1) Cracks in the skin panel must not exceed 6 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure are of the type and do not exceed the limitations of paragraph (b)(2) of this AD. (d) Within 300 flight hours from the initial detection of a skin crack in excess of 3 inches in length, repair cracks in doors which are allowed to remain in service subject to the conditions in paragraphs (b) and (c) of this AD in accordance with sections 51-20-0 and 52-02-5 of the Structural Repair Manual for the Model, and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours time in service. (e) If cracks are found during any of the inspections required by this AD that exceed the limitations specified in subparagraphs (b)(2) or (c)(1) of this AD, or are of a type which extend across the door frame, vertically across horizontal members, from a lightening hole to the heel line of the horizontal member, or between lightening holes, before further pressurized flight, repair the cracks in accordance with sections 51-20-0 and 52- 02-5 of the Structural Repair Manual for the Model and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours from the time of the repair. (f) Upon incorporation of British Aircraft Corporation Modification 52-PM5448, compliance with this AD is no longer required. (g) For the purpose of complying with this AD where number of landings has not been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total airplane flight hours by the operator fleet average time from takeoff to landing for the airplane type. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East 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 that operator. NOTE: For additional clarification of types of cracking to be expected and crack limitations, refer to British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2 (pages 1 and 2) dated July 4, 1977, and issue 1 (pages 3-5) dated March 16, 1977. This amendment becomes effective May 15, 1978.
74-26-02: 74-26-02 CONSOLIDATED AERONAUTICS: Amendment 39-2041. Applies to Colonial Model C-1, C-2 and Lake Model LA-4, LA-4A, LA-4P and LA-4-200 airplanes through serial number 599 certificated in all categories. Compliance required as indicated. To prevent loss of rudder control as a result of the failure of the arms of the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection except as provided in Paragraph (b) or until replaced in accordance with Paragraph (c): Visually inspect the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc. Service Letter L- 50, or later FAA approved revision. (b) When rudder bellcrank assembly, P/N 2-7109-1 has arm P/N's 2-7109-23 and 2- 7109-24 installed or has arms of .080 inches or greater thickness installed, the inspection specified in paragraph (a) may be discontinued. (c) Replace rudder bellcrank assemblies having cracked or deformed arms before further flight with a new rudder bellcrank assembly P/N 2-7109-1 having arms of .080 inches or greater thickness, or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. (d) 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 from the manufacturer may obtain copies upon request to Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. These documents may also be examined at the Office of Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. This amendment becomes effective December 27, 1974.
2015-26-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark [[Page 1875]] 1000, 2000, 3000, and 4000 airplanes. This AD was prompted by a design review, which revealed that no controlled bonding provisions are present on a number of critical locations outside the fuel tank. This AD requires installing additional and improved fuel system bonding provisions, and revising the airplane maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
2010-21-04: The FAA is superseding two existing airworthiness directives (ADs), which apply to certain Model 747-100, 747-200B, and 747-200F series airplanes. The existing ADs currently require inspections to detect fatigue-related skin cracks and corrosion of the skin panel lap joints in the fuselage upper lobe, and repair if necessary. One of the existing ADs, AD 94-12-09, also requires modification of certain lap joints and inspection of modified lap joints. The other AD, AD 90-15- 06, requires repetitive detailed external visual inspections of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion, and related investigative and corrective actions. This AD reduces the maximum interval of the post-modification inspections, and adds post-repair inspection requirements for certain airplanes. This AD results from reports of cracking on modified airplanes. We are issuing this AD to detect and correct fatigue cracking and corrosion in the fuselage upper lobeskin lap joints, which could lead to rapid decompression of the airplane and inability of the structure to carry fail-safe loads.
2000-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Israel Aircraft Industries, Ltd., Model Astra SPX and 1125 Westwind Astra series airplanes, that requires a one-time inspection of the position of the aileron autopilot servo and attachment arm; follow-on actions; and corrective actions, if necessary; and installation of a stopper angle on the servo bracket. This action is necessary to prevent the control link of the aileron autopilot servo from being driven overcenter, which could result in roll oscillations when the autopilot is engaged. This action is intended to address the identified unsafe condition.
2000-21-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace BAe Model ATP airplanes. This action requires repetitive inspections to detect damage of the torque link apex joint of the left- and right-hand main landing gear (MLG); and replacement of nuts, pins, and bolts with new parts, if necessary. This action is necessary to prevent separation of the top and bottom torque links, and consequent loss of directional control of the MLG. This action is intended to address the identified unsafe condition.
47-40-02: 47-40-02 CONTINENTAL: (Was Mandatory Note of Airworthiness Directive Supplement Dated October 3, 1947.) Applies Only to the Following Models: Cessna 120 and 140, Commonwealth (Rearwin) 185, Superior (Culver) V and V2, Air Products (Erco) 415C, McClish (Funk) B85C, Universal (Globe) GC-1A, GC-1B, Silvaire (Luscombe) 8E, and Piper J3C-65, J4E, J5A Having Continental C75-12 or -12F Engines With Serial Numbers Below 1794-6-12 Except 1788-6-12: Airplanes Having Continental C85-12, -12F or -12FHJ Engines With Serial Numbers Below 20668-6-12 Except: 20656-6-12, 20658-6-12, 20659-6-12, 20661-6-12, and 20666- 6-12; Airplanes Having Continental C125-1 or -2 Engines With Serial Numbers Below 1046-6-12 Except: 1034- 6-12, 1037-6-12 Through 1042-6-12, and 1044-6-12. Compliance required immediately if engine has attained or passed 600-hour major overhaul period, but in any event not later than December 31, 1947, or 600 hours of operation, whichever occurs first. A certain percentage of piston pins installed in engines of the above numbers and distributed as replacement parts are subject to failure without warning. The weakness of these pins cannot be detected by normal inspection methods. Piston pin breakage can result in complete engine failure. It is the owner's responsibility to avoid this risk by making the following change at the earliest possible time. Replace piston pin assembly No. 22248-A1 (0.6875-inch inside diameter) with thick wall piston pin assembly No. 25121-A1 or 25262-A1 (0.5945-inch inside diameter). Supplies of the heavy wall pins are adequate so that immediate replacement can be effected. (Continental Service Bulletin No. M47-9 covers this same subject.)
2016-01-01: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-46-500TP airplanes. This AD was prompted by a report of the wing upper skin joints being manufactured without sealant, which allows water to enter and stay in sealed, bonded stringers. This AD requires inspecting the upper wing surface for sealant; inspecting the wing stringers for water intrusion; inspecting for deformation and corrosion if evidence of water intrusion exists; and taking corrective actions as necessary. We are issuing this AD to correct the unsafe condition on these products.
2009-01-05: 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: Embraer has issued the Service Bulletin (SB) No. 145-00-0032 to provide instructions to modify the EMB-145 ( ) aircraft and allow operation with an increased Maximum Takeoff Weight (MTOW). Reassessment of the Damage Tolerance Analysis during development of the SB resulted in changes to the Airworthiness Limitation Items (ALI) for those modified aircraft to include new tasks and to revise some existing ones and its respective intervals. Failure to inspect some structural components, according to the new tasks and intervals for those modified aircraft, could prevent a timely detection of fatigue cracking. Undetected fatigue cracking in these componentscould adversely affect the structural integrity of these airplanes. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-24-06: 93-24-06 GENERAL DYNAMICS (CONVAIR): Amendment 39-8755. Docket 93-NM-44-AD. Applicability: All Model 340, 440, and C-131B through C-131H (military) series airplanes, certificated in any category, including those airplanes modified for turbo-propeller power. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of an elevator or rudder, resulting from installation of a suspected unapproved part, accomplish the following: (a) Within 400 hours time-in-service or 180 days after the effective date of this AD, whichever occurs first, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Remove the elevators and rudder in accordance with Parts 2.A.1. and 2.B.1., respectively, of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993; perform a detailed visual inspection of the elevator and rudder hinge pins and bushings to detect wear in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990; and perform a detailed visual inspection of the elevator and rudder bearing plate assemblies to detect cracks and of the elevator and rudder bearings to detect chattering, looseness, dryness, or binding in accordance with Parts 2.A. and 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (i) If any pin or bushing is worn, prior to further flight, replace the worn pin or bushing with a serviceable pin or bushing in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990. (ii) If any cracked bearing plate assembly is found, prior to further flight, replace the cracked bearing plate assembly with a serviceable bearing plate assembly in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (iii) If any chattering, loose, dry, or seized bearing is found, prior to further flight, replace the discrepant bearing with a serviceable bearing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (2) Perform a hardness test to determine the equivalent strength of the elevator and rudder hinge pins and bushings in accordance with normal maintenance procedures. If the equivalent strength of any pin or bushing does not meet the type design strength specified in paragraph (a)(2)(i) or (a)(2)(ii) of this AD, as applicable, prior to further flight, replace the discrepant pin or bushing with a serviceable pin or bushing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. Elevator and rudder hinge pins and bushings received directly from Convair that bear the Convair mark are excluded from the requirements of this paragraph. The Convair mark is an etched mark, which appears as follows: CV SD The Convair mark is located on the top of the hinge pin and on the top of the bushing. (i) For airplanes having pin assembly 240-2010908-1, the pins and bushings must meet type design strengths specified as follows: Part Part No. Type Design Strength Pin GD/Convair 240-2010904 170-195 ksi Bushing GD/Convair 240-2010903-7 120-145 ksi (ii) For airplanes having pin assembly 240-2010908-3, the pins and bushings must meet type design strengths specified as follows: Part Part No. Type Design StrengthPin GD/Convair 240-2010904 170-195 ksi Bushing GD/Convair 340-2015903 125-145 ksi Bushing Allison 9015192 120-145 ksi (3) Reinstall the elevator and rudder, and ensure that proper mating of the pin and bushing tapered surfaces exists in accordance with Parts 2.A.5. and 2.B.5. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993. (b) Repeat the requirements of paragraphs (a)(1) and (a)(3) of this AD at intervals not to exceed 2,000 hours time-in-service or 2 years, whichever occurs first, in accordance with Item 55-2-9 of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991. NOTE 1: Paragraph (b) of this AD restates a requirement for repetitive actions contained in AD 92-06-06, Amendment 39-8186. Accomplishment of paragraphs (a)(1) and (a)(3) of this AD satisfies the corresponding requirements contained in AD 92-06-06. (c) In accordance with the schedules specified in paragraphs (c)(1) and (c)(2) of this AD, report inspection results to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (1) Within 72 hours after accomplishing the initial inspection required by paragraph (a) of this AD, report inspection results, positive or negative. A "positive" inspection result is defined as any finding of a discrepant part in the pin, bushing, or support structure. (2) Within 72 hours after accomplishingany repetitive inspection required by paragraph (b) of this AD, report any positive inspection result. (d) As of the effective date of this AD, no person shall install an elevator or rudder hinge pin or bushing on any airplane unless, prior to installation, the pin or bushing has been tested for hardness and meets the specified type design strength in accordance with paragraph (a)(2) of this AD, or unless the pin or bushing bears the Convair mark described in that paragraph. (e) 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, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (f) 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. (g) The elevator/rudder removal and reinstallation, replacements, and inspections shall be done in accordance with General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21,1990; General Dynamics, Convair Division, Alert Service Bulletin 640(340D) S. B. No. A55-7, dated March 22, 1993; and General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991; as applicable. The incorporation by reference of General Dynamics, Convair Division, Service Bulletin 640(340D)55-5, dated September 21, 1990; and General Dynamics, Convair Division, Alert Service Bulletin 640(340D)S. B. No. A55-7, dated March 22, 1993; was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, Revision 1, dated April 15, 1991, including Addenda I, II, and III, all dated April 15, 1991, was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of April 22, 1992 (57 FR 9382, March 18, 1992). Copies may be obtained from General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92186-5377. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on January 18, 1994.
92-14-05: 92-14-05 AEROSPATIALE: Amendment 39-8287. Docket No. 92-NM-05-AD. Supersedes AD 85-12-04, Amendment 39-5076. Applicability: Model Nord 262A airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent corrosion of the rudder hinge support assembly, that could lead to loss of rudder control, accomplish the following: (a) Within 100 hours time-in-service or three months, whichever occurs first after July 5, 1985 (the effective date of AD 85-12-04, Amendment 39-5076), inspect and protect against corrosion, or replace components if necessary, in accordance with paragraph II, Accomplishment Instructions, of Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 2, dated January 31, 1984. Repeat the inspection at intervals not to exceed 6 years. (b) Within 6 years after the most recent inspection performed in accordance with paragraph (a) of this AD, perform a visual and X-ray inspection of therudder hinge support assembly for corrosion and apply corrosion protection treatments, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. Compliance with this paragraph constitutes terminating action for the inspection requirements of paragraph (a) of this AD. (c) As a result of the visual inspection required by paragraph (b) of this AD, accomplish either paragraph (c)(1) or (c)(2) of this AD, as applicable: (1) If no corrosion is detected, repeat the visual inspection at intervals not to exceed 6 years. (2) If corrosion is detected, accomplish either paragraph (c)(2)(i) or (c)(2)(ii) of this AD, as applicable: (i) If internal corrosion is penetrating tube walls, or if deformation or buckling is evidenced, or if external corrosion is outside the tolerance limits specified in Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991: Prior to further flight, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991. Thereafter, at intervals not to exceed 6 years, repeat the visual inspection of tubes not replaced, as well as tubes replaced as a result of accomplishing Modification 861 described in the Service Bulletin 55-11, Revision 2, dated May 25, 1991. (ii) If internal corrosion is not penetrating tube walls, or if external corrosion is within the tolerance limits specified in Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991: Prior to further flight, apply external protective treatment in accordance with that Aerospatiale service bulletin. Thereafter, repeat the visual inspection at intervals not to exceed 6 years. (d) As a result of the X-ray inspection required by paragraph (b) of this AD, accomplish either paragraph (d)(1) or (d)(2) of this AD, as applicable: (1) If no corrosion or buckling is detected: Prior to further flight apply internal protective treatment, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (2) If any corrosion is detected, accomplish either paragraph (d)(2)(i) or (d)(2)(ii) of this AD, as applicable: (i) If corrosion is detected on both tubes of the upper support tube section, or on the lower support tube section, or on the support tube assembly: Prior to further flight, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (ii) If corrosion is detected on only one tube of the upper or lower support tube sections: Within 3 months or 600 landings of the discovery of corrosion, whichever occurs first, replace corroded components in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991. (e) Accomplishment of Modification 866, in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991, constitutes terminating action for the inspections required by this AD for the component replaced. (f) An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch. (g) 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. (h) The inspections, corrosion protection treatments, and replacement shall be donein accordance with Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 3, dated May 25, 1991; or Aerospatiale N262 Fregate Service Bulletin No. 55-10, Revision 2, dated January 31, 1984, which contains the following list of effective pages: Page Number Revision Level Date 1, 10-12 2 January 31, 1984 2-9, 13-18 1 December 29, 1981 The modification shall be done in accordance with Aerospatiale 262-Fregate Service Bulletin No. 55-11, Revision 2, dated May 25, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-6 2 May 25, 1991 7-13 Original December 29, 1981 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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. (i) This amendment becomes effective on September 8, 1992.
2016-01-08: We are superseding Airworthiness Directive (AD) 2013-13-04, for certain Airbus Model A318, A319, A320, and A321 series airplanes. AD 2013-13-04 required installing a power interruption protection circuit for the landing gear control interface unit (LGCIU). This new AD requires a new modification of any previously modified LGCIU. This new AD also requires revising the maintenance or inspection program to reduce a certain functional check interval. This new AD also adds airplanes to the applicability. This AD was prompted by a determination that additional work is necessary to adequately address the identified unsafe condition. We are issuing this AD to prevent untimely unlocking and/or retraction of the nose landing gear (NLG), which, while on the ground, could result in injury to ground personnel and damage to the airplane.
2016-01-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that the horizontal stabilizer trim actuator (HSTA) spur gear bolts inside the gearbox were found loose, broken, or backed out due to incorrect bending of the anti-rotation tab washer and the improper application of Loctite glue during installation. This AD requires replacing certain HSTAs with a new HSTA. This AD also requires revising the airplane flight manual (AFM) and the maintenance or inspection program, as applicable. We are issuing this AD to prevent failure of the HSTA and subsequent loss of control of the airplane.
2000-20-17: This amendment adopts a new airworthiness directive (AD) for Eurocopter France (ECF) Model AS332C, L, and L1 helicopters. This AD requires inspecting the horizontal stabilizer spar tube (spar tube) for corrosion, hardness, cracks, and scratches, and if necessary, replacing any unairworthy spar tube and bushing with an airworthy spar tube and bushing. This amendment is prompted by the loss of a horizontal stabilizer in flight due to a spar tube failure. The actions specified by this AD are intended to prevent failure of the spar tube, separation of the horizontal stabilizer and impact with the main or tail rotor, and subsequent loss of control of the helicopter.
84-13-01: 84-13-01 FAIRCHILD (SWEARINGEN): Amendment 39-4885. Applies to Models SA226- TC, (S/N 398 and up); SA227-AC; SA227-AT and SA227-TT (all serial numbers) airplanes certificated in any category. NOTE: The model prefix has been omitted from serial numbers listed in this AD to simplify the AD. Use the sequential number to determine AD applicability. Compliance: Required as indicated, unless already accomplished. To prevent cockpit fires, accomplish the following: (a) On all applicable models and serial numbers, within the next 50 hours time-in- service after the effective date of this AD, modify and inspect the generator control junction box (J- box) and wire terminations in accordance with Fairchild SB's 24-003 (SA227 series) dated March 21, 1983, or 24-021 (SA226-TC) dated March 21, 1983. (b) Within 200 hours time-in-service since new or the last inspection per AD 84-05-01 or 50 hours time-in-service after the effective date of this AD, whichever occurs later, and within each 200 hours time-in-service thereafter. (1) On Models SA226-TC (S/N 398 and up) and SA227-AC, -AT, -TT (S/Ns 406, 415, 416 and 420 through 583) airplanes; (i) Verify that all 3 flammable fluid external drains are open. (ii) Feel the bottom of flammable fluid bag for pockets of oil. If oil is detected, push up lower spot in bag toward either the right or left drain. Verify that oil comes out of one or all of the drains. Temporarily place rags in lower left bag just forward of the open area to prevent fluid from draining into belly of aircraft. Remove instruments as necessary to allow access to the bag. Unzip a small portion of the bag to determine cause of leak. Correct cause of leak. Clean bag with rags using Brulin Super 816 detergent in 3 parts water to 1 part detergent or an equivalent industrial cleaner (detergent) per AMS 1526 or 1547 or 1550. Use rags to clean out any residue that may havecollected in the lower left bag. Close all opened flammable fluid protection bags and handshape the bags to encourage flow of leakage toward the bag drains. (iii) The inspections required by paragraph (b)(1)(i) and (ii) above are not required when improved brake master cylinders are incorporated per Fairchild Service Bulletins 226-32-046 applicable to the Models 226 series airplanes or 32-013, Option 2, applicable to the Model 227 series airplanes. (2) On Models SA226-TC (S/N TC-398 thru TC-419) and SA227-AC, -AT, and -TT (S/N 406, 415, 416 and 420 thru 609 except AC-580, AC-582 and AC-583) airplanes; (i) Visually check oxygen lines for separation from moving components and for leakage using MIL-L-25567B leak detector solution or equivalent as specified in Fairchild Maintenance Manual. Minimum clearance between oxygen lines and all moving parts must be at least 2 inches. Give particular attention to the fittings in the vicinity of the cockpit side panelsand instrument panel area and the fittings on the oxygen supply line from the oxygen bottle to the cockpit. If leaks are found, prior to further flight, correct as necessary. See Fairchild Maintenance Manual Section 35-00-06 (SA226) and Section 35-00-05 (SA227) for proper maintenance of lines and fittings. NOTE: FAA Advisory Circular 43.13-1A, Chapter 10, paragraph 393, Chapter 8, paragraph 363, contains additional guidance pertaining to these inspections and corrective action. (ii) The inspections required by paragraph (b)(2)(i) above are not required when Fairchild Service Bulletin SB 226-35-002, 227-35-003 or 227-35-004 as applicable to the Models 226 or 227 series airplanes are incorporated. (3) On Models SA226-TC (S/Ns 398 and up) and SA227 (all models and S/Ns) airplanes not equipped with optional antiskid system; (i) Visually inspect the brake reservoir vent area located on the forward pressure bulkhead in front of the pilot for signs of hydraulic fluid contamination. (ii) Before further flight, clean or replace as necessary any hydraulic fluid-contaminated structure, insulation, or soundproofing. (c) On Models SA226-TC (S/N TC398 and up) and Models SA227-AC, -AT, -TT (S/Ns 415, 416, and 420 thru 599) airplanes, within 200 hours time since new or within 50 hours time-in-service after the effective date of this AD whichever occurs later, visually inspect the electrical wires and their supports in the vicinity of the cockpit side panels and behind the instrument panel on both sides of the aircraft for contact or inadequate clearance between the wires and adjacent components including hydraulic and oxygen lines or structure. It is desirable to maintain a 6-inch clearance between oxygen tubing and electrical wires. If this is not possible, fasten all electrical wires securely so that they cannot come to within 2 inches of oxygen tubing. If 2 inches cannot be maintained, reroute oxygen line or wires as necessary to get the maximum possible clearance and then add additional support and/or "butterfly" clamp as necessary to prevent contact between oxygen lines and electrical wires bundles. Accomplishment of paragraph (a)(4) of AD 84-05-01 satisfies this requirement. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) The intervals between repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, ASW-150, Southwest Region, FAA, Fort Worth, Texas 76101; telephone (817) 877-2070. This AD supersedes AD 84-05-01, Amendment 39-4822. This Amendment 39-4885 becomes effective on July 5, 1984.
89-22-14: 89-22-14 BEECH: Amendment 39-6357. Applicability: 90, 200, and 300 series airplanes (all serial numbers) certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible aileron flutter, accomplish the following: (a) For Models C90A (S/N LJ-1132 through LJ-1167), B200 (S/N BB-1246 through BB-1285 except BB-1272), 300 (S/N FA-91 through FA-140 except FA-120 and FA-128), A200CT (S/N BP-59 through BP-63), and B200C (S/N BP-64 through BP-66 and BV-1 through BV-8), inspect each aileron using the tap procedure in Beech Service Bulletin No. 2256, dated November 1988. If this inspection shows the presence of foam, prior to further flight remove the foam in accordance with the procedures in the above Service Bulletin. (b) For all other affected airplanes, check the airplane records to determine if any aileron has been replaced for any reason subsequent toJanuary 1, 1985. If so, inspect the aileron using the tap procedure in Beech Service Bulletin No. 2256. If this inspection shows the presence of foam, prior to further flight remove the foam in accordance with the procedures in the above Service Bulletin. NOTE 1: If the applicability of paragraph (b) is uncertain, perform a "tap test" on each area between the rivet rows along the aft 8.0 inches of the aileron skins. Use care in tapping to reduce the possibility of chipping the paint. (1) A tinny, hollow sound indicates an acceptable area. (2) A solid, heavy sound indicates that Scotch foam is present and must be removed. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. NOTE 2: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to the Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, KS 67201-0085; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6357, AD 89-22-14) becomes effective on November 17, 1989.
2015-27-01: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-76B, -77B, -85B, -90B, and -94B turbofan engines. This AD requires performing an eddy current inspection (ECI) or ultrasonic inspection (USI) of the high-pressure compressor (HPC) stage 8-10 spool and removing from service those parts that fail inspection. This AD was prompted by an uncontained failure of the HPC stage 8-10 spool, leading to an airplane fire. We are issuing this AD to prevent failure of the HPC stage 8-10 spool, uncontained rotor release, damage to the engine, and damage to the airplane.
2000-20-12: This amendment adopts a new airworthiness directive (AD) that applies to all Aerotechnik s.r.o. (Aerotechnik) Model L 13 SEH VIVAT sailplanes. This AD requires you to inspect the tail-fuselage hinge for strength requirements and damage, and also requires you to replace any hinge with damage or that does not meet strength requirements. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. The actions specified by this AD are intended to detect and correct any tail-fuselage hinge that is damaged or has inadequate material characteristics. Any tail-fuselage hinge with damage or inadequate material characteristics could fail and result in loss of controlled flight.
80-19-02: 80-19-02 HILLER AVIATION: Amendment 39-3910. Applies to Hiller UH-12D and UH-12E (including 4-place) helicopters certificated in all categories which have been converted to turbine power under Soloy Conversions, Ltd. Supplemental Type Certificates SH177WE or SH178WE. Compliance required within 500-hours operating time or 180 days, whichever occurs first, after the effective date of this AD. To prevent engine, transmission, or driveline failure and the resultant loss of power, replace Soloy Part Number 560-2408-2 engine output coupling shaft with Soloy Part Number 660-2408-3 shaft in accordance with Soloy Service Bulletin Number 12-560 dated May, 21, 1980, or later FAA approved revisions. Equivalent methods of compliance may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. 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 from the manufacturer, may obtain copies upon request to Soloy Conversions, Ltd., Post Office Box 60, Chehalis, Washington 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective October 11, 1980.
2000-20-11: This amendment adopts a new airworthiness directive (AD) that applies to all LET Aeronautical Works (LET) Model L-13 "Blanik" sailplanes. This AD requires you to inspect the tail- fuselage hinge for strength requirements and damage, and also requires you to replace any hinge with damage or that does not meet strength requirements. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the Czech Republic. The actions specified by this AD are intended to detect and correct any tail-fuselage hinge that is damaged or has inadequate material characteristics. Any tail-fuselage hinge with damage or inadequate material characteristics could fail and result in loss of controlled flight.
71-19-04: 71-19-04 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1286. Applies to Viscount Models 744 and 745D airplanes. Compliance is required as indicated. To prevent cabin depressurization due to leakage through cracks in the rear pressure bulkhead boundary member accomplish the following: (a) For airplanes that have accumulated 25,000 or more landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 3.5 p.s.i. and (2) Within the next 25 landings after the effective date of this AD comply with paragraph (d). (b) For airplanes that have accumulated 20,000 or more landings but less than 25,000 landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 4.5 p.s.i. and (2) Within the next 50 landings after the effective date of this AD comply with paragraph (d). (c) For airplanes that have accumulated less than 20,000 landings on the effective date of this AD, before the accumulation of 20,000 landings or before the accumulation of 100 landings after the effective date of this AD, whichever occurs later, comply with paragraph (d). (d) Inspect the rear pressure bulkhead boundary member around the complete circumference of the boundary member for cracks - (1) Using the eddy current method, with a standard pencil non ferrous probe, along the forward inside bend radius of the boundary member, or (2) Visually inspect using a magnifying lens of at least 10 powers. (e) If any cracks in the boundary member are found during the inspection required by paragraph (d), before further flight repair the cracked boundary member - (1) By reinforcing the cracked portion of the boundary memberwith a length of serviceable boundary member section which extends at least three inches beyond the extremities of any crack; or (2) By replacing the cracked portion with a length of serviceable boundary member section; connecting the replacement section by typical type joint plates. (f) The placard required by paragraph (a) or (b) may be removed after paragraph (d) and paragraph (e), if applicable, have been accomplished. (g) 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 each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC campaign wire SS1073V refers to this subject.) This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated August 6, 1971, which contained this amendment.