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86-07-10: 86-07-10 BOEING: Amendment 39-5284. Applies to all Model 767 airplanes, certificated in any category, equipped with slide packboard Part Number 416T2003-14 or slide/raft packboard Part Number 416T2003-15. To ensure that the escape slide release mechanism operates properly, accomplish the following, unless already accomplished: \n\n\tA.\tAccomplish the inspection, test, and modification procedures in accordance with Boeing Service Bulletin 767-25-A0071, dated September 27, 1985, or later FAA-approved revisions, as follows: \n\n\t\t1.\tFor packboards that have been in service over twenty-one months on the effective date of this AD, accomplish the inspection and modification within the next three months after the effective date of this AD. \n\n\t\t2.\tFor all other packboards, accomplish the inspection and modification prior to the accumulation of twenty-four months in service. \n\n\tB.\tAll packboards must meet the test requirements of Boeing Service Bulletin 767- 25-A0071, Part III.C., Figure 1, circle Note 4, after modification. Packboards not meeting these requirements must not be placed in service. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 16, 1986.
88-03-07: 88-03-07 CESSNA: Amendment 39-5841. Applies to Cessna Models 340, 340A (Serial Numbers 340-0001 thru 340A1817) and 414 (Serial Numbers 414-0001 thru 414-0965) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To detect and correct fuel line chafing or fuel leaks behind the engine firewall, accomplish the following: (a) Remove both firewall access covers and inspect the crossfed fuel lines for evidence of chafing in accordance with Cessna Service Bulletin No. MEB87-7, Revision 1, dated January 8, 1988. (b) If, as a result of the inspection required by paragraph (a), evidence of chafing is found that exceeds the criteria specified in Cessna Service Bulletin, No. MEB 87-7, Revision 1, dated January 8, 1988, prior to further flight, replace the affected line with an airworthy part. (c) In addition to the inspection required in paragraph (a), modify the firewall stiffener flanges and fuel lines in accordance with Cessna Service bulletin No. MEB87-7, Revision 1, dated January 8, 1988. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Service, P.O. Box 7704, Wichita, Kansas 67277; or may examine the document(s) at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment 39-5841 supersedes AD 87-23-11, Amendment 39-5782, published in the Federal Register on November 30, 1987, (52 FR 45451). This amendment 39-5841 becomes effective on February 10, 1988.
97-15-01: 97-15-01 Teledyne Continental Motors: Priority Letter issued on July 17, 1997. Docket No. 97-ANE-34-AD. Applicability: Teledyne Continental Motors (TCM) new and rebuilt Model O-470 and IO-470 series engines with serial numbers (S/Ns) listed in Table 1 of TCM Critical Service Bulletin (CSB) No. CSB97-10, dated June 19, 1997; and TCM Model E-165, E-185, E-225, O-470 and IO-470 series engines, regardless of S/N, which have cylinder(s) with part number and purchase date as shown in Table 2 of TCM CSB No. CSB97-10, dated June 19, 1997. These engines are installed on but not limited to the following aircraft: Bellanca Models 14-19-2 and 14-19-3; Cessna Models 180, 180A through K, 182, 182A through R, 185, 185A through E, 188, 188A, 188B, 210, 210A through C, 210-5 (205), 210-5A (205A), 305A, 305C, 305D, 305F, 310, 310A through Q, E310H, E310J, 310J-1; Frontier-Aerospace, Inc. (Fletcher) Models FU-24 and FU-24A; Luscombe Aircraft Corporation Model 11A; Navion models Navion, NavionA, and Navion D through G; Prop-Jets, Inc. Models 200, 200A through C; Raytheon (formerly Beech) Models 35, A35 through P35, 35R, 35-33, 35-A355, 35-B33, 35-C33, E33, F33, 45 (YT-34), A45 (T-34A, B-45), D45(T-34B), 95-55, 95-55A, 95-B55, 95-B55A and 95-B55B; Reims models F182P and F182Q; and Twin Commander Aircraft, Inc. Model 500-A. Note 1: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent extreme side loading of the piston, and consequent failure of the piston and engine, accomplish the following: (a) For the TCM O-470 and IO-470 series engines listed by S/N in Table 1 of TCM CSB No. CSB97-10 dated June 19, 1997, within 10 hours time in service (TIS) after receipt of this priority letter AD, accomplish the following: (1) Remove from service the cylinders, six each, and the piston pins, six each, in accordance with the Inspection Instructions, Part 2A, and Appendix A of TCM CSB No. CSB97-10, dated June 19, 1997. (2) Obtain serviceable replacement parts and reassemble the engine in accordance with the Inspection Instructions, Part 2B, of TCM CSB No. CSB97-10, dated June 19, 1997. (b) For the E-165, E-185, E-225, series engines and those O-470 and IO-470 series engines not listed by S/N in Table 1 of TCM CSB No. CSB97-10 dated June 19, 1997, within 10 hours TIS after receipt of this priority letter AD, accomplish the following: (1) Determine from engine log books or maintenance records if a cylinder has been replaced with a cylinder purchased in the time frames shown in Table 2 of TCM CSB No. CSB97-10, dated June 19, 1997. (2) If a cylinder was not replaced with a cylinder purchased during those time frames listed in the CSB, or if a cylinder is identified with the letter "M" or "P" steel stamped after the cylinder position number, as cylinders marked with "M" or "P" have a surface finish that has been found to be within specification, no further action is required. The cylinder position number is located at the 12 o'clock position on the cylinder mounting flange. (3) If a cylinder has been replaced with a cylinder purchased during those time frames listed in the CSB, remove from service the affected cylinders and piston pins in accordancewith the Inspection Instructions, Part 2A, and Appendix A of TCM CSB No. CSB97-10, dated June 19, 1997. (4) Obtain serviceable replacement parts and reassemble the engine in accordance with the Inspection Instructions, Part 2B, of TCM CSB No. CSB97-10, dated June 19, 1997. (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, Atlanta Aircraft Certification Office. Operators shall submit their requests through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (e) Copies of the applicable service information may be obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, AL 36601; telephone (334) 438-3411. This information may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA. (f) Priority Letter AD 97-15-01, issued July 17, 1997, becomes effective upon receipt.
89-14-09: 89-14-09 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-6258. Applicability: EMBRAER Model EMB-120 and EMB-120RT series airplanes, equipped with Garrett auxiliary power units (APU) models GTCP36-150(A) or GTCP36-150(AA), certificated in any category. Compliance: Required within 25 hours time in service, or prior to the next APU start, whichever occurs later, after the effective date of this AD, unless previously accomplished. To prevent an uncontrolled APU overspeed, accomplish the following: A. Inspect the APU electrical control unit (ECU), Part No. 2118052-1/2118596-2, for water contamination, as follows: 1. Gain access to and remove the APU ECU from the airplane. 2. Install plastic covers on J1 and J2 connectors on the ECU. 3. In a suitable workshop area, cut the two tamper proof seals along the box/lid split line. 4. Remove the 14 screws that secure the ECU lid to the box. 5. Remove the ECU lid. 6. Use special attention to ensure that no foreign objects or material are allowed to enter the ECU, and that nothing inside the ECU is either touched or removed. 7. Using a bright light, inspect inside the ECU for moisture or water. 8. Turn the ECU slowly upside down and determine if water can be drained from the ECU. 9. If water is seen inside the ECU or if water can be drained out of the ECU, remove the ECU from service and replace it with a serviceable unit. 10. If the inside of the ECU is dry, carefully realign the ECU lid and packing with ECU box, and reinstall the 14 screws using an alternating fashion around the circumference until there is metal to metal contact between the ECU lid and the ECU box around the entire circumference. 11. Have a Quality Assurance person re-seal the ECU using new tamper- proof seals. 12. Reinstall the ECU. B. Prior to pressurized cleaning, install a suitable cover over the vent screen, to prevent exposing the APU ECU area to water contamination. Remove this temporary cover following completion of the pressurized cleaning procedure. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Atlanta Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. These documents may be examined at the FAA Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6258, AD 89-14-09) becomes effective on July 18, 1989.
46-01-02: 46-01-02 CESSNA: (Was Service Note 2 of AD-722-5.) Applies to All T-50 Aircraft. When airplane has been subjected to a hailstorm, a careful inspection should be made for damage to plywood reinforcements under fabric covering, even when hail has not caused apparent damage. (Cessna Service Bulletin No. 101 dated July 19, 1945, also covers this subject.)
99-10-04: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that requires modification of the pulley assemblies of the elevator and rudder control cables on the rear pressure bulkhead. 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 pulley assemblies of the elevator and rudder control cables in the event of an elevator or rudder control cable jam, which could result in reduced controllability of the airplane.
2019-06-01: We are superseding Airworthiness Directive (AD) 2018-24-01 for certain International Aero Engines (IAE) PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G-JM, PW1124G1- JM, and PW1122G-JM turbofan engines. AD 2018-24-01 required removing certain low-pressure turbine (LPT) 1st- and 3rd-stage disks from service and replacing with a part eligible for installation. This AD retains the same requirements as AD 2018-24-01. This AD was prompted by the discovery of incorrect serial numbers in the identification of LPT disks in AD 2018-24-01. We are issuing this AD to address the unsafe condition on these products.
98-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T98-15-51 that was sent previously to all known U.S. owners and operators of all Airbus Model A319, A320, A321, A300, A310, A300-600, A330, and A340 series airplanes by individual telegrams. This AD requires an initial and repetitive in-flight operational checks of the alternate braking system, and replacement of the braking dual distribution valve (BDDV) with a serviceable part, if necessary. This action 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 alternate braking system, which could result in the airplane overrunning the end of the runway during landing.
2006-16-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-700 and 737-800 series airplanes. This AD requires performing a one-time high frequency eddy current inspection for cracking of the backup intercostals located above the cutout for the forward airstair door; doing related investigative and corrective actions if any crack is found; and doing other specified corrective actions if no crack is found. This AD results from a report of fatigue cracks discovered during a full-scale fatigue test conducted by the manufacturer. We are issuing this AD to detect and correct such cracking, which could result in more extensive fatigue cracking and lead to possible loss of cabin pressure.
2006-16-09: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model MD-90-30 airplanes. This AD requires installing a clamp, bonding jumper assembly, and attaching hardware to the refueling manifold in the right wing refueling station area. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent arcing on the in-tank side of the fueling valve during a lightning strike, which could result in an ignition source that could ignite fuel vapor and cause a fuel tank explosion.
87-10-06 R1: 87-10-06 R1 TEXTRON LYCOMING: Amendment 39-5604 as revised by Amendment 39-6293. Applicability: Textron Lycoming (formerly AVCO Lycoming Textron) reciprocating engine series having model and serial numbers as listed herein. O-320-A & E series engines with serial numbers L-50154-27A through L-50175-27A, L-50177-27 through L-50188-27A. O-320-B & D series engines with serial numbers L-13971-39A, L-13972-39A, L-13975-39A, L-13976-39A, L-13980-39A, L-13983-39A through L-14235-39A, L-14242-39A, L-14243-39A, L-14249-39A through L-14415-39A, L-14421-39A, L-14428-39A. IO-320 series engines with serial numbers L-5890-55A through L-5897-55A. O-360 series engines with serial numbers L-31144-36A through L-31146-36A, L-31150-36A through L-31357-36A, L-31363-36A through L-31507-36A. IO-360-B series engines with serial numbers L-24152-51A, L-24163-51A, L-24170-51A, L-24248-51A, L-24337-51A through L-24344-51A, L-24352-51A. AEIO-360B series engines with serial numbers L-24168-51A, L-24195-51A, L-24337-51A through L-24344-51A, L-24357-51A. The O-540 serial numbers that follow may or may not have the letter "A" as part of the suffix of the serial number on the engine dataplate. O-540 series engines with serial numbers L-23946-40A, L-23949-40A through L-24059-40A, L-24061-40A. IO-540-C4B5 engines with serial numbers L-22974-48A, L-22975-48A, L-23010-48A through L-23016-48A, L-23038-48A, L-23039-48A, L-23050-48A through L-23052-48A, L-23118-48A, L-23138-48A, L-23193-48A, L-23195-48A, L-23196-48A, L-23328-48A, L-23331-48A, L-23348-48A, L-23349-48A, L-23352-48A, L-23353-48A, L-23372-48A, L-23375-48A, L-23376-48A. IO-540-C4D5D engines with serial numbers L-22920-48A, L-22923-48A, L-22924-48A, L-22958-48A through L-22963-48A, L-23022-48A through L-23027-48A, L-23079-48A through L-23082-48A, L-23088-48A, L-23095-48A through L-23099-48A, L-23148-48A through L-23153-48A, L-23165-48A through L-23180-48A, L-23237-48A through L-23239-48A, L-23264-48A through L-23273-48A, L-23307-48A through L-23316-48A, L-23358-48A, L-23359-48A. IO-540-D4A5 engine with serial number L-23089-48. IO-540-V4A5D engines with serial numbers L-22943-48A through L-22945-48A, L-22953-48A through L-22957-48A, L-23061-48A through L-23063-48A. IO-540-W1A5D engines with serial numbers L-22964-48A, L-22965-48A, L-22976-48A through L-22979-48A, L-23020-48A, L-23021-48A, L-23033-48A, L-23034-48A, L-23036-48A, L-23040-48A through L-23042-48A, L-23056-48A, L-23057-48A, L-23067-48A, L-23074-48A, L-23090-48A through L-23094-48A, L-23139-48A, L-23154-48A, L-23181-48A, L-23192-48A, L-23197-48A through L-23199-48A, L-23223-48A, L-23326-48A, L-23327-48A, L-23346-48A, L-23347-48A. IO-540-W3A5D engines with serial numbers L-22918-48A, L-22966-48A, L-22967-48A, L-23350-48A, L-23351-48A. AEIO-540-D series engines with serial numbers L-22927-48A, L-22994-48A, L-22995-48A, L-23035-48A, L-23037-48A, L-23043-48A, L-23044-48A, L-23065-48A, L-23066-48A, L-23075-48A through L-23077-48A, L-23100-48A, L-23101-48A, L-23108-48A through L-23110-48A, L-23114-48A, L-23127-48A, L-23135-48A, L-23143-48A through L-23147-48A, L-23159-48A through L-23164-48A, L-23189-48A through L-23191-48A, L-23200-48A, L-23201-48A, L-23232-48A, L-23233-48A, L-23245-48A, L-23259-48A, L-23260-48A, L-23274-48A through L-23294-48A, L-23329-48A, L-23330-48A, L-23343-48A, L-23344-48A, L-23368-48A, L-23369-48A, L-23373-48A. TIO-540-AA1AD engines with serial numbers L-8753-61A, L-8782-61A, L-8783-61A, L-8837-61A, L-8845-61A. TIO-540-AB1AD engines with serial numbers L-8751-61A, L-8752-61A, L-8758-61A, L-8763-61A through L-8765-61A, L-8777-61A through L-8779-61A, L-8784-61A, L-8785-61A, L-8788-61A through L-8790-61A, L-8798-61A through L-8800-61A, L-8803-61A through L-8806-61A, L-8813-61A through L-8816-61A, L-8821-61A through L-8824-61A, L-8833-61A through L-8836-61A. Also applies to any of the following parallel valve-type engines,regardless of serial number, that were remanufactured or overhauled between July 1, 1985, and October 8, 1986, inclusive, or that have had a P/N LW-18790 rocker arm assembly installed (if the assembly was shipped from Lycoming Textron, Williamsport Division) during this same time period: Engine Models: O-320 series except O-320-H; IO-320 series; AIO-320 series; AEIO-320 series; LIO-320 series; O-340 series; O-360 series except O-360-E; IO-360-B, -E, -F series; AEIO-360-B, -H series; HO-360 series; HIO-360-B series; VO-360 series; IVO-360 series; O-540 series; IO-540-C, -D, -J, -N, -R, -T, -V, -W series; AEIO-540-D series; TIO-540-C, -E, -G, -H, -K, -AA, -AB series, LTIO-540-K. Compliance: Required (1) within the next 25 hours in service after the effective date of this AD for all applicable engines, and (2) prior to installation, for all P/N LW-18790 rocker arm assemblies not installed in engines, unless already accomplished. NOTE: Rocker arm assemblies complyingwith this AD are identified by a letter "B" per AVCO Lycoming Textron Service Bulletin (SB) No. 477A, page 4, paragraph 6. All new and remanufactured engines shipped from the AVCO Lycoming Textron Williamsport Division Factory, and all overhauled engines shipped from the AVCO Lycoming Textron Service Center at Montoursville, Pennsylvania, after October 8, 1986, are in compliance with this AD. To prevent possible rocker arm failure and loss of engine power, inspect and rework or replace rocker arm assembly P/N LW-18790, as necessary, in accordance with Sections 1 through 9 of AVCO Lycoming Textron SB No. 477A, dated February 16, 1987. Measure and deburr the rocker arm as follows: (1) Measure the wall thickness at the specified thinnest point (outer edge) within the indicated circumferential limits using a ball-type micrometer, measuring microscope, or other instrument capable of providing equivalent accuracy. (2) Deburr the oil drip hole to obtain .030 inch radiusat rocker arm wall surface. (3) If it is not possible to determine the wall thickness or the oil drip hole radius within sufficient accuracy to assure compliance with SB 477A requirements, replace rocker arm with a new or serviceable rocker arm. NOTE: Textron Lycoming SB No. 477A, Supplement No. 1, dated October 12, 1988, changes the affected models in accordance with changes in this amendment, but doe not change the inspection or rework procedures. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Manager of the New YorkAircraft Certification Office, Valley Stream, New York, may adjust the compliance time specified in this AD. AVCO Lycoming Textron SB No. 477A, dated February 16, 1987, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552 (a)(1). All persons affected by this directive who have already received this document from the manufacturer may obtain copies upon request to Customer Support, AVCO Lycoming Textron, 652 Oliver Street, Williamsport, Pennsylvania 17701. This document also may be examined at the Federal Aviation Administration, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 86-ANE-48, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This AD, 87-10-06 R1, revises Amendment 39-5604 (52 FR 17749; May 12, 1987), AD 87-10-06, which became effective on May 13, 1987. This amendment (39-6293, AD 87-10-06 R1) becomes effective on September 1, 1989.
84-25-02: 84-25-02 MITSUBISHI: Amendment 39-4962. Applies to Models MU-2B, -10, -15, - 20, -25, -26, -26A, -30, -35, -36, -36A, -40, and -60 (Serial Numbers 1 up to and including 799, and 1501 up to and including 1530 with or without the SA suffix), airplanes certificated in any category. NOTE: The serial numbers of airplanes manufactured in the United States by Mitsubishi Aircraft International, Inc. (MAI) are suffixed by "SA." The serial numbers of airplanes manufactured in Japan by Mitsubishi Heavy Industries, Ltd. (MHI) have no suffix. Compliance: Required as indicated, unless already accomplished. To prevent failure of the elevator trim tab brackets bushing, accomplish the following: (a) Within the next 100 hours time-in-service, replace Part Number (P/N) 010A- 22117, P/N 010A-22119, P/N 010A-22127 or P/N 035A-22127 trim tab brackets with P/N 035A- 22128-1/-2 trim tab brackets on MAI airplanes in accordance with Parts 3 and 4 of MAI Service Bulletin (SB) 031/27-005, Revision 1, dated October 15, 1984, and on MHI airplanes in accordance with paragraphs A. or B., as appropriate, of MHI SB No. 176, Revision E, dated September 26, 1984. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent method of compliance with this AD may be used on the MHI airplanes, if approved by the Manager, Western Aircraft Certification Office, ANM-170W, Federal Aviation Administration, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009, telephone (213) 536-6351, and on the MAI airplanes, if approved by the Manager, Airplane Certification Branch, ASW-150, Federal Aviation Administration, Southwest Region, P.O. Box 1689, Fort Worth, Texas 76101, telephone (817) 877-2100. This AD supersedes AD 77-13-19, Amendment 39-2941 and AD 77-04-07, Rev. 1, Amendment 39-4181. This amendment becomes effective on December 18, 1984.
86-06-02: 86-06-02 HARTZELL PROPELLER PRODUCTS DIVISION: Amendment 39-5259. Applies to Hartzell Propeller Products Division Model HC-B5MP-3 five bladed propellers installed on Aerospatiale (Nord) Model 262A modified by STC SA2369SW and Short Brothers Ltd. Model SD3-30 aircraft. Compliance is required as indicated, unless already accomplished. To prevent propeller separation from aircraft, accomplish the following: (a) For propellers installed on Aerospatiale (Nord) Model 262A modified by STC SA2369SW, inspect the P/N B-3339 propeller attach bolts in accordance with paragraph (c) below within the next 100 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 last inspection. (b) For propellers installed on Short Brothers Ltd. Model SD3-30 aircraft, inspect the P/N B-3339 propeller attach bolts in accordance with paragraph (c) below within the next 300 hours time-in-service after the effectivedate of this AD, and thereafter at intervals not to exceed 300 hours time-in-service from the last inspection. (c) Check the torque with a torque wrench and an appropriate adapter of all eight propeller attach bolts (with washers installed). If the torque of any one of the bolts is found to be less than 90 ft.-lbs., remove, prior to further flight, all eight bolts and washers and replace with new (B-3339) bolts and new (A-2048-2) washers in accordance with Hartzell Instructions No. 140A (Issue 5), dated January 28, 1986, or FAA approved equivalent. (d) Notify the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Ave., Des Plaines, Illinois 60018, in writing of any low torqued, less than 90 ft.-lbs., or failed bolts. Also, the hub serial number(s), along with the total time on the bolt(s) and hub(s), must be reported. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Ave., Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator, through an FAA- maintenance inspector, the Manager, Chicago Aircraft Certification Office, may adjust the compliance time specified in this AD. Hartzell Instructions No. 140A (Issue 5), dated January 28, 1986, identified and described in this directive, is 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 this document from the manufacturer may obtain copies upon request to Hartzell Propeller Products Division, TRW Aircraft Components Group, 350 Washington Ave., Piqua, Ohio 45356. This document also may be examined at the Office of the Regional Counsel, FAA, Attn: Rules Docket No. 86- ANE-7, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomeseffective on March 28, 1986.
2006-15-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-200, -300, and -400 series airplanes. This AD requires replacing the existing fueling float switch in the auxiliary fuel tank with a new, improved fueling float switch, installing a new liner system inside the float switch conduit, and performing related investigative and other specified actions. This AD results from reports of chafing of the direct-current-powered float switch wiring insulation in the center fuel tank. We are issuing this AD to prevent contamination of the fueling float switch of the auxiliary fuel tank by moisture or fuel, and chafing of the float switch wiring against the float switch conduit in the fuel tank, which could present an ignition source inside the fuel tank that could cause a fire or explosion.
80-04-08: 80-04-08 CESSNA (including Reims Aviation): Amendment 39-3696. Applies to the following models and serial numbers airplanes certificated in all categories: Model 172N (Serial Numbers 17267585 thru 17273278 except 17269319, 17271634, 17271639, 17272091, 17272097, 17272104, 17272105, 17272109, 17272113, 17272121, 17272125, 17272127, 17272130, 17272143, 17272165, 17272166, 17272179 thru 17272181, 17272192, 17272208, 17272211, 17272225, 17272229, 17272233, 17272235, 17272237, 17272240, 17272244 thru 17272246, 17272250, 17272255, 17272258, 17272259, 17272263, 17272264, 17272268, 17272274, 17272276, 17272277, 17272287, 17272292, 17272293, 17272306, 17272308, 17272309, 17272314, 17272335, 17272337, 17272347, 17272348, 17272351, 17272352, 17272369, 17272370, 17272375, 17272378, 17272389, 17272390, 17272395, 17272396, 17272401, 17272408, 17272409, 17272412, 17272414, 17272421, 17272422, 17272428, 17272430, 17272436, 17272441, 17272442, 17272450, 17272459, 17272462, 17272463, 17272472,17272477, 17272478, 17272490, 17272491, 17272494, 17272500, 17272506, 17272511, 17272513, 17272514, 17272538, 17272540, 17272547, 17272551, 17272556, 17272567, 17272571, 17272573, 17272574, 17272577, 17272578, 17272583, 17272584, 17272592, 17272601, 17272602, 17272608, 17272609, 17272615, 17272620, 17272626, 17272627, 17272630, 17272631, 17272635 thru 17272637, 17272639, 17272640, 17272644 thru 17272646, 17272650 thru 17272661, 17272663, 17272664, 17272666 thru 17272669, 17272671 and 17272673 thru 17272714) airplanes and; Model R172K (Serial Numbers R1722000 thru R1723254 except R1722967, R1722986, R1723086, R1723087, R1723090, R1723154, R1723156, and R1723158 thru R1723166) airplanes; Model F172N (Serial Numbers F17201515 thru F17202029) airplanes; and Model FR172K (Serial Numbers FR17200531 thru FR17200660) airplanes. COMPLIANCE: Required as indicated, unless previously accomplished. To preclude the possibility of a fuel leak or an in-flight fire due to contact between a map light switch and an adjacent fuel line, within the next 25 hours time-in-service after the effective date of this AD accomplish the following: 1) Visually inspect the fuel line and map light switch located in the left hand forward door post for chafing or arcing and replace damaged parts as necessary. If not already existing, provide at least .50 inch clearance between the map light switch and the fuel line in accordance with procedures in FAA Advisory Circular 43.13-1A. 2) Install a cover (insulator), Cessna Part Number 0511080-1, over the map light switch in accordance with Cessna Single Engine Service Information Letter SE80-3 and Supplement #1 thereto, or both dated January 21, 1980. 3) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished, providing the map light is not used during this flight. 4) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective February 16, 1980.
87-26-07: 87-26-07 BRITISH AEROSPACE: Amendment 39-5807. Applies to Model H.S. 748 series airplanes, as listed in British Aerospace Service Bulletin 52/127, dated May 29, 1985, certificated in any category. compliance required within 5 months after the effective date of this AD, unless previously accomplished: To prevent the loss of the overwing escape hatch during flight, due to improper locking, accomplish the following: A. Replace the escape hatch locking mechanism with P/N 10D14062 locking mechanism assembly, in accordance with the instructions in British Aerospace Service Bulletin No. 52/127, dated May 29, 1985. B. An alternate means of compliance or adjustment of the( compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Inc., P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective February 1, 1988.
2019-06-03: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, -200, and -300 series airplanes; and Airbus SAS Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of depressurization of hydraulic reservoirs caused by air leakage from the pressure relief valve (PRV) of the hydraulic reservoir (HR) due to the extrusion of the O-ring seal from certain HR PRVs. This AD requires replacing affected PRVs and re- identifying affected HRs. We are issuing this AD to address the unsafe condition on these products.
2019-05-15: We are adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. Model PC-7 airplanes. 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 chafed and burned wires located under panel F5. We are issuing this AD to require actions to address the unsafe condition on these products.
98-04-06: This amendment adopts a new airworthiness directive (AD) that is applicable to all Dornier Model 328-100 series airplanes. This action requires repetitive visual inspections for signs of fuel leakage of the outer wing beginning with Rib 21 and continuing outward, 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 in this AD are intended to prevent fuel leakage on the outboard wing, which could result in a fuel explosion and fire.
2006-11-07: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon Model Hawker 800XP airplanes. This AD requires inspecting certain bus bars in the DA-A panel to ensure that the bus bars match the panel configuration and clearance is adequate between the bus bars and adjacent components, and performing corrective action if necessary. This AD results from two reports of inadequate clearance between the bus bars in the DA-A panel. We are issuing this AD to prevent insufficient electrical isolation for the electrical bus configuration and inability of the flightcrew to isolate the bus bars in an emergency situation involving a dual generator failure, which could result in extra loads on the main ship batteries and consequent loss of power to the main essential bus.
85-01-06: 85-01-06 BOEING: Amendment 39-4982. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-53A1064, Revision 3, dated November 23, 1983. To prevent sudden loss of cabin pressure resulting from undetected cracking of the frames adjacent to the forward airstair, accomplish the following prior to accumulation of 29,000 landings, or within 90 days from the effective date of this AD, whichever occurs later, unless previously accomplished: \n\n\tA.\tVisually inspect for cracks the body station 351.2 and 360 frames in accordance with the Flight Safety Addendum in Boeing Service Bulletin 737-53A1064, Revision 3, or later FAA approved revisions. Repeat the internal visual inspection at intervals not exceeding 3000 landings for Group 1 airplanes without external doublers installed in accordance with Boeing Service Bulletin 737-53-1058. For all other airplanes, repeat the inspection at intervals not exceeding 6000 landings. \n\n\tB.\tIf cracks are detected, repair before further flight in accordance with Service Bulletin 737-53A1064, Revision 3, or later FAA approved revisions, and continue the repetitive inspections of paragraph A., above. \n\n\tC.\tAs an alternative to the internal inspections of paragraph A., above, operators may visually inspect the external skin for cracks in the area of the forward airstair door cutout in accordance with Boeing Service Bulletin 737-53A1064, Revision 3, or later FAA approved revisions. Repeat external skin inspections at intervals not exceeding 300 landings until the internal frame inspection of paragraph A. is accomplished within 3000 flight cycles of the initial external visual inspection. Continue inspections in accordance with paragraph A. \n\n\tD.\tIf skin cracks are detected, unless previously accomplished during the same inspection period, inspect the frames in accordance with paragraph A., above. Repair cracks in accordance with the Structural Repair Manual or Boeing Service Bulletin 737-53-1058, as applicable, and continue the inspections of paragraph A. \n\n\tE.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tModification of airplanes in accordance with the Accomplishment Instructions, Part II of Boeing Service Bulletin 737-53A1064, Revision 3, or later FAA approved revisions, constitutes terminating action for this AD. \n\n\tG.\tFor purposes 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 time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tH.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD, if the request contains substantiating data to justify the increase for the operator.\n \n\tI.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective February 25, 1985.
87-20-05: 87-20-05 PACIFIC SCIENTIFIC COMPANY: Amendment 39-5693. Applies to TSO C22f lap belt assemblies, part number 1107177 (all dash numbers), manufactured between September 1, 1984, and January 1, 1986. Compliance required within 180 days after the effective date of this AD, unless previously accomplished. To eliminate lap belt assemblies with belt retractor shafts which do not provide adequate strength, accomplish the following: A. Inspect all Pacific Scientific TSO C22f lap belt assemblies, part number 1107177 (all dash numbers), in accordance with Pacific Scientific Company Safety Advisory Letter (on the Mark V Reel Lap Belt Assembly, which deals with this problem), to determine if they have part number 1106294-01 retractor shafts made of the correct material. This is determined by visual examination of the end of the shaft: If the color is gold anodize, the shaft is acceptable. If the color is a dull battleship grey anodize, the shaft must be replaced prior to further flight. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Pacific Scientific Company, 1346 S. State College Boulevard, Anaheim, California 92803. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective October 26, 1987.
2006-15-14: This amendment adopts a new airworthiness directive (AD) for Eurocopter Canada Limited (Eurocopter) Model BO 105 LS A-3 helicopters that requires replacing certain fixed bolts and nuts, re-identifying certain main rotor nuts, and revising the Airworthiness Limitations-- Time Change Items (TCI) list to reflect the new life limits and new part numbers. This amendment is prompted by a re-evaluation of certain fatigue-critical parts, which resulted in establishing new life limits for certain like-numbered parts and re-identifying a certain existing part with a different part number, or in some cases, replacing them with new parts. The actions specified by this AD are intended to prevent fatigue failure of the fixed bolts and nuts, and subsequent loss of control of the helicopter.
98-14-11: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, and A321 series airplanes, that requires repetitive inspections for discrepancies of the lock bolt for the pintle pin on the main landing gear (MLG), 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 a rotated, damaged, or missing lock bolt, which could result in disengagement of the pintle pin from the bearing, and consequent collapse of the MLG during landing.
97-24-17: This document publishes in the Federal Register an amendment adopting priority letter airworthiness directive (AD) 97-24-17, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 407 helicopters by individual letters. This AD requires inspections of components in the tail rotor drive system for scratches, cracks, fretting, corrosion, and proper torquing, lubrications of the oil cooler blower shaft hanger bearings and oil cooler hanger bearings (hanger bearings), and removal of corrosion inhibitive adhesive barrier tape (barrier tape) from the tail rotor gearbox and the tail rotor gearbox support assembly faying surfaces. This amendment is prompted by numerous reports of three problems, all of which are related to the tail rotor drive system. The actions specified by this AD are intended to: detect scratches, cracks, fretting, and corrosion in the disc pack couplings; prevent inadequate lubrication of the hanger bearingsand oil cooler blower shaft; and prevent loss of mounting torque on the tail rotor gearbox. Failure of any of these components could result in loss of power to the tail rotor and subsequent loss of control of the helicopter.