Results
85-10-01: 85-10-01 BRITISH AEROSPACE: Amendment 39-5060. Applies to Model 3101 Jetstream (serial numbers 601 to 624 inclusive, and 627) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To assure that adequate clearance exists between the rear turbine bearing oil feed pipe and the bleed air pre-cooler accomplish the following: (a) Inspect the rear turbine bearing oil feed pipe for chafing and for adequate clearance between the rear turbine bearing oil feed pipe and the bleed air pre-cooler on LH and RH engines in accordance with sub-paragraphs (a), (b) and (c) of the Part A - Inspection requirement of paragraph 2 of British Aerospace (BAe) Alert Service Bulletin No. 71-A-JM7418. (1) If no damage is apparent and clearance is 0.25 inches (6.35 mm) or greater, no further action is required. (2) If clearance is less than 0.25 inches and no pipe damage is apparent repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 400 hours time-in-service or until either BAe Modification JM7418 or BAe Modification JM7388 is accomplished. (3) If pipe damage is apparent, prior to further flight, accomplish either BAe Modification JM7418 or BAe Modification JM7388. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on June 18, 1985.
81-13-10 R1: 81-13-10 R1 TELEDYNE CONTINENTAL MOTORS: Amendment 39-4140 as amended by Amendment 39-4256. Applies to the following Teledyne Continental Motors IO-360, TSIO-360, and LTSIO-360 series engines: IO-360-C, IO-360-D, IO-360-G, IO-360-H, and IO-360-J, all serial numbers; IO-360-K, all serial numbers, unless AD 80-07-03 already complied with; IO-360-AB, all serial numbers; IO-360-CB, all serial numbers through serial number 350075; IO-360-DB, all serial numbers through serial number 351368; IO-360-GB, all serial numbers through serial number 352894; IO-360-HB, all serial numbers through serial number 353350 (except 353075); IO-360-JB, all serial numbers; IO-360-KB, all serial numbers through serial number 56721 (except 356652, 356672, 356674, 356675, and 356706 through 356719) unless AD 80-07-03 has been complied with; TSIO-360-A, TSIO-360-B, TSIO-360-C, TSIO-360-D, TSIO-360-E, TSIO-360-F, TSIO-360-H and TSIO- 300DB, all serial numbers; TSIO-360-CB, all serial numbers through 300667 (except 300658, 300659, 300662, 3000663, and 3000666); TSIO-360-EB, all serial numbers through serial number 311689 (except 311528, 311538 through 311543, 311546 through 311555, 311656, and 311658 through 311660); TSIO-360-FB, all serial numbers through serial number 310610 (except 310469, 310507 through 310520, 310606, and 310607); TSIO-360-GB, all serial numbers through serial number 309582 (except 309436, 309437, 309439, 309440, 309446 through 309453, 309455, 309457 through 309461, 309565, 309566, 309570 through 309574); TSIO-360-HB, all serial numbers through serial number 308127; IO-360-JB, all serial numbers through serial number 313015; TSIO-360-KB, all serial numbers through serial number 315050; LTSIO-360-E, all serial numbers, LTSIO-360-EB, all serial numbers through serial number 312680 (except 312567 through 312569, 312571, 312574, 312577 through 312587, 312632, 312634 through 312639); LTSIO-360-KB, all serial numbers through serial number 314048 (except 314028); and the following rebuilt engines. IO-360A, all serial numbers through 20128R; IO-360C, all serial numbers through 60516R and 60519R; IO-360D, all serial numbers through 628823R (except 628818R and 628821R); IO-360G, all serial numbers through 224840R; IO-360H, all serial numbers through 226506R; IO-360J, all serial numbers through 238702R; IO-360CB, all serial numbers through 236502R; IO-360DB, all serial numbers through 239608R; IO-360GB, all serial numbers through 236604R; IO-360KB, all serial numbers through 235811R; TSIO-360A, all serial numbers through 197085R; TSIO-360C, all serial numbers through 23698R; TSIO-360E, all serial numbers through 225076R; TSIO-360F, all serial numbers through 232759R; TSIO-360H, all serial numbers through 233252R; TSIO-360AB, all serial numbers through 237609R; TSIO-360CB, all serial numbers through 236022R (except 236012R, 236015R, 236016R and 236019R); TSIO-360DB, all serial numbers through 238401R; TSIO-360EB, all serial numbers through 234613R (except 234611R and 234612R); TSIO-360FB, all serial numbers through 237331R; TSIO-360GB, all serial numbers through 237403R; TSIO-360HB, all serial numbers through 239956R; LTSIO-360E, all serial numbers through 225076R; LTSIO-360EB, all serial numbers through 233818R (except 233812R, 233813R, 233814R, and 233816R); Compliance is required within the next twenty-five (25) hours time in service after the effective date of this AD unless already accomplished. To prevent engine oil pump drive shaft failure and subsequent engine failure due to oil pressure loss, accomplish the following: (a) Remove tach drive cover or tach drive adapter, as applicable, from the crankcase cover assembly. (b) Measure the breakaway torque on the oil pump drive gear nut or the tach drive connector. NOTE: The oil pump drive gear, P/N 640926, used on the LTSIO-360 engines incorporates a left-hand thread. Thus, the breakaway torque must be measured on LTSIO-360 engines in a clockwise direction; the tightening torque must be applied in a counter-clockwise direction. (c) If the breakaway torque is between 200 inch-pounds and 350 inch-pounds, retorque the oil pump drive gear nut or the tach drive connector, whichever is applicable, to 280-300 inch-pounds. Reinstall the tach drive cover or the tach drive adapter and make the appropriate entry in the engine maintenance records, indicating compliance with this AD. (d) If the breakaway torque is less than 200 inch-pounds or greater than 350 inch-pounds, prior to further flight, accomplish either of the following: (1) Replace the TCM oil pump drive gear, P/N 632550, 634010, or 640926, whichever is applicable, with a like serviceable part of the same part number. Omit the Woodruff Key, P/N M535756-1 or P/N 633342-1. (Refer to TCM Manuals Numbers X-30030A and X30031A), or (2) Perform a magnetic particle inspectionof the oil pump drive gear, P/N 632550, 634010, or 640926, whichever is applicable, in accordance with Section VI of the TCM Overhaul Manual Number X- 30030A. Give particular attention to the Woodruff key slot and threaded area. If the oil pump gear is found cracked, damaged, or worn beyond limits, replace with a serviceable part of the same part number. Omit the Woodruff Key, P/N M535756-1 or P/N 633342-1. (Refer to TCM Manuals Numbers X-30030A and X30031A.) (e) Install the oil pump drive gear nut or the tach drive connector, as applicable, and torque to 280-300 inch-pounds. Reinstall the tach drive cover or the tach drive adapter and make the appropriate entry in the engine maintenance records. (f) For all oil pump drive gears found with less than 200 or more than 350 inch-pounds of torque during compliance with this AD, within 10 days mail a written report containing the Engine Model, Serial Number, time in service, and measured torque and results of drive gear inspectionto: Federal Aviation Administration, ASO- 214, Engineering and Manufacturing Branch, P.O. Box 20636, Atlanta, Georgia 30320. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) An equivalent method of complying with this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Amendment 39-4140 became effective June 30, 1981. This amendment 39-4256 becomes effective November 20, 1981.
81-03-01: 81-03-01 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4033. Applies to Model BO-105 series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the helicopter drive system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, for all installed Bendix drive shafts, P/N 19E146-1 (all modification indices), hereinafter referred to as drive shaft, inspect all nutplates for selflocking capability in accordance with Action No. 1 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of Messerschmitt-Bolkow-Blohm GmbH Alert Service Bulletin AB-19, dated March 7, 1980 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a) of this AD, all selflocking nutplates are found to have the proper selflocking capability - (1) Identify the drive shaft in accordance with Action No. 1, Item (6) of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA- approved equivalent; and (2) Return the drive shaft to service in accordance with Action No. 1, Item (6), and Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent. (c) If as a result of the inspection required in paragraph (a) of this AD, one or more selflocking nutplates are found to be defective, before further flight - (1) Remove the drive shaft from service and replace the defective shaft with a serviceable or new shaft which has new selflocking nutplates, P/N LN 29679AM9 installed, or have been marked with a blue dot, in accordance with Action No. 3 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; or (2) Comply with paragraph (d) of this AD. (d) If as a result of the inspection required in paragraph (a) of this AD on an installed drive shaft, one or more nutplates are found to have inadequate selflocking capability, the helicopter may be continued in service provided - (1) Drive shaft tab washers, P/N LN 9023-B8-1.4544.9, are installed in lieu of the standard washer in accordance with Action No. 4 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service bulletin, or an FAA-approved equivalent; and (2) Paragraph (c)(2) of this AD must be accomplished before the accumulation of an additional 300 hours time in service. (e) For all drive shafts held as spares, before release to service, inspect the selflocking nutplate for proper selflocking capability in accordance with Action No. 2 of paragraph 2B, "ACCOMPLISHMENT INSTRUCTIONS," of the service Bulletin, or an FAA- approved equivalent. (f) Helicopters may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspections and repairs required by this AD may be performed. (g) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (h) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) NOTE: Messerschmitt-Bolkow-Blohm Gmbh telegraphic message to all operators, dated March 7, 1980, refers to the same subject. This amendment becomes effective January 29, 1981, as to all persons except those persons to whom it was immediately effective by telegraphic AD T80EU23, issued May 8, 1980, which contained this amendment.
2016-13-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767 airplanes. This AD was prompted by a determination that certain splice plate locations of the aft pressure bulkhead web are hidden and cannot be inspected using existing manufacturer service information. This AD requires repetitive open-hole high frequency eddy current (HFEC) inspections for cracking of the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could result in rapid airplane decompression and loss of structural integrity.
2010-20-04: 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: Extension of airbrakes above 360 KIAS [knots indicated air speed]/0.79 Mi [Mach indicated] results in aerodynamic driven vibration of the airbrake which, if not limited per Revision 14 to the AFM [airplane flight manual], can lead to high cycle fatigue failure of the airbrake in-board hinge. The unsafe condition is high cycle fatigue of the airbrake in-board hinge, which can result in loss of the airbrake, which in turn can lead to reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
81-06-04: 81-06-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-4064. Applies to Model SE313, SA315, SA316, SA318, and SA319 series helicopters, certificated in all categories, that do not have Aerospatiale Modification No. AM 2195 incorporated. Compliance required as indicated. To detect and prevent possible fatigue cracks and failures of the forward transmission deck support and the flight control bellcrank support accomplish the following, unless already accomplished: (a) For helicopters which on the effective date of this AD, have 375 or more hours' time in service since new or since last overhaul, inspect in accordance with paragraph (c) of this AD, within the next 25 hours' time in service. (b) For those helicopters which on the effective date of this AD, have less than 375 hours' time in service since new or overhaul, inspect in accordance with paragraph (c) of this AD before the accumulation of 400 hours' time in service. (c) Visually inspect forcracks and deformation on the lower side of transmission deck stringer, and using the dye penetrant method, inspect for cracks in the inner bending radius of the stringer in accordance with the applicable Aerospatiale Service Bulletin Number 05.17 or Number 05.69 each dated December 15, 1980, or an FAA approved equivalent. (d) If no cracks are found as the result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD: (1) Before further flight install two additional clamps P/N 55212.280BGZ, unless already accomplished, in accordance with Aerospatiale SA315 Service Bulletin Number 53.02 revised June 12, 1978, for Model SA315 and Service Bulletin 53.32, revised June 12, 1978, for all other models, or FAA approved equivalent, and return the aircraft to service. (2) Repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or comply with paragraph (f) of this AD. (e)If deformation or cracks are found as a result of the inspection required in paragraphs (a), (b), (d), or (e) of this AD, before further flight: (1) Replace the Z stringer with a serviceable stringer of the same part number and install clamps specified in subparagraph (d)(1) of this AD unless already installed, or (2) Replace the transmission deck, install clamps specified in subparagraph (d)(1) of this AD unless already installed, and repeat the inspections required by paragraph (c) of this AD at intervals not to exceed 400 hours' time in service since the last inspection, or (3) Comply with paragraph (f) of this AD. (f) The repetitive inspections required in paragraphs (d) and (e) of this AD may be discontinued when the helicopter is modified in accordance with AM 2195 or Supplemental Type Certificate (STC) No. SH4266SW. NOTE: MODIFICATION AM 2195 is the subject of Aerospatiale Service Bulletin Numbers 53.05 for the Model SA315, Number 53.35 for the models SE313 and SA318, Number 53.36 for the models SA316 and SA319, all dated December 30, 1980. STC SH4266SW provides for use of alternate parts. (g) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished, provided satisfactory operation of the flight control system has been established prior to the flight. (h) The Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, may approve equivalent methods of repair or modifications when the request is submitted through an FAA maintenance inspector and contains adequate supporting data. This amendment becomes effective March 20, 1981.
83-05-07: 83-05-07 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39-4583. Applies to Models P68 and P68B (Serial Nos. 1 through 182, excluding Serial Nos. 74, 89, 133, 142, 155, 163, and 171) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent possible failure of the engine oil cooler left-hand elbow fittings and oil cooler hoses, within the next 50 hours time-in-service on airplanes having 500 or more hours time-in-service on the effective date of this AD or prior to 550 hours time-in-service on airplanes having less than 500 hours time-in-service on the effective date of this AD, accomplish the following: (a) Replace the engine oil cooler left-hand elbow fitting in accordance with steps one through nine of the INSTRUCTIONS FOR REPLACEMENT section of Partenavia Costruzioni Aeronautiche S.p.A. SB No. 45, R.A.I. approved July 9, 1979. (b) Visually inspect the oil cooler hoses for chafing or damage, andprior to further flight, replace any unairworthy hoses. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, Federal Aviation Administration, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on March 17, 1983.
2016-11-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce Model RB211-Trent 800 engines. This AD was prompted by reports of thrust reverser (T/R) events related to thermal damage of the T/R inner wall. Depending on the airplane configuration, this AD requires a records review and applicable repetitive inspections, replacements, and installations of the T/R inner wall; and related investigative and corrective actions if necessary. This AD also requires installation of serviceable T/R halves, which would terminate the repetitive actions. This AD also requires revising the inspection or maintenance program by incorporating new airworthiness limitations. We are issuing this AD to detect and correct a degraded T/R inner wall panel. A degraded T/R inner wall panel could lead to failure of the T/R and adjacent components and their consequent separation from the airplane, which could result in arejected takeoff (RTO) and cause asymmetric thrust and consequent loss of control of the airplane during reverse thrust operation. If a T/R inner wall overheats, separated components could cause structural damage to the airplane, damage to other airplanes, or possible injury to people on the ground.
83-06-07: 83-06-07 WYTWORNIA SPRZETU KOMUNIKACYJNEGO, PZL-MIELEC: Amendment 39-4594. Applies to Model PZL M18 (all Serial Numbers through 1Z007-25) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of primary flight control about the yaw axis, accomplish the following: a) Before the first flight of each day, visually check the rudder skin for cracks along the trailing edge. This check may be performed by the pilot. 1) If no cracks are found the airplane may be placed in service. 2) If cracks are found prior to further flight conduct the inspections of paragraph b). b) Within 25 hours time-in-service after the effective date of this Airworthiness Directive (AD) and at 50 hours time-in-service intervals thereafter, using a 5-power magnifying glass inspect the rudder on both sides in the upper hinge area and along the trailing edge. 1) If no cracks are detected, return the aircraft to service. 2) If cracks are detected, remove the rudder and accomplish repairs as prescribed in paragraph III of Bulletin R/028/81. c) The intervals between the 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. d) Aircraft may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. e) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
62-14-03: 62-14-03 HUGHES: Amdt. 455 Part 507 Federal Register June 21, 1962. Applies to Model 269A helicopter Serial Numbers 0011 to 0059 Inclusive. Compliance required as indicated. (a) To prevent failure of the tail rotor blade, within the next 10 hours' time in service after the effective date of this AD, and each day thereafter, conduct a visual inspection of the tip of the Hughes P/N 269A6124 tail rotor blade for separation of the rib and the blade skin. This will appear as a crack in the bond line between the blade tip rib and the blade skin. (b) If no separation is detected, the tail rotor blades may continue to be used in service for the remainder of their service life subject to the inspection specified in paragraph (a). (c) If separation is detected, remove the tail rotor assembly and replace prior to further flight with an assembly incorporating tail rotor blades P/N 269A6124 Change E or later. After installation of P/N 269A6124 Change E or later, the normal inspection procedures may be followed. (Hughes Tool Company, Aircraft Division, Hughes-O-Gram to operators dated May 2, 1962, covers the same subject.) This directive effective June 26, 1962.
2016-11-05: We are superseding Airworthiness Directive (AD) 99-16-01 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 99-16-01 required repetitive inspections of certain bolt holes where parts of the main landing gear (MLG) are attached to the wing rear spar, and repair if necessary. Since we issued AD 99-16-01, we have determined that the risk of cracking in the wing rear spar is higher than initially determined. This new AD adds airplanes to the applicability, reduces the compliance times and repetitive intervals for the inspections, and changes the inspection procedures. This AD was prompted by a determination that the risk of cracking in the wing rear spar is higher than initially determined. We are issuing this AD to detect and correct cracking of the rear spar of the wing, which could result in reduced structural integrity of the airplane.
2010-16-10: 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: A potential fleet wide problem has been identified regarding the interchanging of wing links on all BAe 146 & AVRO 146-RJ aircraft during scheduled maintenance. Some operators erroneously believed that these parts were interchangeable. The effects of changing winglinks has resulted in either a shorter or longer wing link being fitted, which introduces local stresses in the wing top and bottom surfaces local to rib 2, wing links and wing link fitting attachment and the fuselage local to Frames 26 and 29. This condition, if not corrected, could result in a reduction of structural integrity of the fuselage/wing attachment with possible catastrophic consequences. * * * * * The unsafe condition could result in loss of a wing or controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-26-03: 80-26-03 DEHAVILLAND: Amendment 39-3993. Applies to all DeHavilland DHC-4 and DHC-4A aircraft equipped with Pratt & Whitney Aircraft Twin Wasp D-5 and R-2000-7M2 engines incorporating left-hand magneto drive arrangement. Compliance required within the next 1400 hours in service after the effective date of this AD unless already accomplished. To preclude failure of the left hand magneto drive mechanism, incorporate the right-hand magneto drive and associated parts as described in Pratt & Whitney Aircraft Service Bulletin No. 1756 dated September 13, 1963, or approved equivalent instructions and parts. The Twin Wasp D-5 and R-2000-7M2 engines so modified must be redesignated as noted in Section C of the Pratt & Whitney Aircraft Service Bulletin No. 1756, or an approved equivalent instruction. All equipment instructions and parts must be approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (Pratt & Whitney Aircraft Service Bulletin No. 1756 pertains to this subject.) This amendment is effective December 19, 1980.
83-24-10 R1: 83-24-10 R1 BRITISH AEROSPACE: Amendment 39-4780 as amended by Amendment 39- 5053. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated unless already accomplished. To detect cracking and corrosion and to prevent structural failure of the fuselage pressure vessel with the resultant cabin depressurization, accomplish the following: A. Within the next 12 months after the effective date of this AD, unless accomplished within the last 2 years, and thereafter at intervals not to exceed 3 years from the last inspection, visually inspect for corrosion and cracks the interior of the lower fuselage skin between stations 416-456 and stringers 32(LH) and 32(RH) and the interior of the lower fuselage skin between stations 630-690 and stringers 32(LH) and 32(RH), and ensure that drain paths in these areas are unobstructed, in accordance with paragraphs 2.1.1 and 2.1.2 of British Aerospace Alert Service Bulletin 53-A-PM5632, dated August 18, 1978. B. On airplanes having long range fuel tanks or water injection tanks installed, accomplish the instructions of paragraph 2.1.3 of the service bulletin. C. If cracks or corrosion are found during any inspection required by this AD, before further flight, rework or repair in accordance with Structural Repair Manual, Chapters 53-01-0 or 53-02-0 as appropriate, and continue the repetitive inspections at the intervals specified in paragraph A. of this AD. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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. Amendment 39-4780 became effective January 15, 1984. This Amendment 39-5053 becomes effective June 4, 1985.
2016-11-11: We are adopting a new airworthiness directive (AD) for EVEKTOR, spol. s.r.o. Models L 13 SEH VIVAT and L 13 SDM VIVAT gliders (type certificate previously held by AEROTECHNIK s.r.o.). This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as lack of distinct color marking of the elevator drive. We are issuing this AD to require actions to address the unsafe condition on these products.
83-15-04: 83-15-04 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 4695. Applies to Models P68, P68B, P68C, P68C-TC and P68 Observer (all serial numbers (S/N) up to S/N 289, excluding S/Ns 234, 256, 259, 269, and 288) airplanes certificated in any category. Compliance: Required within 50 hours time-in-service from the effective date of this AD, unless already accomplished. To preclude loosening of the stabilator support brackets, accomplish the following: a) Check and correct, if necessary, the torque of the AN4-6A bolts which attach the horizontal stabilator torque tube support brackets to the fuselage frame (ref. Parts Catalog P68B, Figure No. 5.2, Item No. 33; or Parts Catalog P68C, Figure No. 5.3, Item No. 36). NOTE: The correct torque value for these bolts is 0.9 to 0.950 Kpm; 78 to 83 in. lbs. b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. Partenavia Service Bulletin No. 57 dated March 7, 1983, covers the subject matter of this AD. This amendment becomes effective on August 4, 1983.
2016-11-09: We are adopting a new airworthiness directive (AD) for Turbomeca S.A. Arriel 1D and 1D1 turboshaft engines with a pre- modification (mod) TU357 gas generator module (M03), installed. This AD requires removing the pre-modification (mod) TU357 gas generator module (M03) and replacing with a part eligible for installation. This AD was prompted by reports of divergent rubbing between the piston shaft small diameter labyrinth and the rear bearing support. We are issuing this AD to prevent failure of the labyrinth seal and engine, in-flight shutdown, and loss of control of the helicopter.
82-03-03: 82-03-03 McDONNELL DOUGLAS: Amendment 39-4306. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, and -40 series airplanes certificated in all categories. \n\nTo assure that the DC-10 wing slats remain extended even if the slat control system sustains severe damage, accomplish the following: \n\nUnless already accomplished, compliance is required with paragraphs A and B on or before January 31, 1983, or in accordance with a schedule of accomplishment approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\nA.\tModify the leading edge slat servo system and replace the outboard slat system follow-up cables as outlined in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 27-187, original issue, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\nB.\tInstall balanced pressure relief valves in hydraulic systems No. 1 and No. 3slat extend lines, left and right wing, as outlined in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 27-189, original issue, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\nC.\tWithin the next 2000 flight hours after accomplishment of the modifications noted in paragraph A above, and at intervals not to exceed 4000 flight hours thereafter, visually inspect the balance spring assemblies and outboard slat follow-up cables, left and right wing, for integrity of installation. \n\nD.\tWithin the next 4,000 flight hours after accomplishment of the modifications noted in paragraph B above, and at intervals not to exceed 4,000 flight hours thereafter, functionally check for proper operation of the outboard slat relief valves as outlined in the Accomplishment Instructions, paragraph (E) of McDonnell Douglas DC-10 Service Bulletin 27-189, original issue, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\nE.\tUpon the request of an operator, an FAA maintenance inspector, subject to prior approval by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive intervals specified in paragraphs C and D of this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\nF.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\nG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\nThe 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). \n\nAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\nThis amendment becomes effective February 25, 1982.
52-12-02: 52-12-02 CURTISS-WRIGHT: Applies to all Model C-46 Series aircraft operated under CAR Part 42. Compliance required as indicated. In accordance with CAR 42.11 and to comply with air carrier standards, the main passenger cabin door locking means on all C-46 aircraft used for air carrier passenger operation must be equipped with both internal and external handles so that the door can be opened from either inside or outside in case of emergency. Aircraft not so equipped must be modified to comply by September 1, 1952.
2016-10-06: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a determination that the network interface installed between the Information Management System (IMS) 6000 unit and the Cabin Entertainment System (CES) network could affect the Aircraft Control Domain (ACD), and result in the transmission of misleading navigational information to the flightcrew. This AD requires inspecting the network interface installation between the IMS and the CES, and disconnecting the installation, if necessary. We are issuing this AD to prevent the transmission of misleading navigational information, which could adversely affect the ability of the flightcrew to maintain the safe flight and landing of the airplane.
2016-10-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by a report of cracking in the fuselage frame. This AD requires inspections for cracking in the fuselage frame, left and right sides, and repair if necessary. We are issuing this AD to detect and correct fuselage frame fatigue cracking. Such cracking could result in loss of structural integrity and the inability to sustain loading conditions.
2010-14-16: We are superseding an existing 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: Several cases have been reported where a loss of fluid in the No.2 hydraulic system has caused the power transfer unit (PTU) to overspeed, resulting in pressure fluctuations and increased fluid flow within the No. 1 hydraulic system. In one case, the hydraulic system control logic did not shut down the PTU and the overspeed condition persisted, resulting in the illumination of the No.1 HYD FLUID HOT caution light. * * * * * The unsafe condition is possible loss of both the No. 1 and No. 2 hydraulic systems, resulting in the potential loss of several functions essential for safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective August 17, 2010. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of August 17, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of September 2, 2008 (73 FR 47818, August 15, 2008). The Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD as of July 10, 2007 (72 FR 30968, June 5, 2007).
82-06-03: 82-06-03 CANADAIR: Amendment 39-4343. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 thru 1008 and 1010 thru 1037 certificated in all categories. Compliance is required as indicated unless already accomplished: 1. Within the next 25 hours time in service after the effective date of this AD replace the antiskid control unit P/N 600-87000-23 with P/N 600-87000-27 in accordance with paragraph 2A of Canadair Alert Service Bulletin A600-0094 dated November 20, 1981. Within the next 75 hours time in service after the effective date of this AD perform wiring system modifications to introduce a second power source for the antiskid system per paragraph 2B of the service bulletin. 2. Until such time as both the above requirements are accomplished, the takeoff distances derived from Section 4, page 4-44, or Supplement No. 2, page S2-73, and the landing distances derived from Section 4, page 4-63, or Supplement No. 2, page S2-94 of the FAA approved Airplane Flight Manual, shall be increased by 50 percent for all operations. If any suspected braking deficiency occurs during the brake operation, immediately switch off the antiskid system and control the brakes manually as described in paragraph 35.3 of Section 2 of the Airplane Flight Manual. 3. Airplanes may be flown in accordance with FAR 21.197 to a maintenance base for accomplishment of the inspection required by this AD. 4. Alternate methods of compliance with this AD may be used when they provide an equivalent level of safety and are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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 the addresses listed above. These documents may also be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective March 22, 1982.
2016-09-10: We are superseding Airworthiness Directive (AD) 2007-10-10 R1 for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2007-10-10 R1 required revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This new AD requires revising the maintenance program or inspection program to incorporate revised fuel maintenance and inspection tasks. This AD was prompted by issuance of more restrictive maintenance requirements and/or airworthiness limitations by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
82-18-03: 82-18-03 CANADAIR: Amendment 39-4442. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1002 and subsequent, certificated in all categories. Compliance is required within the next 50 hours time in service. To ensure that the breakout forces of the two rudder anti-jam mechanisms (Part Number 600-90450) are within acceptable limits, accomplish the following if not already accomplished: 1. Measure the anti-jam mechanism breakout forces and re-rig, if necessary, in accordance with Canadair Alert Service Bulletin A600-0030, Revision 1, dated November 10, 1981. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. 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). This amendment becomes effective September 1, 1982.