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81-06-06: 81-06-06 BRITISH AEROSPACE: Amendment 39-4065. Applies to Model HS/DH/BH- 125 airplanes series -3A/R, -3A/RA, and -3A/RA with British Aerospace Modification 25/2600 installed; series -400A and -400A with British Aerospace Modification 25/2550 or STC SA3870WE installed; and series -600A and -600A with British Aerospace Modification 25/2468 installed, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent restricted movement of the flap control unit input lever and chafing of the left engine fuel line due to possible interferences, accomplish the following: (a) Within 50 hours time in service after the effective date of this AD, inspect: (1) For chafing of the left engine fuel feed line; and (2) For recommended clearance between the fuel feed line and the flap control unit input lever in accordance with paragraph 2A(1), (2), and (3) of the Accomplishment Instructions of British Aerospace Service Bulletin28-69, Revision 1, dated June 25, 1979 (hereinafter referred to as the service bulletin) or an equivalent approved by the Chief, Aircraft Certification Staff, Federal Aviation Administration, Europe, Africa, and Middle East Office, Brussels, Belgium. (b) If as a result of the inspections required in paragraph (a) of this AD - (1) Chafing or other damage to the fuel line is found, before further flight, except that aircraft may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, replace the fuel line with a serviceable fuel line of the same P/N. (2) Clearance between the engine fuel feed line and the flap control unit input lever is found to be less than 0.15 inches, before further flight, increase the clearance in accordance with paragraph 2A(4) of the service bulletin. (c) Upon completion of the actions required in paragraphs (a) and (b) of this AD, return the aircraft to service in accordance with paragraphs 2A(5) and 2A(6)of the service bulletin. This amendment becomes effective March 26, 1981.
2012-15-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and 747-400D series airplanes. This AD was prompted by a report of an in-flight multi-power system loss of the 1, 2, and 3 alternating current electrical power systems located in the main equipment center (MEC). This AD requires installing aluminum gutter reinforcing brackets to the forward and aft drip shield gutters of the MEC; and adding a reinforcing fiberglass overcoat to the top surface of the MEC drip shield, including an inspection for cracking and holes in the MEC drip shield, and corrective actions if necessary. This AD also provides for an option to install an MEC drip shield drain system, which, if accomplished, would extend the compliance time for adding the reinforcing fiberglass overcoat to the top surface of the MEC drip shield. We are issuing this AD to prevent water penetration into the MEC, which could result in the loss of flight critical systems.
2010-10-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Investigation of a recent high altitude loss of cabin pressurization on a BD-100-1A10 aircraft determined that it was caused by a partial blockage of a safety valve cabin pressure- sensing port, in conjunction with a dormant failure/leakage of the safety valve manometric capsule. The blockage, caused by accumulation of lint/dust on the grid of the port plug, did not allow sufficient airflow through the cabin pressure-sensing port to compensate for the rate of leakage from the manometric capsule, resulting in the opening of the safety valve. It was also determined that failure of the manometric capsule alone would not result in the opening of the safety valve. * * * * * The unsafe condition is possible loss of cabin pressure caused by the opening of the safety valve. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2012-15-11: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by a report that a passenger oxygen pipe at frame 10 was chafing against the forward lavatory rear structure, raising the risk of the oxygen pipe developing a crack. This AD requires modifying the routing of and, if necessary, replacing, the oxygen pipe. We are issuing this AD to prevent rupture of the oxygen pipe which, in case of a cabin depressurization, would impair operation of the passenger oxygen distribution system.
98-06-30: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Raytheon (Beech) Model 400, 400A, 400T, MU-300, MU-300-10 airplanes, that currently requires replacement of outflow/safety valves with serviceable valves. This amendment revises the applicability of the existing AD to add an airplane model and to remove other airplanes, as well as to identify the serial numbers of affected airplanes. The actions specified by this AD are intended to prevent cracking and consequent failure of the outflow/safety valves, which could result in rapid decompression of the airplane.
90-02-07: 90-02-07 AEROSPATIALE: Amendment 39-6466. Docket No. 89-NM-266-AD. Applicability: Model ATR42 series airplanes, Serial Numbers 003 through 100, certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished; and thereafter, compliance is required immediately following any maintenance action which could result in mis-wiring and/or mis-plumbing. To detect incorrectly installed fire protection system plumbing and/or wiring, accomplish the following: A. Conduct an inspection of the right engine fire extinguishing system wiring and plumbing in accordance with the Aerospatiale All Operators Information Message DS/E 20/89, dated December 4, 1989. If any pipes or electrical connectors are improperly installed, prior to further flight, correct the installation in accordance with the Aerospatiale message. B. An alternate means of compliance or adjustment of the compliance time, which providesan acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain 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, Standardization Branch, ANM-113. C. 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 information from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse Cedex 03, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6466, AD 90-02-07) becomes effective on January 23, 1990.
89-21-06: 89-21-06 BRITISH AEROSPACE: Amendment 39-6346. Docket No. 89-NM-87-AD. Applicability: Model BAe 125-800A series airplanes equipped with Grumman Aerospace Corporation engine exhaust duct Part No. C46P13100-3 or C46P13100-103 (not applicable to airplanes with Dee Howard thrust reversers) certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent collapse of the engine exhaust duct, accomplish the following: A. Replace the left and right engine exhaust ducts in accordance with British Aerospace Service Bulletin 71-40-3213A, Revision 2, dated April 12, 1989. 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. 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, Standardization Branch, ANM-113. C. 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 British Aerospace, PLC, Service Bulletin Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6346, AD 89-21-06) becomes effective on November 8, 1989.
2012-15-09: We are adopting a new airworthiness directive (AD) certain Airbus Model A310-203, -221, and -222 airplanes. This AD was prompted by the manufacturer re-classifying slat extension eccentric bolts as principal structural elements with replacement due at or before their calculated fatigue lives. This AD replaces certain slat extension eccentric bolts with new bolts. We are issuing this AD to prevent fatigue cracking, which could result in the loss of structural integrity of the airplane.
98-06-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires application of sealant to the auxiliary power unit (APU) firezone bulkhead. This amendment is prompted by issuance of mandatory continued airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent hazardous amounts of flame, fuel, and vapor from entering compartments outside the fire zone due to unsealed openings in the firezone bulkhead, which could result in a fire outside the APU firezone compartment.
2012-15-03: We are adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190 airplanes. This AD was prompted by a report of damage on the rod end of the retracting actuator rod of the main landing gear (MLG). This AD requires performing a one-time general visual inspection to determine if a certain part number is installed on the MLG retraction actuator; if necessary, performing a general visual inspection for discrepancies between the actuator rod end and shock strut lug of the MLG retraction actuator; and corrective actions if necessary. We are issuing this AD to detect and correct breakage of the MLG retracting actuator rod, which may result in MLG extension with no hydraulic damping and consequent damage to the locking mechanism and collapse of the MLG.
2012-14-12: We are adopting a new airworthiness directive (AD) for Arrow Falcon Exporters, Inc. (previously Utah State University); Firefly Aviation Helicopter Services (previously Erickson Air-Crane Co.); California Department of Forestry; Garlick Helicopters, Inc.; Global Helicopter Technology, Inc.; Hagglund Helicopters, LLC (previously Western International Aviation, Inc.); International Helicopters, Inc.; Precision Helicopters, LLC; Robinson Air Crane, Inc.; San Joaquin Helicopters (previously Hawkins and Powers Aviation, Inc.); S.M.&T. Aircraft (previously US Helicopters, Inc., UNC Helicopter, Inc., Southern Aero Corporation, and Wilco Aviation); Smith Helicopters; Southern Helicopter, Inc.; Southwest Florida Aviation International, Inc. (previously Jamie R. Hill and Southwest Florida Aviation); Tamarack Helicopters, Inc. (previously Ranger Helicopter Services, Inc.); US Helicopter, Inc. (previously UNC Helicopter, Inc.); West Coast Fabrication; and Williams Helicopter Corporation (previously Scott Paper Co.) Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P Helicopters; and Southwest Florida Aviation Model UH-1B (SW204 and SW204HP) and UH-1H (SW205) Helicopters. This AD requires [[Page 44435]] inspecting each affected tail rotor blade (blade) forward tip weight retention block (tip block) and the aft tip closure (tip closure) for adhesive bond voids and removing any blade with an excessive void from service. This AD also requires modifying certain blades by installing shear pins and tip closure rivets. This AD was prompted by reports of missing tip blocks or tip closures, resulting in minor to substantial damage to blades installed on Bell Model 212 and 412 helicopters. The actions are intended to prevent loss of a tip block or tip closure, loss of a blade, and subsequent loss of control of the helicopter.
98-06-06: This amendment adopts a new airworthiness directive (AD) that is applicable to GKN Westland Helicopters Ltd. (Westland) 30 series helicopters. This action requires determining the total hours time-in-service (TIS) of the six tail rotor drive shafts (drive shafts), creating a component history card or an equivalent record for each shaft, and replacing those drive shafts that exceed a certain TIS with an airworthy drive shaft. This amendment is prompted by findings of drive shaft attachment flange cracks on similar British military model helicopters. This condition, if not corrected, could result in failure of the drive shaft coupling attachment flanges that could result in loss of power to the tail rotor and subsequent loss of control of the helicopter.
98-06-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires replacement of the return filter diaphragm assemblies on hydraulic systems 1 and 2 with modified filter units having new diaphragms. This amendment is prompted by a report of insufficient running clearance of the brake units due to overpressure in the hydraulic return system; this condition could lead to brake overheating. The actions specified by this AD are intended to prevent too high pressure in the hydraulic return system during the selection of subsystem(s), which could result in inadvertent braking and/or blown tires.
2012-14-10: We are adopting a new airworthiness directive (AD) for CHI Model 107-II and Kawasaki Model KV107-II and KV107-IIA helicopters. This AD requires, before further flight, replacing certain upper collective pitch control yoke bolts. This AD is prompted by three failures of the affected bolts. These actions are intended to prevent failure of an upper collective pitch control yoke bolt (bolt), excessive vibration, migration of the shafts, and subsequent loss of control of the helicopter.
90-25-09: 90-25-09AEROSTAR INTERNATIONAL, INC.: Amendment 39-6848. Final copy of Priority Letter 90-25-09, Docket No. 90-CE-72-AD. Applicability: Models RX-6, RX-7, RX-8, S-49A, S-50A, S-52A, S-55A, S-57A, S- 60A, S-66A and S-77A balloons (all serial numbers) equipped with Advanced Fiber Technology (AFT) suspension cables, certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent balloon cable degradation and loss of the balloon, accomplish the following: (a) On Models S-66A and S-77A balloons, prior to further flight replace all AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (b) On all model balloons other than Models S-66A and S-77A with less than 100 hours time-in-service (TIS) on the AFT suspension cables, prior to further flight, andthereafter before each flight, inspect all AFT suspension cables for degradation in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (1) If signs of degradation are found, prior to further flight replace the AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. (2) If no signs of degradation are found, return the balloon to service and reinspect before each flight until the accumulation of 100 hours TIS on the AFT suspension cables at which time paragraph (c) of this AD must be accomplished. (3) The AFT suspension cables may be replaced if no signs of degradation are found as terminating action for the inspection requirements of this AD. (c) On all model balloons other than Models S-66A and S-77A with 100 hours or more TIS on the AFT suspension cables, unlessalready accomplished per paragraph (b)(1) or (b)(3) of this AD, prior to further flight replace the AFT suspension cables with stainless/galvanized steel suspension cables in accordance with the instructions in Aerostar International, Inc., Service Bulletin No. 129, dated November 28, 1990. NOTE: Operators who do not have records of hours TIS on individual AFT suspension cables may substitute balloon hours TIS in lieu thereof. (d) The inspections and cable replacements required by this AD may be performed by the owner/operator holding at least a private pilot certificate as authorized by FAR 43.7, and must be entered into the aircraft records showing compliance with this AD in accordance with FAR 43.11. (e) When the AFT suspension cables have been replaced pursuant to this AD, the inspection requirements of this AD are no longer required. (f) An alternate method of compliance or adjustment of the compliance times that provides an equivalent level of safety may beapproved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Room 232, Des Plaines, Illinois 60018. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. (g) Replacement cables or copies of the applicable service information may be obtained from Aerostar International, Inc., 1813 E. Avenue, P.O. Box 5057, Sioux Falls, South Dakota 57117-5057; Telephone (605) 331-3500; or the applicable service information may be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6848, AD 90-25-09) becomes effective on January 14, 1991 as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-25-09, issued December 4, 1990, which contained this amendment.
98-06-10: This amendment adopts a new airworthiness directive (AD), applicable to all Israel Aircraft Industries, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, 1124A, 1125 Westwind Astra, and Astra SPX series airplanes, that requires repetitive functional tests for proper operation of hydraulic fuses installed in the brake system and emergency hydraulic indicating system; and replacement of any discrepant hydraulic fuse with a new, improved unit. This amendment is prompted by the 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 hydraulic fuse to operate properly, due to internal corrosion, in the event of an external leak downstream of the fuse, which could result in loss of hydraulic systems.
78-15-02: 78-15-02 MOONEY AIRCRAFT CORPORATION: Amendment 39-3270. Applies to Models M20F airplanes, all serial numbers, and M20J airplanes, serial numbers 24-0001 through 24-0609 certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the main landing gear side brace bolts, accomplish the following: Within the next 90 days after the effective date of this AD, replace the main landing gear side brace bolts in accordance with Mooney Service Bulletin No. M20-212 dated March 1, 1978, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. This amendment becomes effective August 1, 1978.
93-02-14: 93-02-14 BRITISH AEROSPACE: Amendment 39-8498. Docket 91-NM-24-AD. Applicability: All Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: This AD references British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992, for corrosion tasks, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in that Service Bulletin. Where there are differences between the AD and the Service Bulletin, the AD prevails. NOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For those operators complying with paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Standardization Branch, ANM-113, FAA, Transport Airplane Directorate." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Principal Maintenance Inspector (PMI)." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." To prevent degradation of the structural capabilities of the airplane due to the problems associated with corrosion damage, accomplish the following: (a) Except as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Appendix 3 of British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992 (hereinafter referred to as "the Service Bulletin"), in accordance with the procedures of the Service Bulletin, and in accordance with the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. NOTE 3: A "corrosion task," as defined in Appendix 3 of the Service Bulletin, includes inspections; procedures for a corrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. NOTE 4: Corrosion tasks completed in accordance with the Service Bulletin before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. NOTE 5: Where non-destructive inspection (NDI) methods are employed, in accordance with Appendix 3 of the Service Bulletin, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. NOTE 6: Procedures identified in the Service Bulletin as "informational only" are not required to be accomplished by this AD. (1) Complete the initial corrosion task of each "corrosion inspection area" defined in Appendix3 of the Service Bulletin as follows: (i) For aircraft areas that have not yet reached the "threshold age" (TA) as of one year after the effective date of this AD, initial compliance must occur no later than the TA plus the repetitive (R) interval. (ii) For aircraft areas that have exceeded the TA as of one year after the effective date of this AD, initial compliance must occur within the R interval for the area, measured from a date one year after the effective date of this AD. (iii) For airplanes that are 20 years old or older as of one year after the effective date of this AD, initial compliance must occur for all areas within one R interval, or within six years, measured from a date one year after the effective date of this AD, whichever occurs first. (iv) In all cases, accomplishment of the initial tasks by each operator must occur at a minimum rate equivalent to one airplane per year, beginning one year after the effective date of this AD.NOTE 7: This minimum rate requirement may cause a hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. (2) Repeat each corrosion task at a time interval not to exceed the R interval specified in the Service Bulletin for that task. (b) As an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Service Bulletin; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each "corrosion inspection area" must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. (1) Any operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by the FAA and is included in a revision to the FAA-approved maintenance/inspection program. (2) Subsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Service Bulletin must be approved by the FAA. (c) To accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. (d) (1) If, as a result of any inspection conducted in accordance with paragraph (a) or (b) of this AD, Level 3 corrosion is determined to exist in any area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) within 7 days after such determination: (i) Submit a report of that determination to the FAA andcomplete the corrosion task in the affected areas on all Model BAC 1-11 series airplanes in the operator's fleet; or (ii) Submit to the FAA for approval one of the following: (A) A proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model BAC 1-11 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or (B) Data substantiating that the Level 3 corrosion found is an isolated occurrence. NOTE 8: Notwithstanding the provisions of Table 1 of the Service Bulletin, which would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it, "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. (2) The FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. (3) Within the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model BAC 1-11 series airplanes in the operator's fleet. (e) If, as a result of any inspection after the initial inspection conducted in accordance with paragraph (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination a means approved by the FAA must be implemented to reduce future findings of corrosion in that area to Level 1 or better. (f) Before any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: (1) For airplanes previously maintained in accordance with this AD, the first corrosion task in each area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. (2) For airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each area to be performed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. (g) Reports of Level 2 and Level 3 corrosion must be submitted at least quarterly to British Aerospace in accordance with Section 2.5 of the Service Bulletin. NOTE 9: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspections is highly desirable. (h) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 10: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (i) 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. (j) Reports of corrosion inspection results required by this AD 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. (k) The corrosion tasks and reports shall be done in accordance with British Aerospace Alert Service Bulletin 5-A-PM5987, "Time Limits - Aircraft General - Corrosion Control Programme," Issue 2, dated June 30, 1992, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page BULLETIN TEXT, INCLUDING CONTENT CHECKLIST: 1-3, 5-6, 8, 11, 13-14, 19 2 June 30, 1992 4, 7, 9-10, 12, 15-18 1 November 30, 1990 APPENDIX 1: 1-3 2 June 30, 1992 4 1 November 30, 1990 APPENDIX 2: 1 2 June 30, 1992 2 1 November 30, 1990 APPENDIX 3: 1-5, 7-10, 12-14, 16-19, 2 June 30, 1992 23-28, 31-37, 37A, 39-44, 44A, 45-46, 48-55, 58-59, 62, 64-75, 77 6, 11, 15, 20-22, 29-30, 1 November 30, 1990 38, 47, 56-57, 60-61, 63, 76, 78 APPENDIX 4: 2-5, 8-10 2 June 30, 1992 1, 6-7, 11-12 1 November 30, 1990 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (l) This amendment becomes effective on March 19, 1993.
2021-03-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA-365N, SA-365N1, AS-365N2, AS 365 N3, EC 155B, and EC155B1 helicopters. This AD was prompted by the FAA's determination that to improve the process and performance in collecting metal particles in the main gear box (MGB) certain existing magnetic plugs (electrical and nonelectrical) installed in the MGB pump intake must be replaced with improved non-electrical magnetic plugs. This AD requires replacing the existing magnetic plug with an improved non- electrical magnetic plug, as specified in a European Aviation Safety Agency (now 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.
98-06-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to include procedures to prohibit use of reverse engine thrust power settings between idle and emergency maximum. This amendment revises the existing AFM revision requirement, and adds a new revision to the AFM to prohibit stabilized engine operation in a certain engine speed range on the ground. 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 stabilized engine operation in a certain engine speed range on the ground, which could result in uncontained engine fan blade failure due to high cycle fatigue cracking.
73-12-09: 73-12-09 ROCKWELL INTERNATIONAL: Amendment 39-1664 is further amended by Amendment 39-2271. Applies to all Model NA-265-40 airplanes, Serial Numbers prior to 282-138 and equipped with thrust reversers; all Model NA-265-60 airplanes, Serial Numbers prior to 306-81, all Model NA-265-70 airplanes, Serial Numbers 370-2 through 370-6, and 370-8 and 370-9. Compliance required as indicated. To prevent unwanted thrust reverser deployment, accomplish (a), or (b), or (c), or (d), below, prior to further flight, except as provided below. (a) (1) Stow and lock the thrust reversers in the forward thrust position and install a placard in plain view of the pilot indicating that the thrust reversers are deactivated. The thrust reversers must be locked in the stowed position in accordance with North American Rockwell Report NA-62-1223, page 68E, for Model NA-265-40; Report NA-66-1030, Operational Supplement No. 8, for Model NA-265-60; and Report NA-69-639, Section 1-47, for Model NA-265-70. (2) Pull and collar, for all affected models, the following electrical circuit breakers located on the copilot side console: "CONTROL LH"; "CONTROL RH"; "LATCH LH"; "LATCH RH"; "EMERG STOW"; and "IND LTS". (b) (1) Incorporate the revisions, dated May 16, 1973, to the FAA-approved NA-265 series Sabreliner Airplane Flight Manuals, CERTIFICATE LIMITATIONS, EMERGENCY PROCEDURES and NORMAL PROCEDURES sections, pertaining to thrust reverser operation. References: NA-62-1300; NA-72-25; NA-66-1030; and NA-69-422. (2) Prior to the first flight of each day, perform the pre-flight operational check in accordance with North American Rockwell Service Bulletin 73-10, Addendum A, dated May 16, 1973, or later FAA-approved revisions of the Sabreliner 40/60 series Maintenance Manual TR-78-9; or -70 series Maintenance Manual TR-78-3. Install a placard in plain view of the pilot to require performance of this pre-flight thrust reverser system check. (3) Perform the rigging inspections of the thrust reverser in accordance with Service Bulletin 73-10 dated May 16, 1973, or later FAA-approved revisions. (4) Perform a one-time "Thrust Reverser 100-hour Inspection" per Addendum B, Service Bulletin 73-10, dated May 16, 1973 or later FAA-approved revisions. (5) Within three hundred hours additional time in service, perform a one- time "Operational Check of Thrust Reverser Relays" per Addendum C, Service Bulletin 73-10, dated May 16, 1973, or later FAA-approved revisions. (6) Thereafter, the inspections specified in paragraphs (b) (3), (4), and (5) above, may be performed as normal maintenance procedures in accordance with the North American Sabreliner Maintenance Manuals applicable to the model. (7) Accomplish the wiring change to the dimming circuit in accordance with North American Service Bulletin 73-6, dated May 16, 1973, or later FAA-approved revisions. (8) Aircraft which cannot meet or otherwise comply with any of the inspectionor installation requirements of paragraph (b) of this AD, can be operated only per paragraphs (a) or (c) of this AD. (c) (1) Install a strengthened stang bracket in accordance with FAA Approved Sabreliner Division Service Bulletin 74-11, dated June 20, 1975, or later FAA-approved revisions; and (2) Install an automatic Stow System in accordance with Sabreliner Division FAA Approved Service Bulletin 74-8 dated July 14, 1975, or later FAA-approved revisions; and (3) Incorporate in the Airplane Flight Manual the appropriate revisions shown in Sabreliner Division Service Bulletin (2), above. NOTE: For the purpose of compliance with (c), above, the automatic stow system must be operational. (d) Equivalent inspections, maintenance procedures, and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. AD 73-12-09 , Amendment 39-1664 supersedes A AD 73-10-04. Amendment 39-1664 was effective June 16, 1973 for all persons except those to whom it was made effective immediately by airmail letter dated May 17, 1973, which contained this amendment. This amendment becomes effective July 29, 1975.
91-15-08: 91-15-08 BRITISH AEROSPACE (BAE), LIMITED: Amendment 39-7071. Docket No. 91-CE-52-AD. Applicability: Jetstream HP 137 Mk1, Models 200, 3101, and 3201 airplanes (all serial numbers), certificated in any category. Compliance: Required initially as follows, unless already accomplished, and thereafter at intervals not to exceed 10,000 landings: o For airplanes with less than 9,500 landings on the effective date of this AD, prior to the accumulation of 10,000 landings. o For airplanes with 9,500 landings or more but less than 10,000 landings on the effective date of this AD, prior to the accumulation of 10,500 landings. o For airplanes with 10,000 or more landings but less than 12,000 landings on the effective date of this AD, within the next 500 landings. o For airplanes with 12,000 or more landings but less than 15,000 landings on the effective date of this AD, within the next 150 landings. o For airplanes with over 15,000 landings on the effective date of this AD, within the next 50 landings. NOTE: If no record of landings is maintained, hours time-in-service (TIS) may be used with one hour TIS equal to two landings. For example, 100 hours TIS is equal to 200 landings. To prevent the loss of control of engine power, accomplish the following: (a) Replace the engine power lever control cables (all 8) with new power lever control cables in accordance with the instructions in BAe SB 76-A-JA 910542, dated May 30, 1991. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, Europe, Africa, Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (d) The replacements required by this AD shall be done in accordance with BAe SB 76-A-JA 910542, dated May 30, 1991. 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 British Aerospace, Manager Product Support, Commercial Aircraft Limited, Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC 20041. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-7071, AD 91-15-08) becomes effective on August 12, 1991.
90-07-07: 90-07-07 BRITISH AEROSPACE, PLC: Amendment 39-6553. Docket No. 89-NM-257-AD. Applicability: Model BAe-146 series airplanes, on which Modification HCM50075A, B, and C have been incorporated, certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished. To prevent brake drag or complete loss of braking, accomplish the following: A. Inspect the quick-disconnect couplings in the yellow and auxiliary systems hydraulic lines to the wheel brake units on the left and right main landing gear for tightness, retighten to finger-tight torque, and secure the quick-disconnect couplings with a corrosion-resistant steel lockwire, in accordance with British Aerospace Service Bulletin 32-A101, dated September 1, 1989. 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. 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, Standardization Branch, ANM-113. C. 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 British Aerospace, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6553, AD 90-07-07) becomes effective onApril 30, 1990.
2012-12-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of cracked retract actuator fuse pins that can fail earlier than the previously determined safe life limit of the pins. A fractured retract actuator fuse pin can cause the main landing gear to extend without restriction and attempt to lock into position under high dynamic loads. This AD requires an inspection for the part number of the fuse pin, and replacement of the pin if necessary. We are issuing this AD to prevent structural damage to the side and drag brace lock assemblies, which could result in landing gear collapse during touchdown, rollout, or taxi.
98-06-03: This amendment adopts a new airworthiness directive (AD) that applies to certain EXTRA Flugzeugbau GmbH (EXTRA) Model EA-300 airplanes. This AD requires removing the elevator mass balance assemblies and replacing them with reinforced elevator mass balance assemblies of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent damage and possible jamming of the airplane s control system, which, if not corrected, could cause loss of control of the airplane.