Results
86-03-03: 86-03-03 PRATT & WHITNEY: Amendment 39-5219. Applies to Pratt & Whitney model JT9D-7R4D, 7R4E, and -7R4E4 turbofan engines. Compliance is required as indicated unless already accomplished. To prevent deterioration of fuel nozzle flow and spray cone angle characteristics which could lead to engine surge, overtemperature, or the inability to restart inflight, accomplish the following: (a) Conduct a flow check on JT9D-7R4 series engine incorporating PW P/N 792842 and/or 794731 fuel nozzles following any on-wing cleaning procedure prior to returning the aircraft to service in accordance with PW Maintenance Manual P/N 785050, Chapter 73-13-07, Cleaning/Painting Section as revised by Temporary Revision 73-3, or FAA approved equivalent. (1) A flow reduction of 10 percent or less is acceptable. (2) A flow reduction greater than 10 percent but less than 20 percent requires selected fuel nozzles to be replaced with new or ultrasonically cleaned nozzles within 300flight cycles. The fuel nozzles may be replaced in quantities and locations as needed to restore the flow to 10 percent flow reduction or less. (3) A flow reduction of 20 percent or greater requires selected fuel nozzles to be replaced with new or ultrasonically cleaned nozzles within 25 flight cycles. If there have been any unresolved aborted ground starts (since the last cleaning and flow check) that are not attributed to an ignition system fault or a mechanical problem which is unrelated to the fuel nozzles, fuel nozzles must be selectively replaced within 5 cycles. The fuel nozzles may be replaced in quantities and locations as needed to restore the flow to 10 percent flow reduction or less. (b) Ground starts must be initiated using single ignition, either ignition selector position 1 or 2. If an aborted start is experienced using single ignition that is related to a fuel nozzle problem, the engine may be started on the opposite ignition system or dual ignition and the fuel nozzles must be cleaned and flow checked within 25 flight cycles in accordance with PW Maintenance Manual P/N 785050, Chapter 73-13-07, Cleaning/Painting Section as revised by Temporary Revision 73-3, or FAA approved equivalent. The flow check limits in Paragraph (a) are applicable to Paragraph (b). 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, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, may adjust the compliance time specified in this AD. PW Maintenance Manual P/N 785050, Chapter 73-13-07, Cleaning/Painting Section as revised by Temporary Revision 73-3 is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552 (a)(1). (Boeing Maintenance Manual, Chapter 73-11-05, Cleaning/Painting Section is an equivalent means of compliance.) All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Pratt & Whitney, Commercial Products Division, 400 Main Street, East Hartford, Connecticut 06108. This document also may be examined at the Office of the Regional Counsel, Rules Docket 85-ANE-8, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on March 14, 1986.
99-01-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections to detect discrepancies of the diagonal brace lugs of the engine strut, and rework of the diagonal brace lugs, if necessary. That AD also provides an option to defer the rework for certain cases by accomplishing repetitive inspections and resealing the bushing. That AD also provides for an optional terminating modification for the repetitive inspections. This amendment adds a requirement to repetitively inspect a new area of the diagonal brace of the engine strut. For certain airplanes, this amendment also adds new repetitive inspections of the subject area and requires that certain previously required repetitive inspections be accomplished at reduced intervals. This amendment is prompted by reports of fatigue or stress corrosion cracking in new areas of the diagonal brace. The actions specified inthis AD are intended to prevent such fatigue or stress corrosion cracking, which could result in failure of the strut and consequent separation of the engine from the airplane.
2013-15-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires either removal or inspection of the Honeywell fixed emergency locator transmitter (ELT), and corrective action if necessary. This AD was prompted by a report of a fire involving a Honeywell fixed ELT. We are issuing this AD to prevent a fire in the aft crown of the airplane, or to detect and correct discrepancies within the ELT that could cause such a fire.
92-10-04: 92-10-04 BRITISH AEROSPACE: Amendment 39-8238. Docket No. 91-NM-261-AD. Applicability: Model DH/BH/HS 125 series airplanes, excluding Model 125-700A, -800A, and -1000A series airplanes; as listed in British Aerospace Service Bulletin S.B. 57-73, dated July 30, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 3 months after the effective date of this AD, visually inspect left and right wing upper skins for corrosion beneath the boundary layer fence, in accordance with British Aerospace Service Bulletin S.B. 57-73, dated July 30, 1991. (1) If any corroded parts are found in which the corrosion is within the limits specified in British Aerospace Service Bulletin S.B. 57-73, dated July 30, 1991, prior to further flight, repair in accordance with that service bulletin. (2) If any corroded parts are found in which the corrosion exceeds the limits specified in British Aerospace Service Bulletin S.B. 57-73, dated July 30, 1991, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, submit a report of inspection findings to British Aerospace, in accordance with Appendix A of British Aerospace Service Bulletin S.B. 57-73, dated July 30, 1991. Report all findings, including nil defects to: Service Support Manager, BAe 125, British Aerospace (Commercial Aircraft) Ltd., Corporate Aircraft Division (H121), Customer Support Department, Comet Way, Hatfield, Hertfordshire, AL 10 9TL, England; fax 0707 251216; telex 21429 (BAA HPS-G). Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork ReductionAct of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) 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. (e) The inspections and repairs shall be done in accordance with British Aerospace Service Bulletin S.B. 57-73, dated July 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, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (f) This amendment becomes effective on June 11, 1992.
98-26-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive detailed visual inspections to detect corrosion on the rear spar web of the wing center section and adjacent bulkhead fittings at body station 1241; and corrective action, if necessary. This amendment is prompted by reports of corrosion found on the rear spar web and bulkhead fitting. The actions specified by this AD are intended to detect and correct such corrosion, which could cause cracking of the rear spar web, and result in a fuel leak and consequent fire/explosion in the wheel well of the main landing gear.
96-12-13: 96-12-13 DORNIER: Amendment 39-9656. Docket 96-NM-112-AD. Applicability: Model 328 series airplanes, equipped with Honeywell GP-300 guidance and display controller having part number (P/N) 7015327-901 or -902; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes 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 (b) 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 a defective light bulb from causing a short circuit that emits smoke and fumes into the cockpit, or causing damage to the circuit cards and various components, which may lock the autopilot into the engaged mode, accomplish the following: (a) Within 60 days after the effective date of this AD, modify the Honeywell GP-300 guidance and display controller, having P/N 7015327-901 or -902, in accordance with Honeywell Service Bulletin 7015327-22-2, dated March 4, 1996. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Honeywell Service Bulletin 7015327- 22-2, dated March 4, 1996. 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 Honeywell, Inc., Attn: Customer Support Materiel, P.O. Box 21111, Phoenix, Arizona 85036. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, Transport Airplane Directorate, 3960 Paramount Boulevard,Lakewood, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 26, 1996.
80-16-52: 80-16-52 AIRBUS INDUSTRIE: Amendment 39-4105. Applies to Model A300 series airplanes, serial numbers 002 through 095 inclusive, except serial numbers 058, 061, 080, 082, 089, 090 and 094, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent reduction in brake performance, accomplish the following: (a) Within the next 50 landings after the effective date of this AD, and thereafter at intervals not to exceed 50 landings, visually inspect the two rear attachment lugs of brake pedal position transmitter cast brace assembly, P/N A3241000000002 or A3241000000003, for cracks in accordance with Airbus Industrie Service Bulletin A300-32-264 dated May 27, 1980, or an FAA-approved equivalent. Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.)(b) If a crack or cracks are found as a result of any inspection required by paragraph (a) of this AD, replace the brace assembly prior to further flight with a serviceable brace assembly. (c) The inspections required by paragraph (a) of this AD may be discontinued after installation of a cast brace assembly modified in accordance with Airbus Industrie Service Bulletin A300-32-267 dated July 4, 1980, or an FAA approved equivalent. (d) Airplanes may be ferried in accordance with FAR Sections 21.197 and 21.199 to a facility where inspections and repairs can be accomplished. (e) 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. 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 Airbus Industrie, Airbus Support Division, BP 33, 31700 Blagnac, France. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. This amendment becomes effective April 30, 1981, as to all persons except those persons to whom it was immediately effective by telegraphic AD T80-16-52, issued August 1, 1980, which contained this amendment.
2013-14-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and 747-400F series airplanes. This AD was prompted by reports of cracking in the outboard flange of the longeron extension fittings, which attach to the wing-to-body fairing support frame. This AD requires repetitive inspections of the longeron extension fittings for cracking, and corrective actions if necessary. We are issuing this AD to detect and correct cracks in the longeron extension fittings, which can become large and adversely affect the structural integrity of the airplane.
98-26-22: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes, that requires repetitive inspections to detect cracking of the lower cap of the wing rear spar, and repair, if necessary. For certain airplanes, this AD also provides for an optional terminating modification for the repetitive inspections. This amendment is prompted by reports of fatigue cracks found in the lower cap of the wing rear spar. The actions specified by this AD are intended to detect and correct fatigue cracking of the lower cap of the wing rear spar, which could result in reduced structural integrity of the airplane.
98-26-16: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes. This AD requires modifying the emergency exit doors and installing interior and exterior placards on each of the emergency exit doors. Difficulty in opening the emergency exit doors prompted this action. The actions specified by this AD are intended to prevent passengers and crew from not being able to open the emergency exit doors during an airplane emergency, which could result in passenger and crew injuries.
2013-13-15: We are superseding airworthiness directive (AD) 87-02-07, which applied to all The Boeing Company Model 737-100 and -200 series airplanes. AD 87-02-07 required replacement of certain underwing fuel tank access covers with stronger, fire-resistant covers. This new AD also requires inspecting fuel tank access doors to determine that impact-resistant access doors are installed in the correct locations, inspecting application of stencils and index markers of impact- resistant access doors, doing corrective actions if necessary, revising the maintenance program, and adding airplanes to the applicability. This AD was prompted by reports of standard access doors installed where impact-resistant access doors are required, and reports of impact-resistant doors without stencils. We are issuing this AD to prevent foreign object penetration of the wing tank, which could lead to a fuel leak near ignition sources (engine, hot brakes), consequently leading to a fuel-fed fire.
93-01-13: 93-01-13 FOKKER: Amendment 39-8467. Docket 92-NM-236-AD. Applicability: Model F27 series airplanes; except Model F27 Mark 050 series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent uncontrolled fuel leakage into the wheel well, accomplish the following: (a) Within 30 days after the effective date of this AD, perform a visual inspection to detect chafing, scratches, or dents on the fuel lines on the left- and right-hand nacelles, in accordance with Part 1 of the Accomplishment Instructions of Fokker Service Bulletin F27/28-61, dated September 3, 1992. (b) If no chafing, scratches, or dents are found during the inspection required by paragraph (a) of this AD, the fuel line may remain installed. However, within 100 hours time-in-service after the effective date of this AD, perform a visual inspection for clearances between the fuel line and the landing gear parts, in accordance with Part2 of the Accomplishment Instructions of Fokker Service Bulletin F27/28-61, dated September 3, 1992; and accomplish either paragraph (b)(1) or (b)(2) of this AD, as applicable. (1) If the clearance between the fuel line and the landing gear parts is less than 0.25 inch, prior to further flight, adjust the landing gear components to achieve a minimum clearance of 0.25 inch, in accordance with the service bulletin. (2) If the clearance between the fuel line and the landing gear parts is 0.25 inch or greater, no further action is required by this AD. (c) If any chafing or scratches are found during the inspection required by paragraph (a) of this AD, prior to further flight, accomplish both paragraphs (c)(1) and (c)(2) of this AD: (1) Measure the damage depth and accomplish either paragraph (c)(1)(i), (c)(1)(ii,) or (c)(1)(iii) of this AD, as applicable. (i) If the depth of chafing or scratch damage is equal to or greater than 0.009 inch, prior to further flight, replace the damaged fuel line, in accordance with Chapter 28-00-00 of the Airplane Maintenance Manual. (ii) If the depth of chafing or scratch damage is 0.004 inch or more, but less than 0.009 inch, re-inspect the damaged fuel line in accordance with paragraph (a) of this AD thereafter at intervals not to exceed 10 hours time-in-service; and replace the damaged fuel line within 50 hours time-in- service after the effective date of this AD, in accordance with Chapter 28-00-00 of the Airplane Maintenance Manual. (iii) If the depth of chafing or scratch damage is less than 0.004 inch, the fuel line may remain in place. (2) Perform a visual inspection for clearances between the fuel line and the landing gear parts, in accordance with Part 2 of the Accomplishment Instructions of Fokker Service Bulletin F27/28-61, dated September 3, 1992, and accomplish either paragraph (c)(2)(i) or (c)(2)(ii) of this AD, as applicable. (i) If the clearance between the fuel lineand the landing gear parts is less than 0.25 inch, prior to further flight, adjust the landing gear components to achieve a minimum clearance of 0.25 inch, in accordance with the service bulletin. (ii) If the clearance between the fuel line and the landing gear parts is 0.25 inch or greater, no further action is required by this AD. (d) If any dent is found during the inspection required by paragraph (a) of this AD, prior to further flight, accomplish both paragraphs (d)(1) and (d)(2) of this AD: (1) Measure the damage depth and accomplish either paragraph (d)(1)(i) or (d)(1)(ii) of this AD, as applicable. (i) If the depth of the dent is equal to or greater than 0.1 inch, prior to further flight, replace the dented fuel line, in accordance with Chapter 28-00-00 of the Airplane Maintenance Manual. (ii) If the depth of the dent is less than 0.1 inch, the fuel line may remain installed. (2) Perform a visual inspection for clearances between the fuel line and the landing gear parts, in accordance with Part 2 of the Accomplishment Instructions of Fokker Service Bulletin F27/28-61, dated September 3, 1992; and accomplish either paragraph (d)(2)(i) or (d)(2)(ii) of this AD, as applicable. (i) If the clearance between the fuel line and the landing gear parts is less than 0.25 inch, prior to further flight, adjust the landing gear components to achieve a minimum clearance of 0.25 inch, in accordance with the service bulletin. (ii) If the clearance between the fuel line and the landing gear parts is 0.25 inch or greater, no further action is required by this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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 sendit to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The inspections, replacement, and adjustment shall be done in accordance with Fokker Service Bulletin F27/28-61, dated September 3, 1992. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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.(h) This amendment becomes effective on February 5, 1993.
91-05-02: 91-05-02 SOCATA: Amendment 39-6887. Docket No. 90-CE-20-AD. Applicability: Models TB 20 and TB 21 airplanes (serial numbers (S/N) 1 through 1051, except S/N 1040 and S/N 1042), certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent structural failure of the fuselage frame in the area of the landing gear attachment, accomplish the following: (a) On airplanes with more than 1,500 hours time-in-service (TIS) on the effective date of this AD, within the next 100 hours TIS after the effective date of this AD and, thereafter, at intervals not to exceed 500 hours TIS, visually inspect the fuselage frame No. 0 for cracks in the area of the engine mount and landing gear mount in accordance with the instructions in Aerospatiale Service Bulletin (SB) No. 42/1, dated July 1990. Prior to further flight, repair any cracked frames found in accordance with the instructions in the above SB.(b) On airplanes with less than 1,500 hours TIS on the effective date of this AD, within the next 100 hours TIS or prior to accumulating 1,600 hours TIS, whichever occurs later, and, thereafter, at intervals not to exceed 500 hours TIS, visually inspect the fuselage frame No. 0 for cracks in the area of the engine mount and landing gear mount in accordance with the instructions in Aerospatiale SB No. 42/1, dated July 1990. Prior to further flight repair any cracked frames found per the instructions in the above SB. (c) The repetitive inspections specified in paragraphs (a) and (b) of this AD are no longer required when the airplane has been modified in accordance with Socata Kit 9152. (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. (e) An alternate method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Aircraft Certification Office, Europe, Africa, Middle East Office, FAA, c/o American Embassy, B-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. (f) All persons affected by this directive may obtain copies of the documents referred to herein upon request to Aerospatiale Aeroport Tarbes-Ossum-Lourdes, B.P. 930 65009 Tarbes, France; Telephone 62.51.7300; or may examine the service information at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6887, AD 91-05-02) becomes effective on March 25, 1991.
98-26-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that currently requires repetitive detailed visual inspections to detect cracks in the shear cleats of the roller guide structural support of the passenger door, and replacement of any cracked shear cleat with a new shear cleat. That AD also provides for an optional terminating modification that constitutes terminating action for the repetitive inspections. This amendment mandates accomplishment of the previously optional terminating modification. This amendment is prompted by reports indicating that fatigue cracking was detected in the roller guide shear cleats of the passenger door. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could result in structural failure or loss of the passenger door, and consequent rapid depressurization of the airplane during flight.
97-21-10: 97-21-10 AIRBUS INDUSTRIE: Amendment 39-10163. Docket 97-NM-265-AD. Applicability: Model A319, A320, and A321 series airplanes, certificated in any category; on which any of the following Airbus Modifications have been installed: Affected Model(s) Airbus Modification Installed A319 and A321 A319, A320, and A321 25469 (reference Airbus Service Bulletin A320-22-1054) 26093 A320 24065 (reference Airbus Service Bulletin A320-22-1040) or 24067 (reference Airbus Service Bulletin A320-22-1039) A320 25314 (reference Airbus Service Bulletin A320-22-1051) or 25315 (reference Airbus Service Bulletin A320-22-1050) A320 and A321 24064 (reference Airbus Service Bulletin A320-22-1034) or 24066 (reference Airbus Service Bulletin A320-22-1029) A320 and A321 25199 (reference Airbus Service Bulletin A320-22-1045) or 25200 (reference Airbus Service Bulletin A320-22-1046) A320 and A321 25240 (reference Airbus Service Bulletin A320-22-1033) or 25274 (reference AirbusService Bulletin A320-22-1056) A319, A320, and A3 26243 NOTE 1: This AD applies to each airplane 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 airplanes 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 (b) 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 ensure that the flightcrew detects and corrects an unintended flight path if certain software anomalies of the FMGS occur, which could result in an increased risk of collision with terrain or other airplanes, accomplish the following: (a) Within 10 days after the effective date of this AD, revise the Normal Procedures Section of the FAA-approved Airplane Flight Manual (AFM) by inserting a copy of Model A319/320/321 Flight Manual Temporary Revision 4.03.00/02, dated May 28, 1997, into the AFM. NOTE 2: When the temporary revision specified in paragraph (a) of this AD has been incorporated into the general revisions of the AFM, the general revisions may be inserted in the AFM, provided the information contained in the general revisions is identical to that specified in Model A319/320/321 Flight Manual Temporary Revision 4.03.00/02. (b) 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 Operations Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The AFM revision shall be done in accordance with Model A319/320/321 Flight Manual Temporary Revision 4.03.00/02, dated May 28, 1997. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. NOTE 4: The subject of this AD is addressed in French airworthiness directive 97-153- 100(B), dated July 16, 1997. (e) This amendment becomes effective on November 3, 1997.
60-01-04: 60-01-04 FAIRCHILD: Amdt. 81 Part 507 Federal Register January 16, 1960. Applies to all Models F-27, F-27A, and -27B aircraft. Compliance required by January 15, 1960. Cases of "rudder walk" have been experienced on aircraft in service. Such rudder oscillation creates a flight hazard. In order to correct or prevent this condition, unless already accomplished, a beaded angle should be added to the rudder balance tab trailing edge in accordance with Fairchild Service Bulletin 27-14.
77-04-05: 77-04-05 CESSNA: Amendment 39-2838. Applies to 180 Series (Serial Numbers 18050662 thru 18052711); 182 Series (Serial Numbers 18251557 thru 18264790); 185 Series (Serial Numbers 18500001 thru 18501832); 188 Series (Serial Numbers 18800001 thru 18802348); and A188 Series (Serial Numbers 18800001 thru 18800707) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent ingestion of the induction air box seal into the carburetor, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: A. Disconnect the carburetor air intake flexible duct assembly from the induction air box. B. Visually inspect the condition of the existing carburetor induction air box seal(s) and if not securely bonded to the carburetor intake flexible duct assembly, remove the existing seal(s) and install new P/N 0752016-10 and -11 seals in accordance with the following procedure: 1. Clean the metal surface of thecarburetor air intake flexible duct assembly and the new P/N 0752016-10 and -11 seals with methyl ethyl keytone, methyl iso butyl keytone, acetone or lacquer thinner solvent. 2. Apply EC 847 adhesive to the carburetor air intake flexible duct assembly adapter and P/N 0752016-10 and -11 seals, allow to dry until tacky (usually between 5 and 30 minutes), and then press firmly together to insure contact (complete cure will occur within 24 hours). 3. Install the lower P/N 0752016-10 seal on the horizontal flat surface on the bottom side of the adapter flange, locating the forward edge of the seal so that it does not extend into the bend radius on the front side of the horizontal surface. 4. Pierce a hole in each P/N 0752016-11 seal to match the holes for the fasteners in the carburetor air intake flexible duct assembly adapter flange. 5. Reinstall the carburetor air intake flexible duct assembly flange to the carburetor induction air box. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Cessna Service Letter SE76-18, dated October 11, 1976, or later approved revisions, covers the subject matter of this AD. This amendment becomes effective March 1, 1977.
98-26-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC 9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if the doorstops and corners of the doorjamb of the forward passenger door have been modified, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by reports of fatigue cracks found in the fuselage skin and doubler at the corners and doorstops of the doorjamb of the forward passenger door. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
98-26-05: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace (Operations) Limited (British Aerospace) Model B.121 Series 1, 2, and 3 airplanes. This AD requires repetitively inspecting (using visual methods) the internal and external surfaces of the brake torque tube assemblies in the cockpit area for cracks. This AD also requires obtaining and incorporating repair procedures for any brake torque tube assembly found cracked. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect and correct cracks in the brake torque tube assemblies, which could result in reduced brake efficiency with possible reduced and/or loss of airplane control.
2013-14-01: We are adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. Model PC-6/B2-H4 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 faulty rivets installed in the airframes during production could reduce the structural integrity of the airplane. We are issuing this AD to require actions to address the unsafe condition on these products.
81-21-03: 81-21-03 BRITISH AEROSPACE CORPORATION: Amendment 39-4229. Applies to all operators of DH-114 Heron Series 1B and all series 2 airplanes which have been modified in accordance with Modification 154 or 469. To ensure wing leading edge access doors remain properly secured, accomplish the following unless already accomplished: 1. Within 350 hours time in service after the effective date of this AD, modify the wing leading edge access doors in accordance with British Aerospace Corp. Manufacturer's Technical News Sheet W.1 1, Issue 2, and Modification No. Heron 1171 (Amendment No. 1 incorporated) dated October 17, 1961, or a later FAA approved revision. 2. Alternate means of compliance may be used which provide an equivalent level of safety when approved by the Chief, Seattle Area Aircraft Certification Office, FAA, Northwest Region. 3. Airplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197. 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 FAA, Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective October 18, 1981.
51-04-02: 51-04-02 WARNER: Applies to All Engines Except Those With the Letter "A" Stamped After the Serial Number on the Engine Nameplate. The Letter "A" Indicates That the Modifications Hereinafter Discussed Have Already Been Accomplished. Compliance required as indicated. As a precautionary measure to preclude serious flight hazards resulting from failure of the 5/16-inch cylinder holddown studs P/N S506, the following inspections or replacements should be accomplished. A. Compliance required as soon as possible but not later than April 1, 1951 and at each 100 hours of operation thereafter. 1. Check the cylinder holddown nuts to determine that they are tightened to a torque of 180 inch- pounds desired to a 200 inch-pounds maximum. (a) If one or more of the studs is found to be broken, replace all of the studs for the particular cylinder. (b) Loose cylinder holddown nuts are a good indication that the stud may have stretched to the extent that fatigue failure may soon result. If one or more of the nuts is found loose, it is recommended that all of the studs in the cylinder be replaced. (c) When installing a cylinder with oil on the stud threads, tighten nuts to 200 inch-pounds desired to 225 inch-pounds maximum. (Warner Service Letter No. A-15 discusses procedures for inspecting and replacing 5/16-inch studs and nuts.) B. Compliance not required, but will eliminate foregoing mandatory inspections. 1. Replace cylinder stud P/N S506 and nut N-511 with 3/8-inch stud S-911 and nut N-910. 2. Replace gasket between cylinder barrel and crankcase with an "O" type ring. 3. Stamp letter "A" after serial number on engine nameplate when this modification has been completed. (Warner Service Letter No. A-17 explains the details connected with the replacement of these parts.) The Warner Aircraft Co., P. O. Box 229, Niles, Mich., which purchased the assets of the Warner Division of the Clinton Machine Co., Detroit, Mich., have a large supply of replacement part stocks that will be held in their inventory for an indefinite period. Warner Service Letter No. A-17 should be consulted before ordering these replacement parts. If either Letter A-17 or Letter A-15 is not available, copies may be obtained from the Warner Aircraft Co., Box 229, Niles, Mich.
2010-17-11R1: We are revising an existing airworthiness directive (AD) that applies to all Dowty Propellers R408/6-123-F/17 model propellers. That AD currently requires initial applications of sealant between the bus bar assembly and the backplate assembly of certain line-replaceable units, and repetitive applications of sealant on all R408/6-123-F/17 model propellers. This new AD requires the same actions and allows the use of an equivalent sealant as prescribed in revised service information. This AD was prompted by the need to add an optional terminating action to the applications of sealant. We are issuing this AD to prevent an in-flight double generator failure, which could result in reduced control of the airplane.
76-06-02: 76-06-02 BELL: Amendment 39-2554. Applies to Model 205A-1 helicopters, Serial Numbers 30001 through 30196, certified in all categories. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) Gain access to the engine fire extinguisher discharge cartridge, P/N 13083-45, mounted on the fire extinguisher agent container, as necessary, to determine if the legend "1272" is stamped on one of the hexagonal flats on the cartridge body. If this legend is found, proceed as follows: (1) Disconnect the circuit breaker for the fire extinguisher system circuit. (2) Disconnect aircraft wiring from the fire extinguisher discharge wiring. (3) Using a short length of wire (safety wire is suitable), connect the actuation pin to the ground stud. (4) Identify the 1 1/4" hexagonal nut into which the cartridge is threaded. Use an appropriate wrench to prevent this nut from turning and remove the cartridge from the nut. Leave the wire specified in item (3) attached on the cartridge terminals to prevent inadvertent detonation by static electricity. (5) Attach a connecting wire as described in step (3) above to a suitable replacement cartridge and install the cartridge into the 1 1/4" hexagonal nut from which the defective cartridge was removed. (6) Tighten the new cartridge to 90-100 inch pounds and lockwire to the 1 1/4" hexagonal nut. (7) Remove the pin-to-stud connecting wire and reconnect aircraft wiring. Close the circuit breaker. (b) If initial inspection of the cartridge reveals that the cartridge is not from the lot marked "1272," no further action is required to comply with this AD. Completion of Steps 1, 2, and 4 of Bell Helicopter Service Bulletin No. 205-75-7, dated November 5, 1975, or later approved revision, will satisfy the requirements of this AD. Equivalent methods of compliance with this airworthiness directive must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective April 26, 1976.
98-25-13: This amendment adopts a new airworthiness directive (AD) that is applicable to McCauley Propeller Systems (formerly McCauley Accessory Division, The Cessna Aircraft Company) Models 2A36C23/84B-0 and 2A36C82/84B-2 propellers. This action supersedes priority letter AD 89-26-08 that currently requires penetrant inspections for cracks in the propeller blade threaded retention area, and modifying the propeller hub to a red dye filled configuration. This action adds an explanatory note to better define the AD applicability and makes minor adjustments to compliance section language to reflect current AD practice. This amendment is prompted by reports of confusion from operators as to if the AD is applicable to their particular model propeller. The actions specified by this AD are intended to prevent possible cracks in the propeller blade threaded retention area from progressing to blade separation, which can result in loss of aircraft control.