Results
47-34-01: 47-34-01 BEECH: (Was Mandatory Note 2 of AD-765-1.) Applies to D18C and D18S Airplanes Having Inside Filler Neck on 80-Gallon Nose Fuel Tanks. Compliance required prior to November 1, 1947. To prevent flight with the nose tank fuel cap off or unlocked, and to eliminate a fire hazard in the event of fuel tank or cap leakage, the following items are to be accomplished: (a) On tanks equipped with a cam type filler cap, install new filler neck, filler neck gasket, and screws suitable for use with the expansion type filler cap. (Tanks having an expansion type filler cap previously installed do not require this change.) (b) Replace the cam or expansion type filler cap with revised expansion type filler cap assembly, Beech P/N 404-189676. (c) Install a safety guard, Beech P/N 404-189689, on forward side of nose door cover plate in a manner to prevent closing the nose compartment door when the filler cap is not in place or locked. (d) Drill a 1/4-inch diameter hole in the lower skin of the nose compartment just forward of bulkhead No. 2 at the centerline of the airplane to provide drainage for the forward compartment under the fuel tank. (Beech Service Bulletin D18-49 covers this same subject.)
96-10-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes, that requires inspection to detect damage of a wire bundle and clamp that are located in the electronic/electrical (E/E) equipment bay, and repair of the damaged wire bundle. That action also requires replacement of the existing steel clamp with a nylon clamp, and rearrangement of the clamp installation. This amendment is prompted by a report of fire in the E/E equipment bay due to electrical arcing caused by chafing of a wire bundle. The actions specified by this AD are intended to prevent chafing of a wire bundle that could cause short circuiting of the wire bundle, and could result in smoke and fire in the E/E equipment bay.
79-11-05 R1: 79-11-05 R1 MOONEY: Amendment 39-3480 as amended by Amendment 39-4050. Applies to Mooney M-18L S/N's 2 and up, M-18C S/N's 201 and up, M-18LA S/N's 100 through 200, M- 18C55 S/N's 323 and up certificated in all categories. Compliance required as indicated: To prevent failure of the vertical fin spar in flight due to wood deterioration and to detect other wood and glue joint deterioration in the wood wing and wood empennage structure, accomplish the following inspections and checks or approved equivalents within the next 30 days after the effective date of this AD, unless already accomplished within the last 35 months, and thereafter at intervals not to exceed 36 months from the last inspection: (1) Remove all fabric from the horizontal and vertical stabilizers. Inspect all wood and glue joints including attachment of leading edge skin to main spar for deterioration. (2) At center junction of stabilizer spar and fin inspect glue joint between attach blocks and stabilizer spar for deterioration and inspect spar and blocks for cracks. Inspect fin and spar for cracks at attachment bolts. (3) Inspect rear bulkhead of the stabilizer for cracks and looseness in the area of the stabilizer attachments. Inspect attachment blocks for cracks or looseness at spar. (4) Remove wing fabric locally in area of aileron hinges and at inboard corner of aileron cutout. Check condition of wood and glue joints. If evidence of deterioration is found, remove fabric further as necessary for complete examination of forward area of wing trailing edge. Check attachment of wing trailing edge in aileron area for looseness. (5) Ensure that all drain holes in empennage and wing are clear. (6) If any defects set forth in paragraphs (1), (2), (3), or (4) above are detected, repair in accordance with FAA Advisory Circular AC 43.13-1A or approved equivalent or replace with an identical new part or equivalent prior to further flight. Equivalent repairs, inspections, and/orparts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (7) A borescope, utilizing FAA approved permanent access holes, is considered an approved equivalent means of inspection only for the vertical and horizontal stabilizers, when satisfying the requirements of paragraphs (1), (2), and (3). The borescope inspection shall be accomplished within the next 30 days after the effective date of this AD, unless already accomplished within the last 11 months, and thereafter at intervals not to exceed 12 months from the last inspection. (8) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection time in this Airworthiness Directive. Amendment 39-3480 was effective June 5, 1979. This amendment 39-4050 is effective April 1, 1981.
2022-03-05: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8F and 747-8 series airplanes and Model 777 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that this interference may affect multiple airplane systems using radio altimeter data, including the pitch control laws, including those that provide tail strike protection, regardless of the approach type or weather. This AD requires revising the limitations section of the existing airplane flight manual (AFM) to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.
82-20-06 R1: 82-20-06 R1 BOEING AIRPLANE COMPANY, VERTOL DIVISION: Amendment 39- 4467 as revised by Telegram issued December 9, 1983, and Amendment 39-4825. Applies to Boeing Vertol Model 234 series helicopters certificated in all categories equipped with main rotor hubs, P/N's 114R2050-17, -18, -23, and -24. Compliance is required as indicated unless already accomplished. To inspect the aft main rotor hub for cracks, within the next 60 hours time in service from the effective date of this AD or before the accumulation of 700 hours time in service, whichever comes later, and to inspect the forward main rotor hub for cracks, within the next 25 hours time in service from the effective date of this AD revision or before the accumulation of 450 hours time in service, whichever comes later, accomplish the following. (a) Remove the hub retaining nut and washer and inspect for a height difference between the top of the shaft spline up to the rotor hub upper surface. The hub upper surfacemust be a minimum of 0.015 inches above the rotorshaft spline. (b) Remove the rotor hubs from the aircraft and conduct an eddy current inspection for cracks on the bottom surface of the hub from the splines to a distance one inch out from the splines. Inspect the lower hub surface described above and the splined area from the lower surface upward for 1.75 inches using dye penetrant. (c) Ensure that the washer between the main rotor shaft nut and main rotor hub is installed and torque the main rotor hub nut to the manufacturer's specifications as shown in the Boeing Vertol 234 Maintenance Manual. (d) After the initial inspections of paragraphs (a), (b) and (c), repeat the main rotor hub inspections of paragraphs (b) and (c) in intervals not to exceed 125 hours additional time in service from the last inspection. (e) Remove from service hubs having cracks and replace with a serviceable part prior to further flight. (f) Boeing Vertol Service Bulletin Number 234-65-1026 applies to these inspections. (g) An equivalent method of compliance with this AD may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. Amendment 39-4467 became effective October 15, 1982. The telegraphic airworthiness revision issued on December 9, 1983, became effective upon receipt. This Amendment 39-4825 becomes effective March 16, 1984, as to all persons except those persons to whom it was made immediately effective by telegraphic AD No. T82-20-06 R1 issued December 9, 1983, which contained the amendment.
2021-26-21: The FAA is adopting a new airworthiness directive (AD) for certain Pilatus Aircraft Ltd. (Pilatus) Model PC-24 airplanes. This AD was prompted by 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 insufficient performance of the fuel drain system that could lead to fire and damage of the airplane. This AD requires modifying the fuel drain pipe routing and installing a drain mast. The FAA is issuing this AD to address the unsafe condition on these products.
96-10-04: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal, Inc. LTS101-600 series turboshaft engines, that requires installation of an improved design fuel control. This amendment is prompted by reports of fuel control bearings failing prior to the recommended overhaul period. The actions specified by this AD are intended to prevent a fuel control failure, which could result in an uncommanded increase or decrease in engine power.
91-01-04: 91-01-04 GENERAL ELECTRIC COMPANY: Amendment 39-6847. Docket No. 90-ANE- 12-AD. Applicability: General Electric Company (GE) CF6-6, -45, -50, -80A series turbofan engines installed on, but not limited to, McDonnell-Douglas DC-10, Boeing 747, Boeing 767, Airbus A310, and Airbus A300 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent stage 1 fan disk post failure, which could result in multiple fan blade release, engine power loss, and uncontained engine failure, accomplish the following: (a) Ultrasonic inspect and fluorescent penetrant inspect (FPI) the stage 1 fan disk dovetail post for cracks in accordance with the applicable Accomplishment Instructions of Appendix I, at the next fan disk exposure after the effective date of this AD. Thereafter, reinspect in accordance with Appendix I at each fan disk exposure, but not to exceed 7,500 cycles since last inspection (CSLI). (b) Parts found cracked during inspection in accordance with paragraph (a) of this AD, must be removed from service prior to further flight. (c) For the purpose of this AD, fan disk exposure is defined as any engine maintenance action where the fan disk is exposed to the piece part level and the dovetail pressure face coating is stripped. (d) 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. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. All persons affected by this directive who have not already received the appropriate service documents from the manufacturermay obtain copies upon request to the General Electric Company, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. These documents may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment (39-6847, AD 91-01-04) becomes effective on January 22, 1991. APPENDIX I PART A: CF6-50, -45 Series Engines 1.) Reference: CF6-50/-45 Shop Manual Document No. GEK-50481. 2.) Accomplishment Instructions: Inspect the stage 1 fan disk by the contact-ultrasonic and fluorescent-penetrant inspections in Chapter 72-21-03, FAN ROTOR DISK, STAGE 1 INSPECTION, of the reference shop manual. NOTE: Information concerning this inspection can be found in GE SB NO. 72- 999. PART B: CF6-6 Series Engines 1.) Reference: CF6-6 Shop Manual Document No. GEK-9266. 2.) Accomplishment Instructions: Inspect the stage 1 fan disk by the contact ultrasonic and fluorescent-penetrant inspections in Chapter 72-21-03, FAN ROTOR DISK, STAGE 1 - INSPECTION of the reference shop manual. NOTE: Information concerning this inspection can be found in GE SB No. 72- 965. PART C: CF6-80A Series Engines 1.) CF6-80A Engine Manual Document No. GEK-72501. 2.) Accomplishment Instructions: Inspect the stage 1 fan disk by contact-ultrasonic and fluorescent-penetrant inspections in Chapter 72-21-03, FAN ROTOR DISK, STAGE 1 INSPECTION, of the reference engine manual. NOTE: Information concerning this inspection can be found in GE SB No. 72- 575.
2011-05-10: 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: * * * * * Recently, during a walk round check, an operator found an aileron trim tab hinge pin that had migrated sufficiently to cause a rubbing foul on the flap. Other reports indicate that, for the purposes of expediency, it has become common practice during maintenance when replacing a control tab, instead of unbolting the forward part of the piano hinge from the primary control surface, the hinge pins are punched out of the hinges. Investigations have concluded that, after reinserting the pins after maintenance, the ends of the hinges may not have been pinched, which is likely to have been the cause of the detected hinge pin migration. This condition [non-pinched hinge pin ends], if not detected and corrected, could lead to further incidents of migration of a tab [[Page 13070]] hinge pin out of the hinge, likely resulting in restricted movement of the tab control and consequent reduced control of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-04-09: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2011-04-09 that was sent previously by individual notices to the known U.S. owners and operators of affected airplanes identified above. This AD requires modifying the chemical oxygen generators in the lavatory. This AD was prompted by reports that the current design of these oxygen generators presents a hazard that could jeopardize flight safety. We are issuing this AD to eliminate this hazard.
96-09-29: This amendment adopts a new airworthiness directive (AD), applicable to Robinson Helicopter Company (Robinson) Model R22 helicopters, that requires replacement of the upper V-belt sheave (sheave). This amendment is prompted by three reports of cracks in the flange of the sheave. The actions specified by this AD are intended to prevent failure of the sheave, which could result in damage to other drive system components, and subsequent loss of control of the helicopter.
91-26-04: 91-26-04 BRITISH AEROSPACE: Amendment 39-8115. Docket No. 91-NM-140-AD. Applicability: Model ATP series airplanes, equipped with nose landing gear (NLG) part number 201049001 or 201278001/002, pre Dowty Aerospace Gloucester modification (c)AC11432 standard, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the NLG, accomplish the following: (a) Within 60 days after the effective date of this AD, modify the NLG, treat the main fitting of the NLG with corrosion inhibitor, and externally seal the cover sub-assembly in accordance with British Aerospace Service Bulletin ATP 32-33, dated March 1, 1991. NOTE: The British Aerospace Service Bulletin references Dowty Aerospace Gloucester Service Bulletin 200-32-143, dated February 20, 1991. (b) Repeat the application of corrosion inhibitor at intervals not to exceed 6 months from the previous application, in accordance with British Aerospace Service Bulletin ATP-32-33, dated March 1, 1991. (c) Install Dowty Aerospace Gloucester modification (c)AC11432 on all pre-modification (c)AC11432 NLG's in accordance with British Aerospace Service Bulletin ATP-32-33, dated March 1, 1991, at the later of the times specified in subparagraphs (c)(1) and (c)(2), below: (1) Prior to the accumulation of 6,000 landings on the NLG since new, or within 3 years from the first flight on the NLG, whichever occurs first; or (2) Within 12 months after the effective date of this AD. NOTE: The British Aerospace Service Bulletin references Dowty Aerospace Gloucester Service Bulletin 200-32-144, dated February 20, 1991, which describes modification (c)AC11432. (d) Installation of Dowty Aerospace Gloucester modification (c)AC11432 constitutes terminating action for the repetitive applications of corrosion inhibitor required by paragraphs (a) and (b) of this AD. (e) 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. (f) 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. (g) The modifications and application of corrosion inhibitor required by this AD shall be done in accordance with British Aerospace Service Bulletin ATP-32-33, dated March 1, 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, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (h) This amendment (39-8115, AD 91-26-04) becomes effective on January 27, 1992.
76-13-02: 76-13-02 GENERAL ELECTRIC COMPANY: Amendment 39-2649. Applies to General Electric Company CT58-100-2, CT58-110-1, CT58-110-2, CT58-140-1, CT58-140-1, Series A/L and CT58-140-2 engine fuel system hose, P/N 37C300486P101, P/N 37C300486P102, or P/N 37C300486P103 with identification band bearing a manufacture date of 1968 or earlier. Hoses with red/orange molded silicone firesleeving are not affected by this AD. Compliance required unless already accomplished, within the next thirty (30) days time in service after the effective date of this AD. To prevent possible failure of oil cooler-to-fuel filter hose identified above, remove firesleeving from hose and inspect for corrosion or broken braiding in accordance with General Electric Alert Service Bulletin No. A73- 69 or later FAA approved revision, or equivalent inspection method approved by the Chief, Engineering and Manufacturing Branch, New England Region, Federal Aviation Administration. Hoses passing inspection must have new firesleeving applied per Section 72-09-03 of the applicable General Electric Engine Overhaul Manual. Hoses rejected due to this inspection must be replaced with new hose P/N 37C300486P101, P/N 37C300486P102 or P/N 37C300486P103 with identification band bearing a manufacture date of 1969 or later. Approved replacement firesleeving is identified in General Electric Alert Service Bulletin No. A73-69 or later FAA approved revision. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the compliance time specified in the AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. General Electric Company Service Bulletins identified 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 Service Bulletins from General Electric Company may receive copies upon request to General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents may also be examined at the New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the Federal Aviation Administration at its Headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. This amendment becomes effective July 6, 1976.
2011-05-08: This action supersedes emergency airworthiness directive (AD) 2011-05-51 that was sent previously to all known U.S. owners and operators of the products listed above. That AD requires inspecting the fuel ejector in the body of the fuel ejector assembly for proper installation by checking that the circlip is properly seated in its groove. That AD was prompted by three reports of incorrectly assembled low-pressure fuel system ejectors; with one of them resulting in an uncommanded engine in-flight shutdown. This AD requires the same actions and compliance times as the emergency AD, after receipt of the emergency AD, and expands the AD applicability by including helicopters having one or two affected engines and experiencing no starting difficulties. 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 conditionas: In October 2009, Turbomeca issued SB [Service Bulletin] No. 292 73 0826, Version A that instructed operators to check the effectiveness of the bonding of the ejector jet installed on the low-pressure fuel system between the tank and the high-pressure fuel pump. So far, Turbomeca have been informed of three discrepancies with the reassembly of the ejector following a maintenance procedure performed during accomplishment of Turbomeca SB No. 292 73 0826, Version A. In all three cases, the discrepancies led to a ``one-off'' abnormal evolution of gas generator (NG) rating during engine starting. In one of these cases, this resulted in an uncommanded in- flight shutdown, during a cruising phase at 8,000 feet. We are issuing this AD to prevent uncommanded engine in-flight shutdown of one or both engines in a two-engine helicopter and an emergency autorotation landing or accident.
2007-07-06 R1: We are adopting a new airworthiness directive (AD) to revise AD 2007-07-06, which applies to certain Cessna Aircraft Company (type certificate previously held by Columbia Aircraft Manufacturing) (Cessna) Models LC40-550FG, LC41-550FG, and LC42-550FG airplanes. AD 2007-07-06 currently requires the following: Adding information to the limitations section of the airplane flight manual (AFM); repetitively inspecting the aileron and the elevator linear bearings and control rods for foreign object debris, scarring, or damage; and taking all necessary corrective actions. Since we issued AD 2007-07-06, Cessna has issued a new service bulletin that contains procedures for installing an access panel to facilitate the required inspections. Consequently, this AD retains the actions currently required in AD 2007-07-06; allows installing access panels; and changes the serial number applicability. We are issuing this AD to prevent jamming in the aileron and elevator control systems, which could result in failure. This failure could lead to loss of control. DATES: This AD becomes effective on December 5, 2008. On December 5, 2008, the Director of the Federal Register approved the incorporation by reference of Cessna Mandatory Service Bulletin SB- 07-002D, dated May 29, 2008, and Cessna Mandatory Service Bulletin SB- 07-018, dated May 29, 2008, listed in this AD. As of April 9, 2007 (72 FR 15822, April 3, 2007), the Director of the Federal Register approved the incorporation by reference of Columbia Mandatory Service Bulletin SB-07-002, dated March 14, 2007, listed in this AD.
96-21-04: This amendment supersedes Airworthiness Directive (AD) 86-17-07, which currently requires replacing all hydraulic hoses with hydraulic hoses of an improved design on certain The New Piper Aircraft, Inc. (Piper) PA23, PA31, PA31P, PA31T, and PA42 series airplanes. This AD action will require inspecting for improperly manufactured hydraulic hoses replaced during a specific time frame and replacing all affected hydraulic hoses. An incorrect designation of a Piper Model PA31-310 and a Piper Model PA23-150 airplane prompted the proposed AD action. The actions specified by this AD are intended to prevent hydraulic hose failure which could cause loss of hydraulic capabilities resulting in a gear-up landing and possible loss of the airplane.
2011-05-01: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Compass mismatch (up to loss of heading information) were reported by operators, due to ferro-magnetic masses (like the telescopic Tow-Bar) stowed in the baggage compartment. We are issuing this AD to require actions to correct the unsafe condition on these products.
92-10-06: 92-10-06 AIR CRUISERS COMPANY: Amendment No. 39-8240. Docket No. 90-ANE-26. Applicability: Air Cruisers Co. TSO-C69 Emergency Evacuation Slide System, Part Numbers (P/N) D31021-101 and -103, Serial Numbers 1 through 222, installed on but not limited to Airbus Industries Models A300 B2-1C, A300 B4-2C, A300 BA-200 and A300 B4-600 series aircraft. Compliance: Required within 9 months after the effective date of this AD, unless previously accomplished. To prevent improper inflation of the slides, which could hamper the emergency evacuation of an aircraft, accomplish the following: (a) Modify and reidentify Air Cruisers Co. Evacuation Slide System, P/N D31021-101 and -103, serial numbers 1 through 222, in accordance with Air Cruisers Co. Service Bulletin (SB) 001-25-8, Revision 4, dated May 24, 1990, Paragraph 2, Accomplishment instructions. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a locationwhere the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety, may be used if approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Valley Stream, New York 11581-1145. The request should be forwarded through an FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft Certification Office. (d) The modifications and inspections required by this AD shall be accomplished in accordance with the following Air Cruisers Co. Service Bulletin: DOCUMENT NO. PAGE ISSUE/REVISION DATE S.B.001-25-8 1, 3, 4, 5, Rev. No. 4 May 24, 1990 8, 9, 11, 14, 16, 21, 22 2, 6, 7, 10, Rev. No. 3 April 30, 1990 12, 13, 15, 17, 18, 19, 20, 23, 24, 25, 26 Total Pages: 26 The 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 Air Cruisers Co., P.O. Box 180, Belmar, N.J. 07719-0180. Copies may be reviewed at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. (e) This amendment becomes effective July 6, 1992.
96-10-02: This amendment adopts a new airworthiness directive (AD) that applies to certain HB Flugtechnik GmbH (Flugtechnik) Model HB-23/2400 sailplanes. This action requires inspecting (one time) the elevator control push rod tube for dents or bending and replacing the push rod tube, if damaged, inspecting the elevator control system for incorrect rigging, and repetitively inspecting the threaded adjustable extension joints in the push rod to control lever connection for cracks. If cracks are found, replacing the threaded adjustable joints at both ends of the push rod. Cracking of the threaded adjustable extension joints and incorrect rigging of the elevator control system prompted this AD action. The actions specified by this AD are intended to prevent failure of the elevator control system, which, if not detected and corrected, could result in possible loss of elevator control and loss of the sailplane.
96-09-06: This document supersedes airworthiness directive (AD) 95-03-02, which currently requires repetitively inspecting (visually) the air filter frame for a loose or deteriorating gasket on airplanes incorporating certain Brackett air filter assemblies and replacing any gasket found loose or deteriorated. This action requires retaining the repetitive inspection as contained in AD 95-03-02, and will incorporate additional Brackett air filter assemblies to the "Applicability" section of that AD. Additionally, this AD will provide a terminating action for the repetitive inspection. The Federal Aviation Administration's determination that certain additional Bracket air filter assemblies should be inspected and replaced prompted this AD action. The actions specified by this AD are intended to prevent gasket particles from entering the carburetor because of air filter gasket failure, which could result in partial or complete loss of engine power and loss of control of the airplane.
92-11-02: 92-11-02 AEROSPATIALE: Amendment 39-8252. Docket No. 92-NM-03-AD. Applicability: Aerospatiale Model SN 601 Corvette series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a reduction in the structural integrity of the fuselage, accomplish the following: (a) Prior to the accumulation of 14,100 flight cycles or within the next 100 flight cycles after the effective date of this AD, whichever occurs later, perform a high frequency eddy current inspection to detect cracks in the left-hand (LH) and right hand (RH) side canopy inner skins forward of Frame 10 at the height of Stringer 4, in accordance with Aerospatiale Service Bulletin 53-26, dated January 24, 1991. (b) Repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 5,600 flight cycles. (c) If cracks are detected as a result of the inspection required by paragraphs (a) or (b) of this AD, prior to further flight, install Modification 1395 in accordance with Aerospatiale Service Bulletin No. 53-14, Revision 1, dated January 24, 1991. (d) Accomplishment of Modification 1395, in accordance with Aerospatiale Service Bulletin No. 53-14, Revision 1, dated January 24, 1991, constitutes terminating action for the inspection requirements of this AD. (e) 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. (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 shall be done in accordance with Aerospatiale Service Bulletin 53- 26, dated January 24, 1991. The modifications shall be done in accordance with Aerospatiale Service Bulletin No. 53-14, Revision 1, dated January 24, 1991, which includes the following list of effective pages: Page Numbers Revision Level Date 1, 3 1 January 24, 1991 2, 4-6 Original June 23, 1983 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Route de Bayonne, 31060, Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on July 23, 1992.
69-19-03: 69-19-03 DOWTY ROTOL: Amdt. 39-837. Applies to Dowty Rotol Propellers Type Nos. (c) R.130/4-20-4/12E and (c) R.148/4-20-4/21E installed on British Aircraft Corporation (Vickers) Viscount 744 and 745D airplanes. Compliance required as indicated, unless already accomplished. (a) For Type No. (c) R.130/4-20-4/12E propellers installed on Model 745D, Viscount airplanes and for Type No. (c) R.148/4-20-4/21E propellers installed on Model 744 Viscount airplanes, accomplish the following: (1) For propellers having hubs with 15,000 or more hours' time in service on the effective date of this AD, accomplish the inspection required by paragraph (3) of this section within the next 400 hours' time in service after the effective date of this AD, or before 3,000 hours' time in service since the last inspection, whichever occurs later. Thereafter, repeat this inspection at intervals not to exceed 3,000 hours' time in service from the last inspection. (2) For propellers having hubs with less than 15,000 hours' time in service on the effective date of this AD, accomplish the inspection required by paragraph (3) of this section before 3,000 hours' time in service has accumulated since the last inspection, or before the accumulation of a total of 15,400 hours' time in service, whichever occurs later. Thereafter, repeat this inspection at intervals not to exceed 3,000 hours' time in service from the last inspection. (3) Inspect the hub arm threads including binocular inspection and crack testing in accordance with Dowty Rotol Limited Service Bulletin No. 61-608, Revision 1, dated June 1968, or later ARB-approved issue, or an FAA-approved equivalent method. If cracked threads are detected during any inspection, before further flight, replace the propeller hub with a serviceable part of the same part number. (b) For Hub and Driving Center Assembly P/Nos. RA.48546, RA.59601, and RA.59602 installed on propellers having serial numbers listed in paragraph (c) accomplish the following: (1) Remove from service all hub and driving center assemblies having 20,000 or more hours' time in service on the effective date of this AD within the next 400 hours' time in service after the effective date of this AD. (2) Remove from service all hub and driving center assemblies having less than 20,000 hours' time in service on the effective date of this AD, within the next 400 hours' time in service after the effective date of this AD, or upon the accumulation of a total of 20,000 hours time in service, whichever occurs later. (c) Propeller Serial Numbers DRG.12/61 99241 99381 99568 99749 102071 DRG.13/61 99244 99386 99573 99752 102073 DRG.15/61 99266 99388 99575 99754 102148 574 99267 99395 99577 99759 102149 5733 99268 99396 99578 99766 102152 57265 99269 99397 99579 99771 102166 57268 99270 99399 99580 99772 102167 98338 99272 99403 99587 99784 102168 99180 99275 99405 99594 99791 102170 99186 99276 99407 99596 99800 102184 99187 99278 99409 99597 99804 102257 99190 99281 99410 99600 100024 102259 99191 99283 99411 99603 100025 102349 99198 99284 99413 99606 100040 102489 99207 99323 99417 99609 101579 99211 99330 99427 99613 101584 99217 99337 99429 99614 101586 99218 99339 99434 99615 101804 99220 99341 99437 99617 101929 99221 99352 99440 99620 101985 99222 99353 99443 99621 101986 99224 99368 99468 99741 101987 99231 99369 99472 99742 102041 99235 99375 99546 99743 102046 99239 99377 99557 99745 102052 (d) For hub and driving center assembly having P/Nos. listed in paragraph (e), accomplish the following: (1) Remove from service all hub and driving center assemblies having 30,000 or more hours' time in service on the effective date of this AD, within the next 400 hours' time in service after the effective date of this AD. (2) Remove from service all hub and driving assemblies having less than 30,000 hours' time in service on the effective date of this AD within the next 400 hours' time in service after the effective date of this AD, or upon the accumulation of a total of 30,000 hours' time in service, whichever occurs later. (e) Hub and Driving Center Assembly Part Numbers RA41744 RA47436 RA44761 RA47436/2 RA44761/1 RA47436/4 RA44761/2 RA47592 RA44761/3 RA48546 RA44761/4 RA49557 RA44761/5 RA56345 RA45155 RA58184 RA45155/1 RA59601 RA45155/2 RA59602 This amendment becomes effective October 6, 1969.
2011-04-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI (European Aviation Safety Agency AD 2009- 0192) describes the unsafe condition as: Performing some quality tests on material, Airbus found that some 300M steel forgings used to manufacture certain landing gear components were below specification limits. Adapted airworthiness limitations were introduced in Airbus A340 Airworthiness Limitations Section (ALS) Part 1 ``Safe Life Airworthiness Limitation Items (SL ALI)'' for different source route codes. * * * * * This [EASA] AD introduces more restrictive life limitations for several landing gear components. The MCAI (EASA AD 2010-0131) describes the unsafe condition as: * * * * * The revision 04 of Airbus A330 and A340 ALS Part 1 introduces more restrictive maintenance requirements and/or airworthiness limitations as specified in Airbus A330 and A340 ALS Part 1 revision 04. The unsafe condition is failure of certain life-limited parts, which could result in reduced structural integrity of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-04-01: 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: During a normal walkaround check on a F28 Mark 0100 aeroplane, a large crack was discovered in the lower portion of the right (RH) MLG [main landing gear] piston. The affected MLG unit had accumulated 7909 flight cycles (FC) at the time of detection. * * * This condition, if not detected and corrected, could lead to MLG failure, possibly resulting in loss of control of the aeroplane during the landing roll-out. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-08-02: This amendment supersedes an existing airworthiness directive (AD), applicable to Hamilton Standard Models 14RF-9, 14RF-19, 14RF-21; and 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15, 14SF-17, 14SF-19, and 14SF-23; and Hamilton Standard/British Aerospace 6/5500/F propellers, that currently requires that all blades of applicable Hamilton Standard propellers be calibrated for ultrasonic transmissibility before conducting the ultrasonic shear wave inspection. In addition, that AD decreases the repetitive inspection interval for the Hamilton Standard Models 14RF-9, 14SF-5, -7, -11, -15, -17, -19, and -23 propellers from 1,250 flight cycles to 500 flight cycles. That AD also establishes a new ultrasonic shear wave inspection interval of 1,000 flight cycles for the Hamilton Standard Model 14RF-19, and 2,500 flight cycles for the Hamilton Standard Models 14RF-21 and Hamilton Standard/British Aerospace Model 6/5500/F. Also, that AD removes Hamilton Standard Model 14SFL11 propellers from service. This amendment requires a blade repair that constitutes terminating action to the repetitive ultrasonic taper bore inspections. Repetitive ultrasonic taper bore inspections are required until the blade is repaired in accordance with this AD. This amendment is prompted by the development of a taper bore repair process that removes the damaged material and returns the blade to a condition that does not require repetitive ultrasonic taper bore inspections. The actions specified by this AD are intended to prevent separation of a propeller blade due to cracks initiating in the blade taper bore, that can result in aircraft damage, and possible loss of aircraft control.