Results
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.
75-14-01: 75-14-01 MESSERSCHMITT BOELKOW BLOHM Gmbh.: Amendment 39-2245 as amended by Amendment 39-2277. Applies to Messerschmitt Boelkow Blohm (MBB) Model BO-105 helicopters certificated in all categories. Compliance is required as indicated. To prevent failure in service accomplish the following: (a) Before further flight, remove flexible hose assemblies having any of the following MBB or ESPA part numbers that have blue fittings marked MS24590. Replace with flexible hose assemblies of the same MBB or ESPA part number that have silver or metal colored fittings marked 12 LN 29813. MBB PART NUMBER ESPA PART NUMBER 105 - 61795 40848 - 1290 105 - 61796 40561 - 1185 105 - 61797 40561 - 820 105 - 61798 40560 - 440 105 - 62163 40558 - 415 105 - 62165 40558 - 500 105 - 61793 40561 - 355 105 - 62161 40561 - 960 105 - 62162 40561 - 1010 105 - 62169 40848 - 820 105 - 62168 40848 - 775 105 - 61792 40562 -330 -0 105 - 61791 40562 - 1125 105 - 62166 40849 - 810 105 - 62167 40849 - 865 105 - 61799 40560 - 600 105 - 61343 40848 - 250 105 - 61344 40848 - 890 105 - 90897 40556 - 350 (Replaces 105-90898) (b) Before further flight, except that the aircraft may be flown in accordance with FAR Sec.21.197 and 21.199 to a base where the work can be performed, remove flexible hose assemblies, MBB part numbers 105-61797, -61798, and -61799 that have the marking "HN-10" behind the part/drawing number or that have "ESPA HN-10" marked on the hose surface. Replace with serviceable assemblies of the same part number that do not carry the designation "HN-10" or "ESPA HN-10". (c) Before further flight, except that the aircraft may be flown in accordance with FAR Sec. 21.197 and 21.199 to a base where the work can be performed, inspect flexible hose assemblies having the following part/drawing numbers that carry the designation "HN-10" or "ESPA HN-10",for cracks in the area where the hose extrudes from the fitting. Remove and replace in accordance with the following schedule: 105 - 61795 105 - 62162 (or D133 - 1580) 105 - 61793 105 - 62169 (or D133 - 1585) 105 - 61343 (or D133 - 1577) 105 - 61344 (or D133 - 1578) (1) If cracks are found, or prior to reaching the hose assembly service life limit if no cracks are found, remove the assembly and replace with a serviceable assembly of the same part number that does not carry designation "HN-10" or "ESPA HN-10". (2) If no cracks are found, the hose assembly may be continued in service until reaching the service life limit of 100 hours total time in service provided the assembly is reinspected at intervals not to exceed 25 hours time in service or two calendar weeks, whichever occurs first. (Messerschmitt Boelkow Blohm BO-105 Alert Bulletins 10, 11, and 12 and Service Bulletin 60-14 cover this same subject.) Amendment 39-2245 was effective upon publication in the Federal Register. This Amendment is effective upon publication in the Federal Register as to all persons except those persons, to whom it was made immediately effective by the telegram dated June 25, 1975, which contained this amendment.
90-08-03: 90-08-03 FOKKER: Amendment 39-6559. Docket No. 89-NM-238-AD. Applicability: Model F-27 series airplanes, 10102 through 10684, 10686, 10687, and 10689 through 10692, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the wing due to fatigue cracks, accomplish the following: A. Perform a one-time X-ray inspection of the top skin Stringers 5 and 6 at Wing Stations 11260, 11860, 12660, and 13460, in accordance with Fokker Service Bulletin F27/57-65, dated October 4, 1989; or Revision 1, dated December 1, 1989, following the schedule below: 1. For airplanes that have accumulated less than 40,000 landings as of the effective date of this AD, inspect prior to the accumulation of 30,000 landings or within 180 days after the effective date of this AD, whichever occurs later. 2. For airplanes that have accumulated 40,000 landings or more but less than 50,000 landings asof the effective date of this AD, inspect within 90 days after the effective date of this AD. 3. For airplanes that have accumulated 50,000 landings or more as of the effective date of this AD, inspect within 30 days after the effective date of this AD. B. If cracks are found, repair prior to further flight, in accordance with Part 2 of the Accomplishment Instructions of Fokker Service Bulletin F27/57-65, dated October 4, 1989; or Revision 1, dated December 1, 1989. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, 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. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6559, AD 90-08-03) becomes effective on May 4, 1990.
65-13-03: 65-13-03 FAIRCHILD: Amdt. 39-85 Part 39 Federal Register June 18, 1965. Applies to Model F-27 Aircraft Serial Numbers 1 through 95. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent further malfunctions of the actuator shaft to flap gear box connecting shaft universal joints resulting in an asymmetric flap condition, accomplish the following: Modify the actuator shaft to flap gear box connecting shaft universal joints in accordance with Fairchild Service Bulletin No. 27-35, dated June 15, 1962, or later FAA-approved revision, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This directive effective July 18, 1965.
91-05-03: 91-05-03 DORNIER: Amendment 39-6902. Docket No. 90-CE-49-AD. Applicability: Models Do228-100, Do228-101, Do228-200, Do228-201, Do228-202, and Do228-212 airplanes (serial numbers as indicated in the body of the AD), certificated in any category. Compliance: Required within the next 300 hours time-in-service after the effective date of this AD, unless already accomplished. To assure the electrical bonding integrity of the affected airplanes, accomplish the following: (a) For serial numbers (S/N) 7000 through 7168 and S/N 8000 through 8190 airplanes, replace the 4 mm2 cross-sectional area bonding straps between the horizontal stabilizer and the elevator with 6 mm2 cross-sectional area bonding straps in accordance with the instructions in Dornier Service Bulletin (SB) No. SB-228-106, Revision 1, dated December 11, 1989. (b) For S/N 7000 through 7168, S/N 8000 through 8175, and S/N 8177 airplanes, visually inspect the wing front spar area around electrical connectors 56VP, 57VP, 58VP and 59VP (electrical connectors 23QXa, 24QXa if option IK04 is installed) for corrosion in accordance with the instructions in Dornier SB No. SB-228-152, Revision 1, dated February 19, 1990. If corrosion is found, prior to further flight, remove the corrosion and treat the affected area in accordance with the instructions in Dornier SB No. SB-228-152, "Accomplishment Instruction" paragraph 2.2. (c) For S/N 7000 through 7168 and S/N 8000 through 8179 airplanes, install an additional grounding strap between the wing rear spar and the fuselage in accordance with the instructions in Dornier SB No. SB-228-162, dated February 19, 1990. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (e) An alternate 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 Staff, Europe, Africa and 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. (f) All persons affected by this directive may obtain copies of the documents referred to herein upon request to Dornier Luftfahrt GmbH, Product Support, P.O. Box 3, D-8031 Wessling, Federal Republic of Germany; Telephone (498153)-300; Facsimile (498153)-30.29.85; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6902, AD 91-05-03) becomes effective on March 25, 1991.
80-07-03: 80-07-03 CESSNA: Amendment 39-3723. Applies to the following Model R172K airplanes certificated in all categories: (Serial Numbers R1722000 through R1723204, R1723206 through R1723211, R1723213, R1723214, R1723216 through R1723220, R1723222 through R1723226, R1723228 through R1723238, R1723240 through R1723246, R1723248 through R1723258, R1723260 through R1723272, R1723274 through R1723312, R1723314, R1723316 through R1723319, R1723321 through R1723329, R1723331 through R1723351, R1723353 through R1723362 airplanes). COMPLIANCE: Required as indicated unless already accomplished. To preclude failure of the engine oil pressure pump drive shaft and resulting oil pressure loss caused by an improperly installed tachometer shaft connector, within the next 10 hours' time- in-service after the effective date of this AD, accomplish the following in accordance with the applicable Cessna Service Manual: A) Remove Cessna P/N 0550297-1 tachometer drive adapter assembly from the engine accessory case. B) Using a five-eighths inch crow foot wrench, measure the breakaway torque of Cessna P/N 0550296-1 tachometer drive connector. NOTE: Refer to Advisory Circular AC65-9A, Airframe & Powerplant Mechanics General Handbook, or Torque Wrench Manufacturers Instructions for formula for use of torque wrench with extensions. C) If the breakaway torque is at least 200 inch-pounds and not over 350 inch- pounds, retorque the Cessna P/N 0550296-1 tachometer drive connector to 280 to 300 inch- pounds. Reinstall the tachometer drive adapter assembly and make the prescribed entry in the aircraft maintenance record indicating compliance with this AD. D) If the breakaway torque is less than 200 inch-pounds or greater than 350 inch- pounds, prior to further flight, accomplish either of the following: 1. Replace the Teledyne Continental Motors P/N 634010 Oil Pump Drive Gear and P/N MS35756-1 Woodruff Key with a new Oil Pump Drive Gear and Woodruff Key of the same part number. (Refer to Teledyne Continental Motors Overhaul Manual for I0-360 Series Aircraft Engines for procedures.) 2. Perform a magnetic particle inspection of the Teledyne Continental Motors P/N 634010 Oil Pump Drive Gear in accordance with Section VI of the Teledyne Continental Motors Overhaul Manual for I0-360 Series Aircraft Engines. Give particular attention to the Woodruff Key slot and threaded area. If the oil pump drive gear is found cracked, replace with a new part of the same part number. Whether the oil pump drive gear is cracked or not, replace the P/N MS35756-1 Woodruff Key with a new part of the same part number. (Refer to Teledyne Continental Motors Overhaul Manual for I0-360 Series Aircraft Engines for procedures.) E) Install the Cessna P/N 0550296-1 tachometer drive connector and torque to 280 to 300 inch-pounds. Reinstall the tachometer drive adapter assembly and make the prescribed entry in the aircraft maintenance record indicatingcompliance with this AD. F) Airplanes may be flown in accordance with FAR 21.197 to a location where the maintenance required by this AD may be performed. G) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, Federal Aviation Admin., Rm 238, Terminal Bldg. No. 2299, Mid-Continent Airport, Wichita, KS 67209. This amendment becomes effective on March 31, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated March 13, 1980.
2006-01-11: The FAA adopts a new airworthiness directive (AD) for all The Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. This AD requires you to install the pilot assist handle (part number (P/N) SK208-146-2) (or FAA-approved equivalent part number) and deicing boots on the cargo pod and landing gear fairings (part number (P/N) AK208-6C) (or FAA-approved equivalent part number); and make changes to the Pilot's Operating Handbook (POH) and FAA-approved Airplane Flight Manual (AFM). This AD results from reports of several accidents involving the affected airplanes during operations in flight and in ground icing conditions. We are issuing this AD to provide a safe method to detect ice, snow, frost, or slush adhering to the upper wing (a critical surface) prior to takeoff; and to reduce drag in-flight by shedding ice on the cargo pod and landing gear fairings. Ice adhering to the upper wing surface, cargo pod, or landing gear fairings could result in a reduction in airplane performance with the consequences that the airplane cannot perform a safe takeoff or climb.
85-14-05: 85-14-05 SHORT BROTHERS LTD: Amendment 39-5088. Applies to Model SD3-30 airplanes as listed in Short Brothers Service Bulletin SD3-25-37, dated June 1984, certificated in any category. Compliance is required within 90 days after the effective date of this AD, unless previously accomplished. To assure proper operation of the crew seat harness, accomplish the following: A. Install the improved crew seat harness torsion spring assembly in accordance with Short Brothers Ltd. Service Bulletin SD3-25-37, dated June 1984. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective August 12, 1985.
90-13-02: 90-13-02 GULFSTREAM AEROSPACE CORP: Amendment 39-6660. Docket No. 90-NM-126-AD. Final copy of Priority Letter issued June 14, 1990. Applicability: Model G-1159 (G-II) series airplanes, serial numbers as follows, certificated in any category: 001 011 021 031 040 050 061 002 012 022 033 041 051 063 003 013 023 034 043 052 065 005 014 024 035 044 053 006 015 025 037 045 055 007 017 026 038 046 056 008 018 027 039 047 057 010 019 028 049 059 020 029 Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wing, accomplish the following: A. Within the next 10 days after the effective date of this AD, perform the following inspections: 1. Perform a visual inspection to detect corrosion or cracks in the wing rear beam/upper cap angle, wing upper aft plank, and the clothespin attach fitting, part number 1159WM20016, located at fuselage station 452. 2. Inspect the lower cavity of the clothespin attach fitting, using a 4.9 mm or smaller flexible borescope through the existing drain hole. If no drain hole exists, prior to further flight, install a drain hole in accordance with Gulfstream G-II Customer Bulletin No. 42, Section V, dated December 15, 1969. 3. Inspect the upper cavity of the clothespin attach fitting, using the borescope through the gaps where the clothespin mates with the fitting. If foam filler is present and the inspection cannot be accomplished, prior to further flight, perform the inspection in accordance with a method approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. 4. Inspect the wing upper aft plank adjacent to the clothespin fitting for corrosion or defects using pulse echo ultrasonic equipment (CAUTION: a machined step in this area may be misinterpreted as material loss.) B. If corrosion or cracks are found, prior to further flight, replace the affected parts or repair the corroded area in a manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. C. Within 7 days after accomplishing the inspections required by paragraph A., above, submit a written report of the inspection results to the Manager, Atlanta Aircraft Certification Office, FAA, Central Region, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted directly to the Manager, Atlanta Aircraft Certification Office, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI), if appropriate. The PMI will then forward comments or concurrence to the Atlanta Aircraft Certification Office. E. 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 document (Gulfstream G-II Customer Bulletin No. 42, dated December 15, 1969) from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P. O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, Central Region, Atlanta Aircraft Certification Office, Suite 210C, 1669 Phoenix Parkway, Atlanta, Georgia. This amendment (39-6660, AD 90-13-02) becomes effective on July 31, 1990, as to all persons, except those persons to whom it was made immediately effective by priority letter AD 90-13-02, issued June 14, 1990, which contained this amendment.
2013-13-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319-112, -113, and -132 airplanes; Model A320-211, -212, -214, -231, and -232 airplanes; and Model A321-111 and -131 airplanes. This AD was prompted by a report of two fatigue cracks on the left-hand and right-hand sides of the continuity fittings at the front windshield lower framing on a Model A319 series airplane. This AD requires a high frequency eddy current (HFEC) inspection for any cracking on the left- hand and right-hand sides of the windshield central lower node continuity fittings, and repair if necessary. We are issuing this AD to detect and correct cracking of the windshield central lower node continuity fittings, which could reduce the structural integrity of the airplane.
2013-13-10: We are adopting a new airworthiness directive (AD) for all PILATUS Aircraft Ltd. Model PC-7 airplanes. 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 a need to incorporate new revisions into the Limitations section of the FAA-approved maintenance program (e.g., maintenance manual). The limitations were revised to include an emergency fuel control system adjustment test. We are issuing this AD to require actions to address the unsafe condition on these products.
98-25-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model MD-11 series airplanes. This action requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. This amendment is prompted by a report indicating that damaged electrical wires were found above the forward passenger doors due to flapper panels moving inboard and chafing the electrical wire assemblies of this area. The actions specified in this AD are intended to prevent such chafing, which could result in an electrical fire in the passenger compartment.
81-17-06: 81-17-06 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-4193. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories, that incorporate a ground charging system as a part of the airplane oxygen system. Compliance is required as indicated unless already accomplished. To minimize the possibility of fire originating in the oxygen system during recharging, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, install a placard in clear view of the pilots and at the oxygen filler valve to read as follows: "REMOVE OXYGEN BOTTLES FROM AIRPLANE FOR CHARGING" (b) Within the next 50 hours time in service after the effective date of this AD, unless already accomplished, replace the non-return valve, P/N WKA 30035 or WKA 30035/1, in accordance with British Aerospace, Aircraft Group, Alert Bulletin 35-A-PM 5541,Issue 2, dated August 31, 1978, (hereinafter referred to as the service bulletin) with a new valve, P/N WKA 30035/1, modified to WKA 37395 configuration in accordance with paragraph 2.4 of section 2, "Accomplishment Instructions" of the service bulletin, or an FAA-approved equivalent. (c) Prior to October 1, 1981, accomplish British Aerospace, Aircraft Group, Modification PM 5291, or an FAA-approved equivalent. (d) Prior to October 1, 1981, if equipped with self-sealing charging valve, accomplish British Aerospace, Aircraft Group, Modification PM 5413, or an FAA-approved equivalent. (e) As an alternative to complying with paragraphs (a), (b), (c), or (d) of this AD, deactivate the ground charging system in accordance with paragraph 2.3.2 of Section 2, "Accomplishment Instructions," of the service bulletin, or an FAA-approved equivalent. (f) For airplanes incorporating oxygen shut-off valves, Normalair P/N OP 6370 or Adams P/N 6D/2313 MK 10 A: (1) Withinthe next 300 hours time in service or within the next 60 days after the effective date of this AD, whichever occurs sooner, unless already accomplished within the last 2100 hours time in service or 10 months, whichever is the shorter, and thereafter at intervals not to exceed 2400 hours time in service, or 1 year, whichever occurs sooner, inspect ground charging and passenger and crew supply shut-off valves, in accordance with paragraph 2.2.3 of section 2, "Accomplishment Instructions" of the service bulletin, or an FAA-approved equivalent. Precautions regarding securing and operation of the shut-off valves are outlined in paragraph 2.2.1 of section 2, "Accomplishment Instructions" of the service bulletin. (2) If, during the inspections required by paragraph (f)(1) of this AD, a valve is determined to be unserviceable in accordance with the criteria established in paragraph 2.2.3 of section 2, "Accomplishment Instructions" of the service bulletin, before further flight, replace the valve with a serviceable part of the same part number, and continue to inspect the valve in accordance with paragraph (f)(1) of this AD, or replace with P/N WKA 30342 valve, in accordance with British Aerospace, Aircraft Group, Modification No. PM 5575, or an FAA-approved equivalent. (g) Upon satisfactory compliance with paragraphs (b), (c), (d), and (f) of this AD, the placard required by paragraph (a) may be removed. (h) In accordance with FAR Sections 21.197 and 21.199, the airplane may be flown to a location where the required modification can be made. (i) For purposes of complying with this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, 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 to5 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 British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, DC 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective August 31, 1981.
2006-14-03: The FAA is adopting a new airworthiness directive (AD) for certain Honeywell International Inc. TPE331 series turboprop, and TSE331-3U model turboshaft engines. This AD requires implementing a new flight cycle counting method for first, second, and third-stage turbine rotors used in aircraft that make multiple takeoffs and landings without an engine shutdown, and removing turbine rotors from service that have reached or exceeded their cycle life limits. This new flight cycle counting method requires determining total equivalent cycles accrued. This AD results from several reports of uncontained turbine rotor separation on engines used in special-use operations. We are issuing this AD to prevent uncontained failure of the turbine rotor due to low-cycle-fatigue (LCF), and damage to the aircraft.
98-25-10: This amendment adopts a new airworthiness directive (AD) that is applicable to Aircraft Belts, Inc. Model CS, CT, FM, FN, GK, GL, JD, JE, JT, JU, MD, ME, MM, MN, NB, PM, PN, RG, and RH seat restraint systems, installed on, but not limited to, Beech Aircraft Corp., Bell Helicopter Textron, Inc., Cessna Aircraft Co., Dassault Aviation, Eurocopter Deutschland, Eurocopter France, Gulfstream Aerospace, Learjet Corp., Lockheed Aircraft Corp., and Piper Aircraft Corp. aircraft. This action requires an inspection to ensure the locking mechanism is engaging properly, and replacing the buckle-half of the seat restraint system, if necessary. This amendment is prompted by the manufacturer reporting two failures of the seat restraint system in the field. The actions specified in this AD are intended to prevent failure of the seat restraint system due to the buckle assembly locking mechanism not engaging properly, which could result in the seat restraint system failing to properly secure the occupant during turbulence or landing.
67-02-03: 67-02-03 GENERAL DYNAMICS: Amdt. 39-331 Part 39 Federal Register December 29, 1966, as amended by Amendment 39-1284. Applies to Model 340 Airplanes That Have Not Been Modified to Incorporate the Provisions of Convair Service Bulletin 340-174A or Equivalent Approved by the Chief, Aircraft Engineering Division, FAA Western Region. Compliance required as indicated. As a result of a number of inflight openings of the rear service door on Model 340 aircraft, (one such occurrence resulting in a fatal accident to a crewmember) accomplish the following: (a) Within the next 25 hours' time in service after December 18, 1962, unless already accomplished: (1) Add a placard to the rear service door indicating the "Open", "Unsafe", and "Locked" position for the door handle in accordance with Convair Service Bulletin 340-213, dated October 15, 1956, or an FAA approved equivalent installation. (2) Add a placard in the cockpit which requires that a flight crewmember inspectthe rear service door to determine that it is properly latched prior to takeoff. (b) Within the next 50 hours' time in service after May 8, 1963, unless already accomplished, incorporate an FAA-approved revision to the FAA approved Airplane Flight Manual as follows: (1) In the "Limitations Section", add a note which requires that a flight crewmember inspect the rear service door to determine that it is properly latched immediately prior to each takeoff unless it is known to that flight crewmember that the door has not been operated since last inspected by the flight crew. (2) In the "Emergency Procedure Section", add a note which requires that the airplane be depressurized in accordance with the procedure prescribed in this Manual if there is evidence that a door latch has become disengaged or leakage around the door occurs. (3) When the FAA approved Airplane Flight Manual is revised as prescribed in (b)(1), the placard prescribed in (a)(2) may be removed.(c) Within the next 1,000 hours' time in service after December 18, 1962, unless already accomplished: (1) Install inspection holes and lights in the rear service door threshold for inspection of the lower door latches in accordance with Item 6 of Convair Newsletter No. 294 dated May 6, 1955, and Convair Service Bulletin 340-232 dated November 11, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (2) Install microswitches in the upper and lower forward latches of the rear service door in accordance with the portion of Convair Service Bulletin 340-126A dated June 1, 1954, and revised December 1, 1954, pertaining to the rear service door, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (3) Install proximity switches on the rear service door in accordance with the portion of Convair Service Bulletin 340-234 dated January 29, 1958, pertaining to the rear service door, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. (d) Within the next 1,000 hours' time in service after December 18, 1962, unless already accomplished, install an irreversible clutch mechanism on the rear service door in accordance with Convair Service Bulletin 340-233 dated September 10, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent. (e) Within the next 7,000 hours' time in service after January 28, 1967, install a rear service door forward hinge in accordance with Convair Service Bulletin 340-174A dated February 1, 1957, or an FAA Western Region Aircraft Engineering Division approved equivalent installation. NOTE. - Many Model 340 aircraft incorporate the provisions of the Model 440 performance kit, Service Bulletin 340-144, and have incorrectly been redesignated as Model 440 aircraft. Such aircraft are still Model 340 and should be treated as such (see nameplate and manufacturing serial numbers). (General Dynamics/Convair Service Bulletins 340-126A, 340-213, 340-232, 340-233, 340-234, and Service Newsletter No. 294 pertain to this subject.) AD 67-02-03 Amendment 39-331 supersedes AD 62-27-06. Amendment 39-331 became effective January 28, 1967. This Amendment 39-1284 becomes effective September 8, 1971.
76-24-06 R2: 76-24-06 R2 BRITISH AIRCRAFT CORPORATION: Amendment 39-2779 as amended by Amendment 39-2800 is further amended by Amendment 39-4734. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. To detect oxygen leaks, due to fractures in the flexible oxygen hoses of the emergency oxygen system, and prevent possible in-flight fires, accomplish the following: (a) Within the next 250 hours time in service after the effective date of this AD, unless already accomplished in the last 1500 hours time in service, conduct a leak test of the emergency oxygen system in accordance with paragraph 2.3 of the section entitled "Accomplishment Instructions" of British Aircraft Corporation Alert Service Bulletin 35-A-PM 5394, issue 3, dated June 29, 1979, or an FAA-approved equivalent. (b) If, during the leak test required by paragraph (a) of this AD, a leak is found, before further flight, locate the source of the leak and replace the defective part with a new part of the same part number or with a serviceable FAA-approved part and then retest the emergency oxygen system in accordance with paragraph (a) of this AD. (c) Inspect and rework the flexible hoses of the emergency oxygen system within the next 1000 hours time in service or six months after the effective date of this AD, whichever occurs sooner, unless already accomplished within the proceeding 1500 hours time in service, and thereafter at intervals not to exceed one year, in accordance with paragraph 2.4, Figure 1 through 3, and Table 1 of the service bulletin. (d) If, during an inspection required by paragraph (c) of this AD, the flexible oxygen hoses are found fractured or embrittled, before further flight, replace the affected parts with new parts of the same part number or with serviceable FAA-approved parts and then retest the oxygen system for leaks in accordance with paragraph (a) of this AD. Amendment 39-2779 became effective December 14, 1976. Amendment 39-2800 became effective January 6, 1977. This Amendment 39-4734 becomes effective November 14, 1983.