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2016-17-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires a one-time inspection of the engine pylon wiring bracket on the left wing for the presence of an existing corner relief fillet, and corrective action if necessary. This AD was prompted by a report indicating that the engine pylon wiring bracket on certain airplanes was missing a corner relief fillet, which could result in stress concentration and cracking in the engine pylon wiring bracket. We are issuing this AD to detect and correct cracking in the engine pylon wiring bracket. Such cracking could result in damage to adjacent power feeders, subsequent electrical arcing in a flammable leakage zone, and consequent uncontrollable fire.
66-22-03: 66-22-03 HAWKER SIDDELEY: Amdt. 39-281 Part 39 Federal Register September 3, 1966. Applies to Model DH.125-1A Airplanes Equipped With Aileron and Elevator Systems Gust Lock, P/N 25CF-1793AB. Compliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent operation with the elevator and aileron gust lock engaged, accomplish the following: (a) Remove gust lock assembly, P/N 25CF-1793AB, located on left side of cockpit. (b) Modify pilot's control wheel and seat rail, and install gust lock stowage box assembly, P/N 25.MM. 333, in accordance with Hawker Siddeley Aviation Ltd. Service Bulletin No. 27-34-(1716), dated May 18, 1966, or later ARB-approved issue. (c) Equip airplane with aileron and elevator gust lock assembly P/N 25.MM. 2583. This directive effective September 3, 1966.
81-21-51 R1: 81-21-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4329 as amended by Amendment 39-4533. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. To alert the flight crew to conditions which may precede engine failure, perform the following, unless previously accomplished: A. Within 25 hours time in service after the receipt of this AD or within 3 calendar days, whichever occurs later, revise the Lockheed L-1011 FAA approved Airplane Flight Manual LR-25925 to add the following and provide to flight crews: NOTE: FAA approved Lockheed L-1011 Airplane Flight Manual revision dated September 29, 1981, is considered an acceptable means of compliance for paragraph A. SECTION 1 - LIMITATIONS POWERPLANT LIMITATIONS Airborne Vibration Monitor (AVM) System o At least one channel (A or B) (FAN or TURB) of the AVM System must be operative for each engine for all flight operations. o The operative AVM channel (A or B) (FAN orTURB) must be the same for all engines and must be latched in. o When both channels of the AVM System are operative, channel A or FAN must be latched in. If this channel becomes inoperative (indication goes to zero) inflight, select B or TURB. o For single or dual channel operation, the AVM filter selector must be set to the NORM position. SECTION 2 - EMERGENCIES ENGINE ABNORMAL VIBRATION INDICATION. During steady running conditions, if an Airborne Vibration Monitor (AVM) System channel indicates a sudden increase of 1 unit or more, or exceeds 2.5 units (warning light setting) for more than 2 seconds, even if the indication returns to normal: IMMEDIATE ACTION THROTTLE Close FUEL AND IGNITION SWITCH Off NOTE During takeoff roll, a momentary fluctuation of the AVM indication with no other indication of engine malfunction is not cause for engine shutdown. REFERENCE HYDRAULIC POWER Check ELECTRICAL LOADS Monitor AC ESSENTIALPOWER Check Do not attempt a relight unless a greater emergency exists. NOTE When holding or descending in heavy icing conditions, the AVM indication may gradually increase to above 2.5 units (warning light setting). No action is required unless other indications of engine malfunction are observed. This condition can be alleviated by increasing N1 to 90 percent for 5 seconds when ice accumulation (gradual vibration increase) is first detected. SECTION 2 - EMERGENCIES ENGINE OIL FILTER PRESSURE LIGHT ILLUMINATED If the engine oil FILTER PRESSURE light illuminates steadily: IMMEDIATE ACTION THROTTLE Close FUEL AND IGNITION SWITCH Off REFERENCE HYDRAULIC POWER Check ELECTRICAL LOADS Monitor AC ESSENTIAL POWER Check Do not attempt a relight unless a greater emergency exists. B. Within 25 hours time in service after the receipt of this AD, reactivate the AVM input to the ENG/APU STATUS light in accordance with the Accomplishment Instructions in Lockheed L-1011 Alert Service Bulletin 093-77-A044, Revision 2, dated September 29, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. C. Within 75 days calendar time after receipt of this AD, comply with paragraphs A and B (Parts I and II) of the Accomplishment Instructions in Lockheed L-1011 Alert Service Bulletin 093-77-A049 dated September 29, 1981, or Revision 1, dated October 13, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. D. When the indications specified in paragraph A above occur, engines must undergo the following appropriate maintenance actions prior to further engine operation for flight: 1. Rolls Royce Alert Service Bulletin RB.211-77-A6422 dated September 4, 1981, paragraph D.(3) for oil pressure and/or AVM indications. 2. Lockheed L-1011 Maintenance Manual Chapter 71-91-00, High Indicated Vibration. E. For aircraft incorporating engines which are in compliance with AD 82-12-05, Amendment 39-4398, and which have engine indicating systems modified in accordance with the Accomplishment Instructions in Lockheed L-1011 Service Bulletin 093-77-052, dated December 17, 1982, the Powerplant Limitations and Emergency Procedures contained in FAA approved Lockheed L-1011 Airplane Flight Manual No. LR-25925 revision dated December 20, 1982, may be used in lieu of those specified in paragraph A. above. F. Special flight permits for a two-engine ferry flight 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. Alternate methods of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. Amendment 39-4329 became effective March 11, 1982, to all persons, except those to whom it was made immediately effective by Telegraphic AD T81-21-51, dated October 1, 1981. This Amendment 39-4533 becomes effective January 17, 1983.
66-16-06: 66-16-06 PRATT & WHITNEY: Amdt. 39-256 Part 39 Federal Register July 2, 1966. Applies to Models JT3C-7 and JT3C-12 Turbojet Engines. Compliance required as indicated. To prevent further failures of fourth stage compressor rotor disc spacer assemblies, accomplish the following: (a) For fourth stage compressor rotor disc spacer assemblies, P/N 359413, with 1,000 or more hours' time in service since last overhaul, comply with (c) within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 575 hours' time in service, and thereafter at intervals not to exceed 625 hours' time in service from the last inspection until installation of assembly, P/N 429177. (b) For fourth stage compressor rotor disc spacer assemblies, P/N 359413, with less than 1,000 hours' time in service since last overhaul, comply with (c) before the accumulation of 1,050 hours' time in service since last overhaul, unless already accomplished after the accumulation of 425 hours' time in service since last overhaul, and thereafter at intervals not to exceed 625 hours' time in service from the last inspection until installation of assembly, P/N 429177. (c) Drill an inspection hole and install a plug in the compressor case and fourth stage vane and shroud assembly in accordance with Pratt & Whitney Aircraft letter dated April 15, 1966, and sketches PWA 15814 and SL61447. Using an American Cystoscope Makers Incorporated Model B-175-AS-15, B-110-AS-15 instrument (or FAA-approved equivalent) inserted through this hole, inspect the fourth stage compressor rotor disc spacer assembly for indication of cracks in visible areas of the spacer. If any indications of cracks are found, remove the engine before further flight, disassemble, and reinspect. If, after disassembly, no cracks are found, the engine may be returned to service. Replace any cracked spacer assemblies before further flight with an assembly of the same partnumber or P/N 429177. NOTE: During the inspection required by (c), particular attention should be directed to the front and rear seal edges. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this 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. This directive effective July 2, 1966.
2016-17-04: We are adopting a new airworthiness directive (AD) for all hot air balloons to determine if BAL[Oacute]NY KUB[Iacute][Ccaron]EK spol. s r.o. Model Kub[iacute][ccaron]ek burners equipped with fuel hoses made of ``EGEFLEX'' material are installed. 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 propane leaks found on burners equipped with fuel hoses made of EGEFLEX material. We are issuing this AD to require actions to address the unsafe condition on these products.
69-05-05: 69-05-05 PILATUS: Amdt. 39-732. Applies to Model PC-6/B-H2 and PC-6/B1-H2 airplanes. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. Check the travel of the knurled friction nut on the power control lever assembly to determine if it exceeds 3/4 of a turn. If travel exceeds 3/4 of a turn, install shim(s) of adequate thickness, or drill a new hole and insert a new cotter pin, in accordance with Pilatus Service Bulletin No. 85 dated July 1968 or later Swiss Federal Air Office-approved issue or an FAA- approved equivalent. This amendment becomes effective March 12, 1969.
86-07-13: 86-07-13 AVCO LYCOMING DIVISION: Amendment 39-5265. Applies to Avco Lycoming ALF502L series turbofan engines. Compliance is required within the next 50 hours time in service after the effective date of this AD unless already accomplished within the last 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To prevent engine power loss due to release of fourth stage compressor vane airfoils into the compressor flow path, accomplish the following: (a) Inspect the fourth stage compressor vane assemblies, identified by Avco Lycoming Part Number (P/N) 2-100-040-27, for vane cracking at the outer shroud in accordance with Avco Lycoming Service Bulletin (SB) Number ALF502L-72-0137, dated March 27, 1986. (b) Remove from service, prior to further flight, those fourth stage compressor vane assemblies found with vane airfoils missing, or cracked or separated at the outer shroud. Aircraft may be ferriedin 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, Burlington, Massachusetts, may adjust the compliance time specified in this AD. Avco Lycoming SB Number ALF502L-72-0137, dated March 27, 1986, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Avco Lycoming Division, 550 South Main Street, Stratford, Connecticut 06497. These documents also may be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on April 11, 1986.
2023-12-03: The FAA is correcting an airworthiness directive (AD) that was published in the Federal Register. That AD applies to certain Airbus SAS Model A350-941 and -1041 airplanes. As published, a European Union Aviation Safety Agency (EASA) AD number specified in the regulatory text is incorrect. This document corrects that error. In all other respects, the original document remains the same.
2016-17-02: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. This AD requires revising the airplane flight manual (AFM) to include procedures to follow when an airplane is operating in icing conditions. This AD also provides optional terminating action for the AFM revision. This AD was prompted by a design review of in-production airplanes that identified a deficiency in certain wing anti-ice system ducting. A deficiency in the wing anti-ice system ducting could lead to undetected, reduced performance of the wing anti-ice system, with potential ice accretion and ingestion, possibly resulting in degraded engine power and degraded handling characteristics of the airplane. We are issuing this AD to ensure the flight crew has procedures for operating an airplane in icing conditions.
52-20-01: 52-20-01 DOUGLAS: Applies to Models DC-6, DC-6A, DC-6B Aircraft Below Serial Number 43274. \n\n\tTo be accomplished as soon as practicable, but not later than February 1, 1954. \n\n\tTo reduce the likelihood of electrical fire and the loss of electrical and electronic equipment essential to continue flight, it is necessary to provide adequate overvoltage protection. There are two systems involved, known as the "Eclipse Generator System" and the "General Electrical Generator System". The changes required in each of these systems are as follows: \n\n\tEclipse. Replace the four B-14 type generator contactors with a high-voltage (120-volt rating) contactors of sufficient capacity to interrupt an overvoltage generator. Overvoltage relays are already installed in the Eclipse system, and these should be retained. \n\n\tGeneral Electric. Install overvoltage sensing relays and either (1) replace the four generator control relays, G.E. P/N 3GTR-77A102, with a high-voltage (120-volt rating)relay of sufficient capacity to interrupt an overvoltage generator, or (2) rework the G.E. P/N XRP-12 reverses current circuit breakers so as to trip out simultaneously with the generator control relay to provide for necessary additional interruption capacity. Except for the General Electric alternate (2) fix, this same subject is described in Douglas Service Bulletin DC-6 No. 470. The General Electric Co. has service information available for the G.E. system alternate (2) rework.
63-08-01: 63-08-01 AERO COMMANDER: Amdt. 552 Part 507 Federal Register April 9, 1963. Applies to Model 520 Serial Numbers 1 Through 130 With the Fuel Gaging System Having the Dual Needle Quantity Indicator Installed. Compliance required as indicated. There have been cases of fuel exhaustion inflight while the fuel quantity indicators indicated adequate fuel remained in the fuel system. It has been determined that in some cases, the fuel quantity indicator needles stick in one position while fuel continues to be consumed. In other cases, it has been determined that the transmitters have become worn or inoperative resulting in inaccurate indications of fuel quantity. To preclude malfunctions and misinterpretations of the gaging system, within the next 100 hours' time in service after the effective date of this AD comply with the requirements set forth in paragraphs (a), (b), (c) and (d) or replace the system in accordance with paragraph (e). (a) Inspect the fuel quantityindicator and repair or replace as necessary, to render the indicator airworthy. (b) Inspect both transmitter units and repair or replace as necessary to render the units airworthy. (c) Inspect transmitter float travel and recalibrate the gaging system in accordance with Aero Commander Service Letter 97 dated May 12, 1961. Repeat within each 300 hours' time in service after the initial inspection and calibration. NOTE: When reinstalling vapor box cover (item k of Aero Commander Service Letter 97) dip the grip of the screws with Minnesota Mining and Manufacturing compound EC-750 or equivalent. Also, seal the access covers (items 1 of Aero Commander Service Letter 97) with the same sealant upon reinstalling the access covers. (d) Attach the following placard to the instrument panel below the fuel quantity indicator: CAUTION 0 to 20 Scale Measures Only That Usable Fuel Between 0 and 20 Gallons in the Tank. 0 to 110 Scale Measures Only That Usable FuelAbove 20 and Below 130 Gallons in the Tank. Add Readings To Obtain Total Quantity up to 130 Gallons. Confirm Quantity Above 130 Gallons by Inspecting Tank Prior to Flight. (e) Unless already accomplished, remove the existing dual transmitter and dual needle indicator gaging system and install a new improved gaging system in accordance with Aero Commander Service Change 27 dated October 27, 1954, reissued March 30, 1961, or an FAA Engineering and Manufacturing Branch approved equivalent. If the new improved gaging system is installed subsequent to the accomplishment of (a), (b), (c) and (d), the repetitive inspections required by (c) may be discontinued and the placard required by (d) may be removed. This directive effective April 9, 1963.
2024-19-03: The FAA is superseding Airworthiness Directive (AD) 2023-12-03 and AD 2023-04-05, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2023-12-03 and AD 2023-04-05 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require all actions in AD 2023-12-03 and certain actions in AD 2023-04-05, and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-16-14: We are superseding Airworthiness Directive (AD) 2013-20-11, for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2013-20-11 required modifying the passenger emergency oxygen container assembly. This new AD expands the affected group of oxygen containers to include those labeled ``DAe Systems.'' This AD was prompted by a determination that the unsafe condition also affects oxygen containers labeled ``DAe Systems.'' We are issuing this AD to prevent a high temperature oxygen generator and mask from falling down and possibly resulting in an ignition source in the passenger compartment, injury to passengers, and reduced availability of supplemental oxygen.
2024-19-02: The FAA is superseding Airworthiness Directive (AD) 2023-02- 08, which applied to certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 airplanes. AD 2023-02-08 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2023-02-08, and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
51-10-05: 51-10-05 TEMCO: Applies to Models GC-1A and GC-1B Aircraft, Serial Numbers 3711 and Below. Compliance required at next periodic inspection but not later than May 1, 1951. (This Airworthiness Directive supplements AD48-28-01.) The two most forward AN 3-4 bolts in each flange of reinforcement P/N 11-213-5074 (4 bolts in all), installed to comply with AD 48-28-01, interfere with the tailwheel shock strut cylinder at the upper extreme of its travel. The tailwheel shock strut should be removed from the airplane and the shock strut and the tailwheel support channel, P/N 11-212-1484, carefully inspected for damage. Any damaged part should be replaced or repaired. Reexamination of this reinforcement P/N 11-213-5074, shows that the two forward AN 3-4 bolts in each flange (4 bolts in all), are not necessary to achieve the required strength. Therefore, remove these bolts, leaving the two most rear AN 3-4 bolts in each flange of the reinforcement (4 bolts in all). The flanges of the P/N 11-213-5074 reinforcement may be cut off along a line located 3/8-inch forward of the centerline of the two rear 3/16-inch bolt holes in each flange, if necessary to accommodate a pair of the tailwheel shock strut support channel. Reinstall the tailwheel shock strut.
2016-17-03: We are superseding Airworthiness Directive (AD) 2003-25-07 for certain Airbus Model A319 and A320 series airplanes, and AD 2005-13-39 for certain Airbus Model A321 series airplanes. AD 2003-25-07 required a revision to the airplane flight manual (AFM) and replacement of both elevator aileron computers (ELACs) having L80 standards with new ELACs having L81 standards. AD 2005-13-39 required a revision to the AFM, replacement of existing ELACs with ELACs having L83 or L91 standards, as applicable; and a concurrent action. Since we issued AD 2003-25-07 and AD 2005-13-39, we have determined that new ELAC standards must be incorporated. The ELAC standards have been upgraded to version L97+, which implements enhanced angle-of-attack (AOA) monitoring to better detect AOA blockage, including multiple AOA blockages. This AD requires replacing existing ELACs with new ELACs having L97+ standards or revising the software in an existing ELAC to the L97+ standards, as applicable, which terminates the requirements of AD 2003-25-07 and AD 2005-13-39. This AD also expands the applicability to include all Airbus Model A318, A319, A320, and A321 series airplanes. We are issuing this AD to prevent inadvertent activation of the AOA protections. Inadvertent activation of the AOA protections could result in a continuous nose-down pitch rate that could result in reduced controllability of the airplane.
82-25-05: 82-25-05 NIHON AEROPLANE MANUFACTURING COMPANY: Amendment 39- 4504. Applies to Model YS-11/11A series airplanes, certificated in all categories. Compliance required within the next 250 hours time in service or 90 days, whichever occurs first, after the effective date of this AD, unless previously accomplished. To prevent the loss of both D.C. generator outputs: 1. Modify the terminal wiring on the D.C. generators in accordance with the Accomplishment Instructions of Lear Siegler, Inc., Service Bulletin No. 30029-02 dated November 16, 1980. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. The manufacturer's specifications and proceduresidentified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective December 6, 1982.
2016-16-09: We are superseding Airworthiness Directive (AD) 2011-10-01 for all Dassault Aviation Model FALCON 7X airplanes. AD 2011-10-01 required repetitive functional tests of the ram air turbine (RAT) heater, and repair if necessary. This new AD requires revision of the maintenance or inspection program to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by the need for new and more restrictive maintenance requirements and airworthiness limitations for airplane structures and systems. We are issuing this AD to prevent reduced structural integrity and reduced control of these airplanes due to the failure of system components.
69-08-06: 69-08-06 FAIRCHILD: Amdt. 39-750. Applies to All Model F-27 Series and FH-227 Series Airplanes. Compliance required within the next 500 hours time in service after the effective date of this AD unless already accomplished. To prevent hazards associated with an unselected landing gear retraction on the ground, accomplish the following: (a) Rewire the landing gear retraction system in accordance with Fairchild Hiller Service Bulletin 32-64 dated June 12, 1967, for F-27 aircraft and Fairchild Hiller Service Bulletin 32-5 dated March 13, 1967, for FH-227 aircraft or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, or equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region.This amendment is effective April 23, 1969.
83-01-02: 83-01-02 GENERAL DYNAMICS (Convair): Amendment 39-4536. Applies to Models 340/440, and military models eligible or to be made eligible for civil use under Type Certificate 6A6, and all such model airplanes converted to turbopropeller power, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent fracture of the nose landing gear (NLG) axle caused by fatigue cracks, accomplish the following. NOTE: All references to hours of time in service apply to nose landing gear axle and not to the aircraft. (A) Within 150 hours time in service after the effective date of this AD, or prior to the accumulation of 10,150 hours time in service, whichever occurs later, unless accomplished within the last 1050 hours time in service, conduct an ultrasonic inspection of each NLG axle (P/N 240- 5217002 or P/N 340-7310205) in accordance with the applicable provisions of paragraph 2 entitled, "Accomplishment Instructions," of GeneralDynamics Convair Division Service Bulletin 640 (340D) 32-13 dated August 7, 1978. If cracks are found, replace with a like serviceable part prior to return of aircraft to service. (B) Repeat the ultrasonic inspection specified in paragraph (A) or perform the magnetic particle inspection specified in paragraph (C) of this AD at intervals not to exceed 1200 hours time in service. (C) Within 12,000 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 12,000 hours time in service, conduct a magnetic particle inspection of the NLG axle (P/N 240-5217002 or P/N 340-7310205) in accordance with the applicable provisions of paragraph 2, entitled "Accomplishment Instructions" of Service Bulletin 640(340D) 32-13. If cracks are found, replace NLG axle with a like serviceable part prior to return of aircraft to service. (D) Prior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification the airplane must be inspected in accordance with paragraph (A) or (C) of this AD. (E) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. (F) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region, Hawthorne, California. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made 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 General Dynamics, Convair Division, P.O. Box 80877, San Diego, California 92138. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Western Aircraft Certification Field Office, 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective January 19, 1983.
2024-18-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -800 series airplanes. This AD was prompted by a report that the protective spiral wrap used on certain galley wire bundles does not have the correct flammability properties. This AD requires inspecting certain galleys to determine part numbers, inspecting for an existing galley modification placard and marking on galleys with affected part numbers, and replacing wire bundle spiral wrap sleeving as applicable. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
82-07-02: 82-07-02 CESSNA: Amendment 39-4353. Applies to Models 170A, 170B, 172, 172A through 172P, 175, 175A, 175B, 175C, P172D, and R172E (USAF T-41B) airplanes modified in accordance with STCs SA3-13, SA3-126, SA3-571, SA3-672, SA3-674, SA135CE, SA420CE, SA421CE, SA424CE, SA610SW, SA647CE, SA777CE, SA806CE, SA807CE, or SA1324CE, certificated in any category. \n\n\tCOMPLIANCE: Required as indicated, unless already accomplished. \n\n\tTo reduce the possibility of rapid loss of engine oil caused by ice obstruction of the engine crankcase breather, accomplish the following: \n\n\tA)\tWithin the next 50 hours time-in-service after the effective date of this AD: \n\n\t\t1.\tVisually examine the engine crankcase breather to determine if an alternate air outlet is drilled or cut in the tube as shown in Figure 1. If any of these provisions exist, make an appropriate entry in the aircraft maintenance records per paragraph B). No further action is necessary. \n\n\t\t2.\tIf the hole or cutout shown in Figure 1 is not in the engine crankcase breather tube: \n\n\t\t\ta.\tInspect the crankcase to crankshaft seal and ensure that the seal is secure. (This seal is located behind the starter ring gear in the forward most part of the crankcase.) Reinstall or replace this seal if it is not flush with the forward face of the crankcase. \n\n\t\t\tb.\tDrill the engine crankcase breather tube line to include an alternate air outlet as shown in Figure 1. \n\n\tB)\tParagraph A)1 of this AD may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person. Make the prescribed entry in the aircraft maintenance records, including those airplanes on which it has already been accomplished, indicating compliance with this AD. \n\n\tC)\tThe airplane may be flown in accordance with FAR 21.197 to a location where paragraph A)2 of this AD may be accomplished. \n\n\tD)\tAny equivalent method of compliance with this AD may be used when approved by the Chief, Wichita Aircraft Certification Office, FAA, Room 238, Mid-Continent Airport, Terminal Building No. 2299, Wichita, Kansas 67209; telephone (316) 269-7000. \n\n\tThis amendment becomes effective on April 8, 1982. \n\nTYPICAL INSTALLATION
2016-16-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, -200 Freighter and -300 series airplanes; and Model A340-200 and -300 series airplanes. This AD was prompted by reports of spurious terrain awareness warning system (TAWS) alerts during approach and takeoff for airplanes fitted with the terrain and traffic collision avoidance system with transponder (T3CAS) when the T3CAS is constantly powered ``ON'' for more than 149 hours. This AD requires repetitive on-ground power cycle of the T3CAS. We are issuing this AD to prevent spurious TAWS alerts (collision prediction and alerting (CPA)), or missing legitimate CPA, which could increase flight crew workload during critical landing or takeoff phases, and could possibly result in reduced control of the airplane.
59-17-02: 59-17-02\tBOEING: Applies to all Model 707 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tSeveral reports have been received concerning the complete or partial disintegration of certain type Purolator, P/N 57737-2 filter elements used in pressure filter assembly BAC P/N F- 18C-12 (Purolator P/N 57726) and in auxiliary return filter, BAC P/N 10-3333-1 (Purolator P/N 64088). \n\n\tThere are two types of filter elements in use having the same P/N 57737-2. They are easily distinguishable by their design. One has a concave bottom plate and the other one a flat bottom together with nonmetallic mesh on the inner surface of the paper convolutions. Investigation has shown that the filter elements which disintegrated were of Purolator concave bottom type supplied prior to July 25, 1959. \n\n\tAlthough all P/N 57737-2 concave bottom type filter elements may not be unsatisfactory, the number and location of unsatisfactory elements is unknown. Accordingly, to eliminate the existent adverse situation, the following must be accomplished. \n\n\t(a)\tAll present inventories of the concave bottom type Purolator filter elements P/N 57737-2 supplied prior to July 25, 1959, must be rejected for any further use in any type certificated aircraft. \n\n\t(b)\tReplacement filter elements in the above noted pressure filter assembly or auxiliary return filter assembly shall utilize either the flat bottom type filter element, P/N 57737-2, or the concave bottom type P/N 57737-2 obtained from Purolator, and dated after July 25, 1959, or other approved replacement filter elements such as Aircraft Porous Media, Inc., P/N ACS-1790E- 12 or Bendix Filter Division, P/N 574615. \n\n\t(Boeing service message dated July 23, 1959, also covers this subject.)
2000-24-23: This amendment adopts a new airworthiness directive (AD) that applies to certain S.N. CENTRAIR 101 series gliders. This AD requires you to inspect the airbrake control system for cracks; and if cracks are detected, replace the airbrake control system. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified in this AD are intended to detect cracks in the airbrake control system and replace cracked parts with parts of improved design. A crack in the airbrake control system could prevent the pilot from using the airbrake system.