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99-18-08: This amendment adopts a new airworthiness directive (AD), applicable to all IAI Model 1124 and 1124A series airplanes, that requires installation of an independent circuit breaker and associated wiring changes for the hydraulic low pressure warning lights. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent loss of the hydraulic low pressure warning lights. Low pressure in the hydraulic system can result in reduced controllability of the airplane.
87-04-23: 87-04-23 DeHAVILLAND: Amendment 39-5548. Applies to Model DHC-6-1, DHC-6- 100, DHC-6-200, and DHC-6-300 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, after the effective date of this AD, unless already accomplished. To prevent failure of the wing support struts due to corrosion, accomplish the following: (a) Visually inspect each wing support strut for corrosion in accordance with the "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletin (S/B) No. 6/474, dated June 14, 1985, Revision A, dated March 28, 1986, as follows: (1) For aircraft that have accumulated 5,000 or more hours time-in-service (TIS) or are four and one half or more years old on the effective date of this AD, accomplish the inspection within the next 1,000 hours TIS or six months, whichever occurs first, after the effective date of this AD. (2) For aircraft that have accumulated less than 5,000 hours TIS and are less than four andone half years old on the effective date of this AD, accomplish the inspection before the accumulation of 6,000 hours TIS or five years, whichever occurs first. (3) For all airplanes, reinspect at intervals not to exceed 6,000 hours TIS or five years, whichever occurs first, following the previous inspection accomplished in accordance with this AD. (b) If the inspections specified in paragraph (a) of this AD show moderate or severe corrosion anywhere on the wing support struts, or any corrosion within 20 inches from either end of the wing support struts, replace the affected support strut prior to further flight. (c) If the inspections specified in paragraph (a) of this AD show light corrosion in areas other than 20 inches from either end of the struts, remove the corrosion within 30 days. NOTE: Advisory Circular (AC) 43-4, discusses corrosion evaluation, degree of damage, and rework procedures. (d) An alternate method of compliance, which provides an equivalent level of safety, may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the compliance times in this AD. All persons affected by this directive may obtain copies of the document referred to herein upon request to The DeHavilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 16, 1987.
99-18-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-300 and ATR42-320 series airplanes, that requires a one-time inspection for cracking of a fastener hole located on the lower surface of the outer wing, and repair, if necessary; and cold working of the hole and installation of a new fastener in the hole. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue damage on the outer wing and consequent reduced structural integrity of the wing.
96-09-23: 96-09-23 DORNIER: Amendment 39-9599. Docket 96-NM-18-AD. Applicability: All Model Dornier 328-100 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions, accomplish the following: (a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. NOTE 2: Operators must initiate action to notify and ensure that flight crewmembers are apprised of this change. (1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "WARNING Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protectionsystem, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane. o During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. - Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice. - Accumulation of ice on the lower surface of the wing aft of the protected area. - Accumulation of ice on the propeller spinner farther aft than normally observed. o Since the autopilot may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. o All icing detection lights must be operative prior to flight into icing conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).]" (2) Revise the FAA-approved AFM by incorporating the following into the Procedures Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: o Visible rain at temperatures below 0 degrees Celsius ambient air temperature. o Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature. PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following: o Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated. o Avoid abrupt and excessive maneuvering that may exacerbate control difficulties. o Do not engage the autopilot. o If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot. o If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.o Do not extend flaps during extended operation in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area. o If the flaps are extended, do not retract them until the airframe is clear of ice. o Report these weather conditions to Air Traffic Control." (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Operations Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtainedfrom the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) This amendment becomes effective on June 11, 1996.
99-18-10: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-SHERPA, SD3-60 SHERPA, SD3-30, and SD3-60 series airplanes, that requires a one-time detailed visual inspection of the emergency brake accumulator mounting structure for evidence of cracking; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the mounting angle that supports the emergency brake system due to cracking, which could result in loss of the emergency brake system.
76-11-02: 76-11-02 MORANE SAULNIER (SOCATA): Amendment 39-2619. Applies to Model MS880B, MS892A-150 and E-150, MS893A and E, and MS894A and E airplanes, serial numbers 831 and above, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible loss of an engine cowling due to improper latching of locks and cowl lock wear, accomplish the following: (a) For airplanes incorporating Socata-type engine cowl locks, within the next 10 hours time in service after the effective date of this AD, either incorporate the following cowl locking procedures in the Airplane Flight Manual immediately following Section 4.3.1, Step 3; or if an Airplane Flight Manual is not available, install a placard adjacent to one of the engine cowl locks which contains the following cowl locking procedures: Cowl Locking Procedures. (1) Raise latch locking lever to maximum travel to allow cowl upper catch to engage lower cowl catch. (2) Press latch locking lever to full down position until distinct snap is heard indicating completed locking. (3) Check the locking mechanism by pulling the lock latching lever with a force sufficient to overcome the weight of the lever and low friction forces. (b) For airplanes incorporating Socata-type engine cowl locks, within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection - (1) Visually inspect the engine lower cowling metal centering tabs and the upper cowling centering pins, for wear of the metal tab receiving holes and wear of the centering pins to assure proper mating of the upper and lower cowling. Replace the metal centering tabs and cowling centering pins, found to be worn; and (2) Inspect the engine cowling locking mechanism and if deterioration in locking push force is evident as demonstrated by a lack of snap action on the latch locking lever, adjustthe Socata type engine cowl lock by removing the cotter pin in the upper catch, threading the latch trunnion into the upper catch a distance of one or more turns, and reinserting the cotter pin in accordance with the procedure described in paragraphs 1.2 and 3.1 of Socata Service Bulletin No. 107 Gr. 71-06, dated November 1972, or an FAA-approved equivalent. (c) For MS880B airplanes, serial numbers 831 through 1604, equipped with Dialatch engine cowl locks - (1) Within the next 50 hours time in service after the effective date of this AD, accomplish the following in accordance with Socata Service Bulletin No. 77/2, Gr. 71-03, dated May 1973, or an FAA-approved equivalent: (i) Replace the Dialatch cowl locks with Socata-type engine cowl locks. (ii) Install reinforcing angle plates on the engine cowl centering pin brackets. (iii) Install engine cowl stops; (2) Within the next 50 hours time in service after the effective date of this AD, revise the Airplane FlightManual, or install a placard, as specified in paragraph (a) of this AD; and (3) Within the next 100 hours time in service after installation of the Socata type engine cowl lock in accordance with paragraph (c)(1)(i) of this AD and thereafter at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the engine lower cowling metal centering tabs and the upper cowling centering pins, for wear of the metal tab receiving holes and wear of the centering pins to assure proper mating of the upper and lower cowling. Replace the metal centering tabs and cowling centering pins found to be worn. This amendment becomes effective on June 7, 1976.
99-01-05 R1: We are revising Airworthiness Directive (AD) 99-01-05 for certain aircraft equipped with wing lift struts. AD 99-01-05 required repetitively inspecting the wing lift struts for corrosion; repetitively inspecting the wing lift strut forks for cracks; replacing any corroded wing lift strut; replacing any cracked wing lift strut fork; and repetitively replacing the wing lift strut forks at a specified time for certain airplanes. AD 99-01-05 also required incorporating a "NO STEP" placard on the wing lift strut. Since we issued AD 99-01-05, we were informed that paragraph (c) had been misinterpreted and caused confusion. This AD clarifies the intent of the language in paragraph (c) of AD 99-01-05 and retains all other requirements of AD 99-01-05. We are issuing this AD to correct the unsafe condition on these products.
99-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-30 series airplanes, that requires modification of electrical wiring associated with heater components. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the autofeather system, which could result in reduced controllability of the airplane in the event of engine failure during takeoff.
99-18-05: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that requires repetitive inspections to detect cracks in the forward flange of the vertical beam of the aft pressure bulkhead at certain buttock lines, and installation of a splice repair, if necessary. The amendment also requires installation of a preventative modification on the vertical beam of the door frame in certain cases. This amendment is prompted by reports of fatigue cracks found in the vertical beam web and forward flange of the aft pressure bulkhead. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in the inability of the subject vertical beam to withstand the fail-safe loads, and consequent loss of cabin pressurization.
2022-15-08: The FAA is superseding Airworthiness Directive (AD) 2019-20- 03, which applied to various transport airplanes. AD 2019-20-03 required modification of certain universal serial bus (USB) receptacles located in the flight deck. Since the FAA issued AD 2019-20-03, it has been determined that additional airplanes are affected by the unsafe condition. This AD continues to require the modification and expands the applicability, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.