Results
2015-11-09: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (type certificate previously held by Schweizer Aircraft Corporation) (Sikorsky) Model 269D and Model 269D Configuration A helicopters. This AD requires reducing the life limit of the ring gear carrier assembly. This AD was prompted by cracks in the ring gear carrier assembly. The actions are intended to reduce the life of the ring gear carrier assembly to prevent failure of the main rotor transmission, loss of engine power to the main rotor, and subsequent loss of control of the helicopter.
63-24-03: 63-24-03 PIPER: Amdt. 649 Part 507 Federal Register November 27, 1963. Applies to All Models PA-23 and PA-23-160 Aircraft. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the past 50 hours' time in service. Every 100 hours' time in service thereafter comply with paragraphs (b), (c), and (d). Several failures of the rudder trim tab actuating rod, Piper P/N 17271-00, through the bend radius of the forward hooked end and a disconnection due to a lost cotter pin have resulted in free trim tabs oscillating the rudder. Therefore, the following must be accomplished: (a) Remove the rudder trim tab control rod assembly from the aircraft. (b) Visually inspect for cracks in the area of the hooked end using a magnifying lens of at least 10-power. (c) Check the hooked end for wear in excess of 0.040 inch in the area of contact with the jackscrew. (d) Rudder trim tab control rods with cracks, or wear in excess of 0.040 inch shall be replaced before further flight. (e) Redrill the cotter pin hole in the hooked end to 0.081 inch-diameter and reinstall the rudder trim tab control rod assembly using a roll pin, Piper P/N 480728, and 0.032 inch- diameter steel safety wire, in lieu of the cotter pin. (Piper Service Letter No. 407, dated October 4, 1963, which pertains to this same subject, outlines and illustrates inspection and installation methods.) This directive effective November 27, 1963.
96-09-26: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, and Model F27 Mark 050 series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended 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.
2005-07-05: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-45A, CF6-50A, CF6-50C, and CF6-50E series turbofan engines that have not incorporated GE Service Bulletin (SB) No. CF6-50 S/B 72-1239, Revision 1, dated September 24, 2003, or that have not incorporated paragraph 3.B. of GE SB No. CF6-50 S/B 72- 1239, original issue, dated May 29, 2003. This AD requires inspecting the stage 1 low pressure turbine (LPT) blades for damage and replacement of the LPT module if necessary. This AD results from a report of a stud that separated from a turbine mid frame (TMF) strut and from an updated analysis of strut stud failures. We are issuing this AD to prevent uncontained failure of the engine and possible damage to the airplane caused by failure of TMF strut studs.
2016-04-09: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. This AD was prompted by a report of significant fuel leakage at the middle position of the left outboard slat. This AD would require modifying the assembly of the slat extension mechanical stop. We are issuing this AD to prevent failure of the assembly of the slat extension mechanical stop, which if not corrected, could lead to a significant fuel leak and result in an uncontained fire.
2005-11-07: The FAA adopts a new airworthiness directive (AD) for certain Extra Flugzeugproduktions-und Vertriebs-GmbH (EXTRA) Models EA-300, EA- 300S, EA-300L, and EA-300/200 airplanes. This AD requires you to seal with firewall sealant the gaps between the bottom fuselage cover (belly fairing) and the firewall and repeat the sealing procedure whenever you install the bottom fuselage cover (belly fairing). This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent fuel from flowing behind the firewall in the case of a fuel leak. This could result in an in-flight fire, which could cause loss of the airplane and crew.
2005-11-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 727-200 series airplanes equipped with a No. 3 cargo door. This AD requires repetitive detailed and high frequency eddy current inspections for cracking of the forward, lower corner frame and forward end of the lower beam of the No. 3 cargo door, and corrective actions if necessary. The AD provides an optional terminating action for the repetitive inspections. This AD is prompted by reports of cracking at the forward, lower corner frame and lower beam of the No. 3 cargo door. We are issuing this AD to detect and correct cracking of the forward, lower corner frame and forward end of the lower beam of the No. 3 cargo door, which could result in failure of the affected door stops, loss of the cargo door, and consequent rapid decompression of the airplane.
97-13-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B and Model SAAB 2000 series airplanes, that requires a one-time inspection to determine if certain switches are installed on the fire handle of the fire handle assembly; and replacement of the fire handle panel with a new fire handle panel, if necessary. This amendment is prompted by a report indicating that, during manufacture, a batch of defective switches were installed on certain fire handle panels on these airplanes. The actions specified by this AD are intended to ensure the proper switches are installed in the fire handle assembly. A defective switch in the fire handle assembly could prematurely fail and, consequently, prevent the proper operation of the engine fire protection system in the event of a fire.
67-02-01: 67-02-01 BOEING: Amdt. 39-335 Part 39 Federal Register January 4, 1967. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin No. 55-15. \n\n\tCompliance required as indicated. \n\n\tCracks have occurred on flanges of the trailing edge hinge fittings of the stabilizer ribs at specific stations and on the stabilizer trailing edge beam. These failures have been attributed to high frequency oscillation of the closing panels and the trailing edge beam. In order to correct this problem, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tWithin 200 hours' time in service after the effective date of this AD, unless already modified in accordance with (c), and at intervals not to exceed 200 hours' time in service thereafter, comply with either (1) or (2). \n\n\t\t(1)\tUsing eddy current methods inspect for cracks in the stabilizer trailing edge lower beam at Elevator Stations 173.21 and 209.96, in the lower flange of the hinge fitting at Elevator Stations 50.50, 99.79, 136.50, and 173.21 and in the upper flange of the hinge fitting at Elevator Station 50.50 at the fastener locations. \n\n\t\t(2)\tVisually inspect for cracks in the stabilizer trailing edge lower beam at Elevator Stations 173.21 and 209.96, in the lower flange of the hinge fitting at Elevator Stations 50.50, 99.79, 136.50, and 173.21 and in the upper flange of the hinge fitting at Elevator Station 50.50 at the fastener locations. Indication of a crack may be confirmed by a dye penetrant inspection. \n\n\t(b)\tRepair cracked parts before further flight in accordance with a repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tWhen an airplane has been modified in accordance with Paragraph II of Service Bulletin 55-7 and Paragraph II of Service Bulletin 55-15, or FAA-approved revisions to these Service Bulletins, the repetitive inspections specified herein may be discontinued. When an airplane has been modified in accordance with Paragraph II of Service Bulletin 55-7 only, or FAA-approved revision to this Service Bulletin, the repetitive inspections specified herein for Elevator Stations 50.50, 99.79, and 136.50 may be discontinued. Immediately prior to accomplishing any modification, inspect in accordance with either (a)(1) or (a)(2) and if cracks are found, repair in accordance with (b). \n\n\tThis supersedes AD 64-17-02. \n\n\tThis directive effective February 3, 1967.
71-08-02: 71-08-02 MCDONNELL DOUGLAS: Amend 39-1189 as amended by amendment 39-1346. Applies to DC-9 airplanes certificated in all categories. \n\n\tCompliance required within the next 50 hours' time in service after effective date of this AD, unless already accomplished. \n\n\tTo ensure pilot control of speed brake retraction and to prevent inflight deployment of ground spoilers, accomplish one of the following: \n\n\t1.\tAffix a placard(s) in the cockpit in plain view of both crew members stating: \n\n\t\tDO NOT EXTEND GEAR WITH SPEED BRAKES DEPLOYED \n\n\t\tDO NOT ARM GROUND SPOILERS PRIOR TO GEAR EXTENSION \n\n\t2.\ta. Install the interlock switch per McDonnell Douglas DC-9 Service Bulletin No. 32-128, dated November 17, 1971, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region and \n\n\t\tb.\tAmend the Limitations Section, FAA Approved Airplane Flight Manual, to include the statements: \n\n\t\t\tDo not extend gear withspeed brakes deployed. \n\n\t\t\tDo not arm ground spoilers prior to gear extension. \n\n\tNOTE: Placards previously installed per Step 1. may be removed if step 2 is accomplished. \n\n\tAmendment 39-1189 became effective April 13, 1971. \n\n\tThis amendment 39-1346 becomes effective November 30, 1971.
63-07-03: 63-07-03 PIPER: Amdt. 551 Part 507 Federal Register April 4, 1963. Applies to All Models PA-23 and PA-23-160 Aircraft. Compliance required as indicated. Cracks and loose or working rivets have been found in the attachment area of the rudder trim tab horn, P/N 17059-00, to the rudder trim tab skin, P/N 17068-27. Cracked rudder trim tab ribs P/N 17068-17 also have been found. To preclude the separation of the trim tab horn from the trim tab, accomplish the following: (a) On aircraft having 690 or more hours time in service on the effective date of this AD, within the next 10 hours' time in service unless already accomplished within the last 90 hours' time in service and within each 100 hours' time in service thereafter from the last inspection, accomplish the inspection specified in (c). (b) On aircraft having less than 690 hours' time in service on the effective date of this AD, accomplish the inspection specified in (c) between 600 and 700 hours' time in service and within each 100 hours' time in service thereafter from the last inspection. (c) Visually inspect with at least a 10-power magnifying glass the rudder trim tab horn attach rivets for looseness or evidence of rivet working and the adjacent tab skin for cracks. (d) If skin cracks, loose or working rivets are found, visually inspect the rudder trim tab support rib, P/N 17068-17 for cracks. (e) If any of the defects mentioned herein are found, repair in accordance with Civil Air Regulations Part 18 or replace the affected part, or parts, with an airworthy assembly prior to further flight. (Piper's Periodic Inspection Report pertains to this same subject.) This directive effective April 15, 1963.
2005-11-05: The FAA adopts a new airworthiness directive (AD) for all airplanes equipped with Precise Flight, Inc. (Precise Flight) Models SVS I and SVS IA standby vacuum systems (SVS) installed under certain supplemental type certificates or through field approval. This AD requires you to replace the airplane flight manual supplement (AFMS) in the airplane flight manual with the appropriate revision and install placards as defined in the AFMS, upgrade the Model SVS I or SVS IA SVS to the Model VI SVS, and add the instructions for continued airworthiness (ICA) to the maintenance schedule for the aircraft. This AD results from several reports of failed shuttle control valves of the standby vacuum system (SVS) and one report of an airplane crash with a fatality in which improper use of the SVS was a factor. We are issuing this AD to correct problems with the SVS before failure or malfunction during instrument flight rules (IFR) flight that can lead to pilot disorientation and loss of control of the aircraft.
2005-11-11: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-400, -401, and -402 series airplanes. This AD requires repetitive inspections to detect discrepancies of the attachment fittings of the outboard flap front spar at flap track Number 4 and Number 5 locations, and corrective actions if necessary. This AD also requires eventual replacement of the attachment fittings as terminating action for the repetitive inspections. This AD is prompted by the discovery of several airplanes that have loose flap front spar attachment fittings at flap track Number 4 and Number 5 locations. We are issuing this AD to prevent the attachment fittings from becoming detached, and consequent loss of control of the airplane.
71-17-08: 71-17-08 CESSNA: Amdt. 39-1273. Applies to Model 337 Airplanes. Compliance. To minimize the possible adverse affects of undetected rear engine stoppage during take-off, within the next 10 hours' time in service after the effective date of this AD, the following modifications must be accomplished and the following operational procedures will be applicable: A) Readjust the rear engine idle RPM from 575-625 to 625-675 and readjust idle mixture accordingly. B) Taxi primarily by use of the rear engine. C) Initiate all take-offs by advancing the throttle on the rear engine to a point where the normal functioning of the rear engine has been established before advancing the throttle of the front engine. D) Install a permanent placard to the right of the tachometer instrument to read as follows: TAXI AND TAKE-OFF LEAD WITH REAR ENGINE POWER CHECK RPM AND FUEL FLOW NOTE: The operator may make and install a temporary placard using minimum 1/8 inch highletters until the permanent placard is obtained from the manufacturer and properly installed. Cessna Service Letter ME 71-21 refers to the subject matter of this AD. This amendment becomes effective August 24, 1971.
62-26-06: 62-26-06 PIPER: Amdt. 516 Part 507 Federal Register December 8, 1962. Applies to All Models PA-28-150 and PA-28-160 Airplanes With Serial Numbers 28-03, 28-1 through 28-671, 28-678, 28-679, 28-681, 28-685, 28-690, 28-691, 28-693, 28-697, 28-706, and 28-707, Except Those With Exhaust Assembly P/N 63726 Installed. Compliance required within the next 10 hours' time in service after the effective date of this AD, and each 50 hours' time in service thereafter. There have been cracks found in the exhaust system on Piper PA-28-150 and PA-28-160 airplanes. As this condition is likely to occur in other airplanes of the same type design, accomplish the following: (a) Remove carburetor heat muff shroud and conduct a close visual inspection of the complete exhaust system piping for cracks in all welded joints and tubing bends. Pay particular attention to the area near the junction of the cylinder stacks and main exhaust manifold. (b) If cracks are found, repair by gaswelding. (The exhaust pipe is AISI 321 or 347 corrosion resistant steel.) (Piper Service Letter 389 covers this same subject.) This directive effective December 14, 1962.
62-23-03: 62-23-03 DOUGLAS: Amdt. 500 Part 507 Federal Register October 30, 1962. Applies to DC-8 Aircraft Serial Numbers 45252 to 45289 Inclusive, 45291 to 45306 Inclusive, 45376 to 45393 Inclusive, 45408 to 45413 Inclusive, 45416 to 45431 Inclusive, 45433 to 45437 Inclusive, 45442 to 45445 Inclusive, 45526, 45565 to 45570 Inclusive, 45588 to 45606 Inclusive, 45609 to 45614 Inclusive, 45616 to 45629 Inclusive, 45636, and 45638. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of the main landing gear actuating cylinder upper attach bracket accomplish the following: \n\n\t(a)\tWithin 440 hours' time in service after the effective date of this AD, unless already accomplished, on attach brackets, P/N's 5641950-1, -2, -501 or -502 having 4,000 or more hours' time in service and, prior to the accumulation of 4,440 hours' time in service on brackets having less than 4,000 hours' time in service, conduct a hardness check on the attach bracket following the procedures described in theaccomplishment instructions, paragraphs B (4), B(5) and C of Douglas Alert Bulletin No. A32-76, Reissue No. 1, Revision No. 1, dated April 5, 1962, or later, or an FAA approved equivalent. \n\n\tNOTE: To gain access to the bracket it is necessary to remove the hydraulic lines from the rework area, remove swivel glands as applicable, remove the retract cylinder upper bolt and swing the cylinder down out of the way. \n\n\t(b)\tBrackets testing within Rockwell C39.0 (175,000 p.s.i.) and C43.0 (200,000 p.s.i.) range are acceptable for further use and may be continued in service provided they are not otherwise defective. These brackets shall be identified by applying a 1/4 to 1/2-inch stripe of Cat-A-Lac, yellow No. 443-3-129 enamel or equivalent on the bracket. The identification stripe should be located in a place on the bracket so that it is clearly visible without having to remove the retract cylinder to observe the stripe. \n\n\t(c)\tBrackets testing outside the C39.0 to C43.0 heat-treatrange shall be inspected for cracks in the area of the junction of the grease fitting hole and the actuating cylinder attach hole using a dye penetrant or equivalent inspection method. The bushing, Douglas P/N 2641952 must be removed to conduct this inspection. \n\n\t\t(1)\tAny of these brackets found to be free of cracks during inspection, and not otherwise defective, may be continued in service provided the inspection is repeated at intervals not exceeding 350 hours' time in service thereafter. \n\n\t\t(2)\tReplace cracked parts prior to further flight with an appropriate part (Douglas P/N 5641950-1 or -2, 5641950-501 or -502) falling within the C39.0 to C43.0 heat-treat limits and marked with the yellow stripe for identification, with new P/N's 5774066-501 or -502, or with an FAA approved equivalent. \n\n\t(d)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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 such operator. \n\n\t(Douglas Alert Service Bulletin No. A32-76, Reissue No. 1, Revision No. 1, dated April 5, 1962.) \n\n\tThis directive effective November 29, 1962.
74-11-05: 74-11-05 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 1849. Applies to Grumman G-1159, Serial Number 1 through 110 and 775 except 91 and 95, certificated in all categories. Compliance required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To provide dual electrical fire extinguisher squib circuits, accomplish the following or an equivalent rework approved by the Chief, Engineering and Manufacturing Branch, Southern Region. Remove the left and right fire extinguisher switches MS24523-21 and install MS24524- 21 switches in their place. Wire switches in accordance with Grumman Gulfstream II Aircraft Service Change 121. Replace pilot's circuit breaker panel nameplate 1159AV2042 with nameplate 1159SB20082-11. This rework is outlined in detail in the Grumman Gulfstream II Aircraft Service Change 121. This amendment is effective May 24, 1974.
62-12-04: 62-12-04 DOUGLAS: Amdt. 439 Part 507 Federal Register May 17, 1962. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tA number of wing flap actuating cylinder rod-end bearings have cracked and in one case there was complete failure. To preclude failure of the rod-end bearings in cylinders located at wing Stations 98 and 219, accomplish the following: \n\n\t(a) Assemblies having 4,650 hours' or more time in service as of the effective date of this AD shall be inspected in accordance with (b) within the next 350 hours' time in service after the effective date of this AD and thereafter at intervals not exceeding 350 hours' time in service. Assemblies having less than 4,650 hours' time in service as of the effective date of this AD shall be inspected in accordance with (b) prior to the accumulation of 5,000 hours' time in service and thereafter at intervals not exceeding 350 hours' time in service. \n\n\t(b) Visually inspect rod-end bearings P/N 4648686 in the area of the bearing case adjacent to the bearing dust shield using at least a 10-power glass, for evidence of cracks. Caution: Do not remove rod-end bearing dust shield or magnetically inspect the rod-ends. \n\n\t(c) If cracks are found, replace the defective part. If no cracks are found, the 350 hour periodic inspection, specified in (b), shall be continued. \n\n\t(d) When replacement assemblies P/N 4648686 are used, the inspection prescribed in (b) shall be accomplished prior to the accumulation of 5,000 hours' time in service and thereafter at intervals not exceeding 350 hours' time in service. \n\n\t(e) When assembly P/N 4648686 is replaced by Douglas P/N 4648686-501 (Shafter P/N YD-200A) or -503 (Shafter P/N YD-200B), or FAA approved equivalent, the inspections called for in this AD may be discontinued. \n\n\t(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering & Manufacturing Branch, FAA Western 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 such operator. \n\n\t(Douglas Service Bulletin No. 27-127 reissue No. 2 dated January 28, 1964, covers this same subject.) \n\n\tThis directive effective May 17, 1962. \n\n\tRevised August 12, 1964.
2005-03-14: This amendment supersedes an existing airworthiness directive (AD) that applies to all Airbus Model A300 B2 and B4 series airplanes. The existing AD currently requires determining the part and amendment number of the variable lever arm (VLA) of the rudder control system to verify the parts were installed using the correct standard, and corrective actions if necessary. For certain VLAs, this new AD requires repetitive inspections of the VLA and corrective action if necessary. This new AD also provides a terminating action for the repetitive inspections. Furthermore, this new AD reduces the applicability of affected airplanes. The actions specified by this AD are intended to prevent failure of both spring boxes of certain VLAs due to corrosion damage, which could result in loss of rudder control and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
72-12-05: 72-12-05 HAWKER SIDDELEY AVIATION LTD.: Amdt. 39-1458. Applies to Hawker Siddeley deHavilland Model DH-114 "Heron" airplanes which do not have Modification 1161 incorporated on all of the main landing gear and nose landing gear operating jacks. Compliance required as indicated. To prevent the possible failure of the main or nose landing gear operating jacks accomplish the following: (a) Within the next 50 landings after the effective date of this AD, or before accumulating a total of 5,000 landings on a piston, P/N AHO 19742, in an operating jack assembly, whichever occurs later (1) Replace the affected operating jack assembly with a serviceable jack assembly which has been modified to incorporate piston, P/N ACO 23389, (Modification 1161) in accordance with de Havilland Aircraft Service, Modification News Sheet No. Heron 1161, dated March 17, 1958, or an FAA-approved equivalent, or (2) Replace the piston in each affected operating jack assembly with a newpiston of the same part number and thereafter continue to replace P/N AHO 19742 pistons at intervals not to exceed 5,000 landings. (b) Operators who have not kept records of the number of landings on individual pistons, P/N AHO 19742, shall substitute the total number of airplane landings accumulated in lieu thereof. (de Havilland Aircraft Service, Technical News Sheet, Series: Heron (114) No. S.2 dated March 1, 1959, covers this same subject.) This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated April 20, 1972, which contained this amendment.
2005-11-01: The FAA is adopting a new airworthiness directive (AD) for Turbomeca S.A. Arrius 1A turboshaft engines. This AD requires initial and repetitive testing of the Free Turbine Overspeed Protection System. This AD results from an investigation into the Digital Electronic Control Unit (DECU) that revealed a malfunction of the Free Turbine Overspeed Protection System. This malfunction can exist despite the DECU passing all functional tests specified in the Engine Maintenance Manual. We are issuing this AD to prevent uncontained engine failure if a free turbine overspeed occurs.
75-09-08: 75-09-08 MOONEY: Amendment 39-2181. Applies to Mooney Models M20C, M20D, M20E, M20F, and M20G airplanes with the following serial numbers having accumulated 400 or more hours' time in service: M20C - 1852, 1940 thru 3466, 670001 thru 700091, 20-0001 thru 20-1156. M20D - 101 thru 260. M20E - 101 thru 1308, 670001 thru 700061, 21-0001 thru 21-1165. M20F - 660003 thru 700072, 22-0001 thru 22-1207. M20G - 680001 thru 700006. Compliance required within the next 50-hours' time in service after the effective date of this AD or before the accumulation of 450-hours' time in service, whichever occurs later, 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. a. To detect cracked engine mount members, inspect the mount in accordance with instructions in Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision, or an FAA approved equivalent method. b. If cracks are detected, repair or replace in accordance with instructions in Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, Fort Worth, Texas. c. The 100-hour repetitive inspection may be discontinued upon repair of a cracked or uncracked mount, or upon installation of a new mount in accordance with Mooney Service Bulletin No. M20-192 dated April 7, 1975, or later FAA approved revision or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. This amendment becomes effective April 30, 1975.
2000-06-13 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -400 series airplanes, that currently requires repetitive visual and high frequency eddy current (HFEC) inspections to detect cracking of the corners of the door frame and the cross beams of the aft cargo door, and corrective actions, if necessary. That amendment also mandates accomplishment of a modification to the aft cargo door, which would terminate the repetitive inspection requirements. This amendment revises the compliance time for the terminating modification. The actions specified by this AD are intended to prevent fatigue cracking of the corners of the doorframe and the crossbeams of the aft cargo door, which could result in rapid depressurization of the airplane. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 737-52A1079, Revision 6, dated November 18, 1999, as listed in the regulations, was approved previously by the Director of the Federal Register as of May 9, 2000 (65 FR 17583, April 4, 2000).\n\n\n\tThe incorporation by reference of Boeing Service Bulletin 737-52-1079, Revision 5, dated May 16, 1996, as listed in the regulations, was approved previously by the Director of the Federal Register as of December 24, 1998 (63 FR 67769, December 9, 1998).
73-26-05: 73-26-05 SCOTT AVIATION DIVISION of ATO INC: Amdt. 39-1756. Applies to chemical oxygen generators, Scott Part Numbers 801386-01, -02, and -03, and 801462-01, -02, and -03. Compliance required within the next six months after the effective date of this AD, unless already accomplished. To detect generators showing evidence of corrosion, and to replace corroded units, accomplish Scott Aviation Service Bulletin 35-38, dated February 1, 1973, and Revision Number 1, dated May 11, 1973, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 20, 1973.
2005-11-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767-200, -300, and -300F series airplanes. That AD currently requires inspections for fatigue cracking of the horizontal stabilizer pivot bulkhead, and repetitive inspections or other follow-on actions. That action also provides a permanent repair, which is optional for airplanes with no cracks, and, if accomplished, ends the repetitive inspections. For airplanes on which the permanent repair is not installed, this new AD requires repetitive inspections of the same and additional inspection locations at new inspection intervals; a one-time torque test; and related investigative and corrective actions. For airplanes on which the permanent repair is installed, this new AD would require repetitive inspections of the repaired area and, if necessary, corrective action. This AD is prompted by reports of loose tension bolts and crack indications in the fuselage skin. We are issuingthis AD to find and fix fatigue cracking of the horizontal stabilizer pivot bulkhead and adjacent structure, which could result in loss of the horizontal stabilizer. \n\nDATES: This AD becomes effective July 1, 2005. \n\n\tThe incorporation by reference of Boeing Alert Service Bulletin 767-53A0078, Revision 3, dated November 15, 2001; and Boeing Alert Service Bulletin 767-53A0078, Revision 4, dated September 26, 2002, as listed in the AD is approved by the Director of the Federal Register as of July 1, 2005. \n\n\tOn May 24, 2001 (66 FR 23538, May 9, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-53-0078, Revision 2, dated April 19, 2001.