Results
68-01-03: 68-01-03 PIPER: Amdt. 39-602. Applies to Model PA-32 Seaplanes, Serial Numbers 32S-40228, 32S-40229, 32S-40230, 32S-40239, 32S-40251, 32S-40263, 32S-40265, 32S-40268, 32S-40270, 32S-40272, 32S-40276, 32S-40277, 32S-40279, and 32S-40282. Compliance required within the next 10 hours' time in service after the effective date of this AD unless already accomplished. NOTE: Serial Numbers 32S-40230 and 32S-40268, which are presently operating in the landplane configuration, shall comply with this airworthiness directive when floats are installed. To prevent damage to the forward and rear wing to fuselage attachment fittings, modify the float structure in accordance with the instructions contained in Piper Kit No. 760-172V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. Effective January 11, 1968. Revised May 21, 1968.
2005-10-06: The FAA is adopting a new airworthiness directive (AD) for certain Dornier Model 328-300 series airplanes. This AD requires installing a drain hole in the lower skin of the left- and right-hand elevator horns. This AD is prompted by reports of water found in the elevator assembly. We are issuing this AD to prevent water or ice accumulating in the elevator assembly, which could result in possible corrosion that reduces the structural integrity of the flight control surface, or in an unbalanced flight control surface. These conditions could result in reduced controllability of the airplane.
2005-20-26: The FAA is adopting a new airworthiness directive (AD) for Aviointeriors S.p.A. (formerly ALVEN), series 312 box mounted seats. This AD requires initial and repetitive inspections of the seat attachments for cracks, and if necessary, replacing the attachments. This AD results from 10 reports of cracked attachments of series 312 box mounted seats. We are issuing this AD to prevent series 312 box mounted seats from detaching from the passenger compartment floor, which could result in injury to the occupant of the seat, and prevent evacuation of passengers in the event of an emergency.
97-11-07: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-90-30 airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness (MD-90-30 Airworthiness Limitations Instructions (ALI)). The revision will incorporate certain compliance times for inspections to detect fatigue cracking of principal structural elements (PSE) and to add PSE's to the ALI. This amendment is prompted by analysis of data that identified reduced initial inspection thresholds, reduced repetitive inspection intervals for PSE's, and other PSE's to be added to the ALI. The actions specified by this AD are intended to ensure that fatigue cracking of various PSE's are detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
72-05-01: 72-05-01 GATES LEARJET: Amdt. 39-1397. Applies to Model 23 airplanes, Serial Numbers 23-003 thru 23-089, except those airplanes which have been modified to incorporate the Gates Learjet Model 24 Flap System. Compliance: Required as indicated, unless already accomplished. To prevent loss of flaps: 1) Within 25 hours' time in service after the effective date of this AD on those airplanes with 4,000 or more hours' in service, 2) Within 150 hours' time in service after the effective date of this AD, but no later than 4,025 hours' total airplane time, whichever occurs first, on those airplanes having between 3,851 and 3,999 hours' time in service, and 3) Within the next 150 hours' time in service after the effective date of this AD on those airplanes having between 2,350 and 3,850 hours' time in service, accomplish the following: Replace the flap actuator rod end with a new part in accordance with Gates Learjet Service Bulletin 23-231, dated February 17, 1972, or any equivalent part approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: The type design data and the airplane service manual are being revised to specify a mandatory retirement life of 2,500 hours for the flap actuator rod end for applicable aircraft. This amendment becomes effective February 29, 1972.
68-06-01: 68-06-01 BOEING - VERTOL: Amendment 39-563. Applies to Helicopter Type 42A, 42B, 44A, 44B and Military H-21 series certificated under Part 21 (CAR Part 8 or 9). Compliance required as indicated. As a result of fatigue failures of the attacking lugs on transmission drive shaft flex coupling adapter P/N 22D3047-1, accomplish the following: (1) Unless already accomplished on helicopters which incorporate P/N 22D3047-1 adapters on transmission drive shaft assemblies (P/N 22D3046, 22D3057, 22D3066 or 22D2172) remove the shaft assembly from the helicopter within 15 hours' time in service after the effective date of this AD and strip all paint from the exposed portion of the adapter. Particular attention should be given to removal of all paint on both sides of the adapter lugs including the fillet area around the bosses where the adapter mates with the Thomas coupling plates. Do not allow paint remover to seep into the riveted joint. Perform a dye penetrant inspection of the exposed portion of the adapter and inspect for crack indications, paying particular attention to both sides of the adapter lugs and fillet areas. Any adapter with crack indications must be removed from service. (2) Any P/N 22D3047-1 new or used adapter re-installed in the helicopter after completing the above dye penetrant inspection must be inspected using a ten power magnifying glass within 10 hours' time in service and every 10 hours thereafter until an improved type adapter P/N 22D3047-3 is installed. Upon installation of the -3 adapter, the above paragraphs 1 and 2 inspections are no longer required. (Vertol Telex Communication No. 8-2300-2-59 dated January 17, 1968, covers this subject.) This amendment effective March 21, 1968.
67-33-01: 67-33-01 de HAVILLAND AIRCRAFT: Amdt. 39-529, Part 39, Federal Register December 30, 1967. Applies to Type DHC-6 Airplanes Incorporating Grimes 41905-1 Anti- Collision Light. Compliance required as indicated. To prevent the occurrence of a hazardous condition, caused by the noncompliance of the Grimes 41905-1 Anti-Collision Light, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install the following placard in full view of the pilot: "AIRCRAFT LIMITED TO DAY VFR FLIGHT ONLY." (b) The placard required by paragraph (a) may be removed when the light is replaced by the Grimes G8400A-24 Anti-Collision Light in accordance with the "Procedure" outlined in de Havilland Modification No. 6/1116, dated October 26, 1967, or later revision or equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiatingdata submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective December 30, 1967.
2018-21-07: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 Freighter, -200, and -300 series airplanes. This AD was prompted by reports of Angle of Attack (AOA) blockages not detected by upgraded flight control primary computer (FCPC) software standards. This AD requires upgrading certain FCPCs, which terminates a certain airplane flight manual revision for certain airplanes. We are issuing this AD to address the unsafe condition on these products.
2003-16-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that currently requires repetitive tests of the cone brake of the central drive unit (CDU) of the thrust reversers, and corrective actions if necessary. This amendment requires installation of a thrust reverser actuation system (TRAS) lock and various related modifications and installations. Following installation of the TRAS lock, this action also requires repetitive functional tests of the TRAS lock, and corrective action if necessary. These actions are intended to prevent an inadvertent deployment of a thrust reverser during flight, which could result in loss of control of the airplane. \n\nDATES: Effective October 1, 2003.\n\n\tThe incorporation by reference of certain publications, as listed in the regulations, is approved by the Director of the Federal Register as of October 1, 2003.\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of September 6, 2000 (65 FR 47252, August 2, 2000).\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 13, 2000 (65 FR 5742, February 7, 2000).\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of August 25, 1999 (64 FR 39003, July 21, 1999).
90-02-16: 90-02-16 BOEING: Amendment 39-6452. Docket No. 89-NM-116-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-57-0177, dated December 22, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the wing center section front spar, accomplish the following: \n\n\tA. Prior to the accumulation of 40,000 flight cycles or within the next 2,300 flight cycles after the effective date of this AD, whichever occurs later, unless accomplished within the last 700 flight cycles, conduct either a close visual or a high frequency eddy current inspection of the wing center section front spar web, between the upper and lower seals, for cracks, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0177, dated December 22, 1988. Repeat the inspection as follows: \n\n\t1. If the immediately preceding inspection was conducted visually, conduct the next inspection within 3,000 flight cycles. \n\n\t2. If the immediately preceding inspection was conducted using high frequency eddy current techniques, conduct the next inspection within 4,500 flight cycles. \n\n\tB. Repair cracks prior to further flight, in accordance with Figure 2 of Boeing Service Bulletin 727-57- 0177, dated December 22, 1988. \n\n\tC. Modification in accordance with Figure 3 of Boeing Service Bulletin 727-57-0177, dated December 22, 1988, or repair in accordance with paragraph B., above, constitutes terminating action for the repetitive inspections required by paragraph A., above. \n\n\tD. 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, Seattle Aircraft Certification Office, 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, Seattle Aircraft Certification Office.\n\n\tE. 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 Boeing Commercial Airplane, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6452, AD 90-02-16) becomes effective on February 12, 1990.
91-11-01: 91-11-01 BOEING: Amendment 39-6997. Docket No. 90-NM-210-AD. Supersedes AD 86- 23-06 R1. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Alert Service Bulletin 747- 53A2265, Revision 7, dated January 25, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden decompression of the fuselage, accomplish the following: \n\n\tA.\tWithin the next 500 flight cycles after the effective date of this AD, or prior to accumulating the flight limit specified in Boeing Drawing 624U0001, Sheet 3, Revision A, dated December 14, 1989, whichever occurs later, accomplish the inspections contained in Boeing Alert Service Bulletin 747-53A2265, Revision 7, dated January 25, 1990. Repeat these inspections at intervals not to exceed those specified in the drawing. \n\n\tB.\tIf any cracking is found, repair in accordance with FAA-approved procedures prior to further flight. Concurrent with performing any repair, visually inspect adjacent structures in accordance with Section III of Boeing Alert Service Bulletin 747-53A2265, Revision 7, dated January 25, 1990, and repair any cracks in accordance with FAA-approved procedures prior to further flight. \n\n\tC.\tFor the purpose of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin differential pressure was greater than 2.0 PSI. \n\n\tD.\tFor Model 747SR airplanes only, based on continued mixed operation of lower cabin differentials, the initial inspection thresholds and the repetitive inspection intervals specified in this AD may be multiplied by a 1.2 adjustment factor. \n\n\tE.\tFor structure that has been installed during previous airplane modification/repair, the inspection thresholds referenced in paragraph A. of this AD are measured from the time of replacement of that structure. \n\n\tF.\tAn alternative method of compliance or adjustment of the compliance time, which providesan acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tG.\tSpecial 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. \n\n\tH.\tInstallation of new and improved body frame structure in accordance with FAA- approved procedures or Boeing Service Bulletin 747-53-2272, dated January 12, 1987, is considered terminating action for the repetitive inspections required by this AD for the structure replaced and other adjacent structure (considered to be stingers, clips, and skin associated with the frame). \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington.\n \n\tThis amendment supersedes Amendment 39-5583, AD 86-23-06 R1. \n\tThis amendment (39-6997, AD 91-11-01) becomes effective on June 24, 1991.
59-03-02: 59-03-02 LOCKHEED: Applies to All Models 049, 149, 649, 649A, 749, 749A, and 1049-54 Aircraft Except Those Already Incorporating the Improved Main Landing Gear Downlock Guide Assembly Per Lockheed Service Bulletin 49/SB-707 and 1049/SB-2021. Compliance required as indicated. The following inspections and replacement have been established as a result of fatigue failures in the fillet radius of the main landing gear downlock guide stub, P/N 270201-3. Unless already accomplished, within the next 150 flight hours inspect all Model 049, 149, 649, 649A, 749, 749A and 1049-54 aircraft for fatigue cracks in the main landing gear downlock guide stub fillet radius, P/N 270201-3, by magnetic inspection. If cracks are found replace the entire main landing gear guide assembly, P/N 270197, with downlock guide assembly P/N 318332. If P/N 318332 is not available P/N 270201-3 may be replaced by an identical part pending final replacement of the guide assembly as indicated below.If no cracks are found the part must be reinspected in the same manner at intervals not to exceed 60 flight hours. This reinspection procedure may be terminated upon replacement by P/N 318332. Unless sooner accomplished, P/N 270197 must be replaced by P/N 318332 at the first block overhaul after July 1, 1959, or in any case no later than July 1, 1960. (Lockheed Service Bulletins 49/SB-707 and 1049/SB-2021 describe the installation of P/N 318332.) (FAA telegraphic instructions of January 30, 1959, covered this subject.)
2018-19-16: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1A23, -1A24, -1A24E1, -1A26, -1A26E1, - 1A26CJ, -1A29, -1A29CJ, -1A30, -1A32, -1A33, -1A33B2, and -1A35A turbofan engines with certain full authority digital engine control (FADEC) and prognostic health monitoring (PHM) software installed. This AD requires removing certain FADEC and PHM software and installing versions eligible for installation. This AD was prompted by aborted takeoffs after engines did not advance to the desired takeoff fan speed due to icing in the pressure sensor line. We are issuing this AD to address the unsafe condition on these products.
67-30-06: 67-30-06 PIPER: Amdt. 39-508, Part 39, Federal Register November 8, 1967. Applies to Models PA-32-300, PA-32S-300 Series Airplanes. Serial Numbers 32-15, 32-40000 through 32- 40399. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the possibility of restricting air flow through the engine air induction system accomplish the following: (a) Replace the engine air inlet duct, Piper Part No. 457599 or 63633-50, with parts and per instructions contained in Piper Modification Kit 760159. (b) The compliance time may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100-hour scheduled inspections. (c) Piper Service Bulletin No. 260 dated November 8, 1967, covers the same subject. Other means of compliance with the requirements of this directive may be utilized, if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment effective December 22, 1967.
2005-25-23: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and -300 series airplanes. This AD requires measuring the turnbuckle gap of the inflation cylinder of the off-wing emergency escape slide; corrective action if necessary; and installing a safety device on the inflation cylinder of the off-wing emergency escape slide. This AD results from a report indicating that the inflation trigger cable may inadvertently disconnect from the inflation turnbuckle of the inflation cylinder of the off-wing emergency escape slide, due to incorrect spacing of the cable insertion gap; and additional reports indicating that the pull force increase mechanism on the off-wing charged cylinder assemblies of the escape slide may be inadvertently disengaged. We are issuing this AD to prevent failed deployment of the emergency escape slide during an emergency, which could impede an evacuation and result in injury to passengers or airplane crewmembers, or inadvertent inflation and loss of an emergency escape slide during flight, which could result in possible structural damage to the airplane.
2005-25-18: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Sabreliner Model NA-265-40, NA-265-50, NA-265-60, NA-265-70, and NA-265-80 series airplanes. That AD currently requires repetitive inspections for discrepancies in the front and rear spars of the wing in the area of the wing center section, and in the lugs on the rear spar and wing trailing edge panel rib, and corrective actions if necessary. This new AD expands the applicability of the existing AD and requires new repetitive inspections for fuel leaks of the front and rear spars of the wing, and for discrepancies in the front and rear spars of the wing in the area of the wing center section, and in the lugs on the rear spar and wing trailing edge panel rib. This AD also requires related investigative and corrective actions, if necessary. This AD results from reports of cracking in the upper and lower flanges of the front and rear spars of the wing near the wing center section, and in thelugs on the rear spar. We are issuing this AD to detect and correct cracking or other discrepancies in these areas, which could result in structural failure of the wing.
2018-20-03: We are adopting a new airworthiness directive (AD) for certain Hoffmann GmbH & Co. KG model HO-V 62 propellers. This AD was prompted by the failure of the propeller blade lag screws. This AD requires removal of the affected propeller blades and installation of modified propeller blades marked with change letter ``A'' or ``B.'' We are issuing this AD to address the unsafe condition on these products.
95-02-15: 95-02-15 BOEING: Amendment 39-9134. Docket 94-NM-27-AD. Supersedes AD 92-07-11, Amendment 39-8207.\n \n\tApplicability: Model 747-100 series airplanes; as listed in Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994; certificated in any category. \n\n\tNOTE 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 use the authority provided in paragraph (f) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent fuel leakage onto an engine and a resultant fire, accomplish the following: RESTATEMENT OF ACTIONS REQUIRED BY AD 92-07-11, AMENDMENT 39-8207: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 747-57A2266, dated June 6, 1991, on which the optional terminating action (fastener replacement) specified in the original issue, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; of the service bulletin has not been accomplished: Perform a visual inspection and an ultrasonic inspection to detect cracks of the wing front spar web between front spar station (FSS) 636 and FSS 675 in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; Revision 2, dated June 10, 1993; or Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; at the time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles until the inspections required by paragraph (b) of this AD are accomplished. \n\n\t\t(1)\tFor airplanes that have accumulated more than 20,000 total flight cycles as of May 4, 1992 (the effective date of AD 92-07-11, amendment 39-8207): Inspect within 6 months after May 4, 1992.\n \n\t\t(2)\tFor airplanes that have accumulated between 15,000 and 20,000 total flight cycles as of May 4, 1992: Inspect within 15 months after May 4, 1992. \n\n\t\t(3)\tFor airplanes that have accumulated less than 15,000 total flight cycles as of May 4, 1992: Inspect within 15 months after accumulating 15,000 total flight cycles. \n\nNEW ACTIONS REQUIRED BY THIS AD: \n\t(b)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has not been accomplished: Prior to the accumulation of 13,000 total flight cycles, or within 9 months after the effective date of this AD, or within 2,000 flight cycles after the immediately preceding inspection accomplished in accordance with paragraph (a) of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. Accomplishment of these inspections terminates the inspections required by paragraph (a) of this AD. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection to detect cracking of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two and bottom two rows in the web-to-stiffeners and web-to-rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 684. \n\n\t(c)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has been accomplished: Within 18 months after accomplishing the terminating action specified in the original issue, Revision 1, or Revision 2 of the service bulletin, or within 9 months after the effective date of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (c)(1), (c)(2), and (c)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 636 and between FSS 675 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two rows and bottom two rows in the web-to-stiffeners and web-to- rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 636 and between FSS 675 and 684. \n\n\t(d)\tIf any crack in the web or any cracked or broken fastener is found during any inspection required by this AD, prior to further flight, oversize the fastener hole, perform an eddy current inspection to detect cracks in the fastener hole, and replace the fastener with an oversized fastener, in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Thereafter, continue to inspect the remaining fasteners in accordance with paragraph (b) or (c) of this AD, as applicable, until the terminating action specified in paragraph (e) of this AD is accomplished. If any crack is found that cannot be removed by oversizing the fastener hole, prior to further flight, repair inaccordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(e)\tReplacement of the fasteners in the web-to-chords and of the fasteners in the web-to-stiffeners and web-to-rib posts, as specified in Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; with oversized fasteners on each wing spar in accordance with the service bulletin constitutes terminating action for the repetitive inspections required by paragraph (b) and (c) of this AD. \n\n\t(f)\tAn 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, Seattle ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial 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. \n\n\t(h)\tCertain inspections shall be done in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991, as indicated. The incorporation by reference of this document was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 as of May 4, 1992 (57 FR 10415, March 26, 1992). Other inspections and replacement actions, as indicated, shall be done in accordance with Boeing Service Bulletin 747-57A2266, Revision 1, dated May 21, 1992; Boeing Service Bulletin 747-57A2266, Revision 2, dated June 10, 1993; Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; and Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on March 23, 1995.
85-02-07: 85-02-07 CESSNA: Amendment 39-4991. Applies to Models 205, 205A (S/Ns 205-0001 thru 205-0577); 206, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F and TU206G (S/Ns 206-0001 thru U20606827); P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D and TP206E (S/Ns P206-O001 thru P20600647); 207, 207A, T207, and T207A (S/Ns 20700001 thru 20700773); 210G, 210H, 210J, 210K, T210K, 210L, T210L, 2l0M, T2l0M, 210N and T210N (S/Ns 21058819 thru 21064535); T210G, T210H, T210J, (S/N T210-0198 thru T210-0454) and P210N (S/Ns P21000001 thru P21000760) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To eliminate the possibility of loss of the fuel selector roll pin installation, accomplish the following: (a) Visually inspect the fuel selector for free play. If free play exceeds 15 degrees, replace any components that exhibit loose or worn conditions, as necessary, to reduce the free play to this limit. (b) Safety the fuel selector shaft to yoke roll pin installation by installing safety wire through the roll pin in accordance with Cessna Single Engine Customer Care Service Information Letter SE84-5. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished provided fuel tank selection during flight is not performed. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This amendment becomes effective on March 6, 1985.
88-17-08: 88-17-08 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-5987. Applies to Lockheed Model L-1011-385 series airplanes, Serial Numbers 1001 through 1250, certificated in any category. Compliance is required within six months after the effective date of this Airworthiness Directive (AD), unless previously accomplished. To prevent injury to flight attendants, resulting from the use of unairworthy seat belts and shoulder harnesses, accomplish the following: A. Visually inspect flight attendant seat belts and shoulder harnesses for any wear, fraying, or stretching of belt webbing. Thereafter, continue to inspect the seat belts and shoulder harnesses at intervals not to exceed 1,500 hour time-in-service. Replace, prior to further flight, any unit showing excessive wear and/or damage. B. Install two-end shroud, Heath-Techna Part Number H0161-1, to all MPD2-1100- ( ) seats, in accordance with Lockheed Service Bulletin 093-25-517, dated July 23, 1987. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles Aircraft Certification Office. 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 the Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment, 39-5987, becomes effective September 5, 1988.
67-25-06: 67-25-06 PIPER: Amdt. No. 39-469, Part 39, Federal Register September 1, 1967. Applies to Piper Type PA-31 Aircraft Serial Numbers 31-2 to 31-29 inclusive; 31-31 to 31-38 inclusive; 31-40 to 31-45 inclusive; 31-48, 31-54. Compliance required as indicated unless already accomplished. Prior to next flight and every five hours time in service thereafter, until Piper replacement kit P/N 757-167 is installed; inspect oil cooler hoses P/N 41230-09 and P/N 41230-12 on each engine as follows: (a) Remove the hoses. (b) Cut steel bands which hold fire sleeve on hoses. (c) Remove fire sleeve and inspect hoses for broken strands of metal braid, stiffness, or discoloration. If broken strands of metal braid, stiffness, or discoloration are noted replace with new part. If none of the aforementioned defects are noted reinstall fire sleeve on hose using stainless steel safety wire in place of bands and thoroughly clean interior of hoses before reinstalling. (d) Hoses must be routed and clamped to provide maximum clearance from all exhaust system parts. Piper Service Bulletin No. 254 dated August 17, 1967. Piper Aircraft telegram dated August 4, 1967 and Federal Aviation Administration telegram of August 7, 1967 referencing oil cooler hoses on PA-31 aircraft covers this same subject. This amendment effective September 1, 1967. Revised October 27, 1967.
2018-19-06: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by reports of rejected take-offs due to untimely inboard flap retraction. This AD requires modification of the slat/flap control wiring and replacement of the slat/flap control box with an improved box. We are issuing this AD to address the unsafe condition on these products.
2018-19-18: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4-605R Variant F airplanes; and Model A300 F4-605R airplanes. This AD was prompted by reports of cracking on a certain frame (FR) angle fitting. This AD requires, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
99-27-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200, -200PF, and -200CB series airplanes, that requires repetitive inspections of the engine thrust control cable system to detect discrepancies of the wire rope, fittings, and pulleys; and replacement, if necessary. This amendment also requires a one-time inspection to determine the part number of certain pulleys and replacement of existing pulleys with new pulleys, if necessary; and modification of the engine thrust control cable installation. This amendment is prompted by reports of failure of certain engine thrust control cables. The actions specified by this AD are intended to prevent failure of certain engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
2018-20-07: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model MYSTERE-FALCON 50 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new and more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.