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2013-17-02: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-112, A319-111, A319-112, A319-115, A319-132, and A319-133 airplanes. This AD was prompted by a report that a fastener, which connects the cargo door keel beam foot to the circumferential butt-strap and the section 13-14 lower shell panel, was not installed on airplanes during production. This AD requires inspecting forward fuselage frame 24, stringer 39, right hand, to determine if the fastener is missing; measuring the hole dimensions of the five holes surrounding the missing fastener if necessary; and doing related investigative and corrective actions if necessary. We are issuing this AD to detect and correct the missing fastener, which could result in reduced structural integrity of the airplane.
2010-15-05: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks on the stabilizer elevator inner hinges of seven L 23 SUPERBLAN K sailplanes have been detected during an inspection. This condition, if not corrected, could result in no longer retaining the elevator in place and in jamming of the Pilot's elevator control system, and subsequent loss of elevator control. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective August 30, 2010. As of April 26, 2010 (75 FR 17295, April 6, 2010), the Director of the Federal Register approved the incorporation by reference of Aircraft Industries, a.s. Mandatory Bulletin MB No.: L23/052a, dated March 2, 2010, listed in this AD.
99-15-06: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. Model ALF502R-5 and ALF502R-3A turbofan engines, that requires incorporation of an improved fan core inlet anti-ice system. This amendment is prompted by reports of uncommanded reduction of engine thrust (rollback) and loss of thrust control in icing conditions. The actions specified by this AD are intended to prevent ice accretion on the fan core inlet stator vane surfaces, which can result in engine rollback and loss of thrust control in icing conditions.
65-23-01: 65-23-01 VICKERS: Amdt. 39-145 Part 39 Federal Register September 30, 1965. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required as indicated. As a result of reported cracks in the inner and outer wing spar attachment joint lugs, inspections were made and a number of airplanes were found to have cracks in the spar boom joint lugs. These cracks may occur on any one of the fingers of the joint lugs and appear to originate in the taper holes and then generally progress in a direction parallel to the joint lug. Accordingly, the following must be accomplished: (a) Unless already accomplished as required by AD 61-23-05, within the next 20 hours' time in service after the effective date of this AD, inspect for cracks using ultrasonic methods, or FAA-approved equivalent, all the outer wing to inner wing spar boom attachment joint lugs, top and bottom, right and left, and the inner wing to center section spar boom attachment joint lugs, top and bottom, right and left, in the region of the taper bolt holes. (1) If cracks are found in any of the lower spar boom joints, replace with new spar booms before further flight. (2) If no cracks are found in any of the lower spar boom joints, airplanes having cracks in the top spar boom joints, within the limits specified in (a)(2)(i) may be continued in service provided the inspection required by (a) is repeated on the affected top spar boom joints at intervals specified in (b)(4). (i) One crack is permitted in any of the top four joints, i.e., a total of four cracks per airplane. Permissible cracks are those extending completely between two adjacent holes in one lug only; or extending between the bolt hole nearest the end of one lug and the end of that lug; or between the bolt hole nearest the boom body and a line one inch from this hole toward the body of the boom, in one lug only. A number of small cracks confined within any one of these areas may be considered as one single crack for the purpose of this limitation. (3) If cracks beyond the limits specified in (a)(2)(i) are found in any of the top spar boom joints, replacement with a new top spar boom is required before further flight; except that, if there are no cracks in any of the lower spar boom joints and the extent of the cracking in the top spar boom joints has been reported to B.A.C. (Operating) Ltd. (Weybridge Division) for evaluation and the operator has obtained and presented to the FAA approval for flight from B.A.C. (Operating) Ltd. based upon such evaluation, the airplane may be flown in accordance with FAR 21.197 to a base where replacement with a new top spar boom can be accomplished. (b) Subsequent to the initial inspection required by (a) the following repetitive inspections must be accomplished. (1) AIRPLANES FITTED WITH DTD 363 BOTTOM SPAR BOOMS (744 AIRPLANES). (i) Accomplish ultrasonic or FAA-approved equivalent inspection on all the bottom spar boom joints not later than six months after the date of initial refitment of the taper bolts or subsequent reprotection of the spar boom joints. (ii) Bottom Outer to Inner Wing spar boom joints that have not been line reamed - Accomplish repetitive ultrasonic or FAA-approved equivalent inspection at intervals not exceeding 18 months, commencing from the date of the initial refitment of the taper bolts or subsequent reprotection of the spar boom joints. (iii) Bottom Outer to Inner Wing spar boom joints which have been line reamed, or Blueing Checks of the taper bolts has positively established the contact area between the bolt and the bolt hole to be not less than 95 percent including the web plates - Accomplish repetitive ultrasonic or FAA-approved equivalent inspection at intervals not exceeding two years, commencing after the date of initial refitment of the taper bolts or subsequent reprotection of the spar boom joints. (iv) Bottom Inner Wing to Center Section spar boom joints - Accomplish repetitive ultrasonic or FAA-approved equivalent inspection at intervals not exceeding two years, commencing from the date of initial refitment of the taper bolts or subsequent reprotection of the spar boom joints. (2) AIRPLANES FITTED WITH L.65 BOTTOM SPAR BOOMS (745D & 810 AIRPLANES). (i) Accomplish repetitive ultrasonic or FAA-approved equivalent inspection at intervals not exceeding three years, commencing from the date of the last ultrasonic inspection or the subsequent six yearly reprotection of the spar boom joints. (ii) If cracks are found in any of the lower spar boom joints, replacement with new spar booms is required prior to further flight. (3) ALL AIRPLANES: TOP SPAR BOOM JOINTS. (i) Inspect all top spar boom joints, in which the taper bolts have not been retensioned to the revised instruction detailed in the applicable PTL referenced herein, for cracks using ultrasonic methods, or FAA-approved equivalent, at intervals notexceeding six months commencing from the date of the last ultrasonic or FAA-approved equivalent inspection. Airplanes found to have cracks in the top spar boom joints which are within the limits specified in (a)(2)(i) and Sect. II, Part 2 "Limitations" of the applicable PTL referenced herein may be continued in service and must be reinspected in accordance with (b)(4). When cracks are found that exceed the limits of (a)(2)(i) or Section II Part 2 "Limitations" of the applicable referenced PTL, the spar boom must be replaced before further flight in accordance with (a)(3). (ii) Inspect top spar boom joints in which the taper bolts have been retensioned to the revised instruction detailed in the applicable referenced PTL, for cracks using ultrasonic methods or FAA-approved equivalent, at intervals not exceeding two years commencing from the date of refitment of the taper bolts. (iii) If, for any reason, an additional ultrasonic inspection has been carried out after retensioning, but before expiration of the two year period, the next ultrasonic inspection must be accomplished within not later than two years from the date of the subsequent inspection. Airplanes found to have cracks in the top spar boom joints which are within the limits specified in (a)(2)(i) and Section II Part 2 "Limitations" of the applicable PTL referenced herein may continue in service and must be reinspected in accordance with (b)(4). When cracks are found that exceed the limits in (a)(2)(i) and Section II Part 2 "Limitations" of the applicable PTL the spar boom must be replaced before further flight in accordance with (a)(3). (4) On airplanes having cracks in the top spar boom joints which are within the permissible limits of (a)(2)(i) and Section II Part 2 "Limitations" of the applicable PTL referenced herein inspect the affected joint using ultrasonic methods or FAA-approved equivalent as follows: (i) Where the acceptable defect has a reflectivity of at least 30 percent but not more than 100 percent of the appropriate 5/64 inch flat bottom hole standard, at intervals not exceeding 12 months, or at such periods as are approved by the airplane manufacturer, or the Chief, Aircraft certification Staff, FAA European Region, commencing from the date of the last ultrasonic inspection. (ii) Where the acceptable defect has a reflectivity above 100 percent but not exceeding 200 percent of the appropriate 5/64-inch flat bottom hole standard, at intervals not exceeding six months or at such periods as are approved by the airplane manufacturer, or the Chief, Aircraft Certification Staff, FAA European Region, commencing from the date of the last ultrasonic inspection. (iii) Where the acceptable defect has a reflectivity more than 200 percent of the appropriate 5/64-inch flat bottom hole standard, at intervals not exceeding three months or at such periods as are approved by the airplane manufacturer, or by the Chief, Aircraft Certification Staff, FAAEuropean Region, commencing from the date of the last ultrasonic inspection. (iv) When cracks exceed the limits of (a)(2)(i) and Section II Part 2 "Limitations" of the applicable reference PTL the spar booms must be replaced before further flight in accordance with (a)(3). (5) In addition to the ultrasonic inspection requirements of (a) and (b)(1) through (4) accomplish ultrasonic or FAA-approved equivalent inspection of the top and bottom spar boom joints when a replacement outer wing is fitted to the airplane. No ultrasonic inspection is necessary when an outer wing is removed and refitted to the same airplane between the specified ultrasonic inspection intervals, provided that bolt tensioning has previously been accomplished in accordance with the applicable PTL referenced herein and provided that the correct ultrasonic inspection cycles have been maintained. (c) REPROTECTION OF SPAR BOOM JOINTS. Reprotection of wing spar joints at controlled intervals is required and must be accomplished in accordance with the procedure in the applicable referenced PTL. This procedure necessitates the removal of all bolts in each joint to enable a thorough visual inspection for corrosion and cleanliness, both of the bolts and holes. On re-assembly a set of new or reclaimed bolts must be fitted in accordance with Section IV of the subject PTL. After inspection as required by this AD and repair in accordance with the applicable referenced PTL the bolts and joints are to be reprotected and assembled in accordance with the applicable referenced PTL. Following the fitting of the bolts a torque loading check must be accomplished in accordance with Section V of the applicable referenced PTL. Refitment of the bolts must be followed by an inspection of the joint for cracks, using ultrasonic methods or FAA-approved equivalent, prior to further flight. Reprotection of all top and bottom spar boom joints must be carried out on all airplanes when they achieve five years of age, dating from the time of manufacture. On Type 744 airplanes (DTD 363 bottom spar booms) compliance was required by December 31, 1961. On Types 745D and 810 airplanes (L65 bottom spar booms) if this age was achieved before June 30, 1962, compliance was required by that date. Subsequently, repeat the reprotection at intervals of six years. If the spar bolts were retensioned before receipt of Vickers-Armstrongs Cable SS6952 or Issue 4 of the referenced PTL (for 744 and 745D) or Issue 3 of the referenced PTL (for 810) reprotection of all spar joints must be accomplished within six years after the date of the initial retentioning and at subsequent intervals of six years. On airplanes manufactured since January 1961, reprotection of all spar joints is required six years after date of manufacture and repeated at intervals of six years. (d) INTERFERENCE FITTING OF WING SPAR TAPER BOLTS. Refitment of the bolts must be accompanied by ultrasonic or FAA-approved equivalent inspection. Before being considered serviceable for further use, all taper bolts removed from the airplanes must be treated in accordance with the reclaiming procedure Section VII of the applicable reference PTL. The torque loading figures obtained during refitment of the spar taper bolts must be recorded for each airplane since these figures form the datum point for subsequent periodic torque loading inspections. However, where the original torque loading figures have not been recorded it will be necessary to accept the minimum figures quoted in the applicable referenced PTL for datum purposes at the next check inspection, at which time the torque loading figures must be recorded. Suitable charts on which to record the torque loading values are contained in the applicable referenced PTL's. Following the installation and torque loading check of new or reclaimed bolts as detailed in the applicable referenced PTL the inspections detailed below must be accomplished. (e) TORQUE LOADING INSPECTIONS OF SPAR BOOM TAPER BOLTS. (1) OUTER TO INNER WING SPAR BOOM JOINTS - PRIOR TO LINE REAMING THE JOINTS. (i) Visually inspect the bolts for security not less than 100 hours' nor more than 500 hours' time in service after the time of fitment to the joints. (ii) Conduct a torque loading inspection not later than six months after the date of refitment of the bolts to ensure that the torque loading values have not deteriorated to a value less than the figure previously recorded. If the torque values are not less than the recorded figures, accomplish next repetitive torque loading inspection within 18 months after the date of refitment of the taper bolts. (iii) If, on the second repetitive inspection, the torque values are still not less than the recorded figures accomplish next inspection not later than 42 months after the date of refitment of the taper bolts. (iv) Subsequently, provided the torque values are still not less then the recorded figures accomplish the next repetitive inspection within 66 months from the date of refitment of the taper bolts. (v) The cycle of inspections required by this paragraph applies only when the torque values remain at not less than the recorded figures at each check. If the readings of any one or more bolts are less than the recorded figure, accomplish rectification in accordance with Section VI of the applicable PTL referenced herein. (2) OUTER TO INNER SPAR BOOM JOINTS - SUBSEQUENT TO LINE REAMING THE JOINTS. (i) Visually inspect the bolts for security not less than 100 hours' nor more than 500 hours' time in service after the time of fitment to the joints. (ii) Conduct a torque loading inspection not later than six months after the date of refitment of the bolts to ensure that the torque loading values have not deteriorated to a value less than the figures previously recorded. If the torque values are not less than the recorded figures, accomplish next repetitive torqueloading inspection within two years after the date of refitment of the taper bolts. (iii) Subsequently, if torque values remain at not less than the recorded figures accomplish repetitive inspection at intervals of two years. (iv) The cycle of inspections required by this paragraph applies only when the torque values remain at not less than the recorded figures at each check. If the readings of any one or more bolts are less than the recorded figured, accomplish rectification in accordance with Section VI of the applicable referenced PTL. (v) The repetitive torque loading inspections required by (d)(2) (ii) and (iii) also apply to those airplanes that have been subject to Blueing Checks of the taper bolts in the holes and it has been positively established that the contact area between the bolt and bolt holes in the top and bottom outer to inner wing joints is NOT LESS THAN 95 PERCENT INCLUDING THE WEB PLATES. (3) INNER WING TO CENTER SECTION SPAR BOOM JOINTS.(i) Visually inspect the bolts for security not less than 100 hours' nor more than 500 hours' time in service after the time of fitment to the joints. (ii) Conduct a torque loading inspection not later than six months after the date of refitment of the bolts to ensure that the torque loading values have not deteriorated to a value less than the figure previously recorded. If the torque values are not less than the recorded figures, accomplish next repetitive torque loading inspection within two years after the date of refitment of the taper bolts. (iii) Subsequently, if the torque values remain at not less than the recorded figures accomplish repetitive inspections at intervals of two years. (iv) The cycle of inspections required by this paragraph applies only when the torque values remain at not less than the recorded figures at each check. If the reading of any one or more bolts is less than the recorded figure, accomplish rectification in accordance with Section VI of the applicable referenced PTL. (British Aircraft Corporation (Weybridge Division) Preliminary Technical Leaflet No. 230 Issue 8 (700 Series) and corrigendum (for 744 and 745D airplanes), No. 97 Issue 7 (800/810 Series) and corrigendum (for 810 Series airplanes) or later ARB-approved issue cover this subject.) This supersedes AD 61-23-05. This directive effective October 29, 1965.
89-15-09: 89-15-09 BRITISH AEROSPACE PLC: Amendment 39-6263. Applicability: Jetstream Model 3101 (Serial numbers 696 through 794, 796 through 799, 801 through 804, 806 through 809, 811 through 813, 815 through 817, and 820) airplanes certificated in any category. Compliance: Required within the next 75 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. To prevent fire or damage to the airplane electrical system, accomplish the following: (a) Install a 7.5 ampere circuit breaker in accordance with British Aerospace (BAe) Mandatory Alert Service Bulletin (ASB) Jetstream 24-A-JA7672A, dated November 2, 1988, and BAe ASB Erratum No. 1, dated December 2, 1988, in the electrical power output line of : (1) The main 26 volt a.c. inverter; and (2) The essential 26 volt a.c. inverter. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to British Aerospace, Inc., Technical Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6263, AD 89-15-09) becomes effective on August 14, l989.
99-15-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10-VT sailplanes. This AD requires modifying the wastegate control in order to eliminate heat damage. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the wastegate control from malfunctioning because of heat damage, which could result in loss of automatic manifold pressure control and engine damage.
2022-14-07: The FAA is adopting a new airworthiness directive (AD) for all Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports that some oxygen box assemblies had their piston ejected during the mask deployment test. This AD requires a one- time inspection of each passenger oxygen box dual manifold assembly to find and replace affected parts. This AD also prohibits installing affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
99-15-05: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if all corners of the aft lower cargo doorjamb have been previously modified. This amendment also requires low frequency eddy current inspections to detect cracks of the fuselage skin and doubler at all corners of the aft lower cargo doorjamb, various follow-on repetitive inspections, and modification, if necessary. This amendment is prompted by fatigue cracks found in the fuselage skin and doubler at the corners of the aft lower cargo doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
69-19-04: 69-19-04 SLINGSBY: Amdt. 39-841. Applies to Model T.53B Gliders. To ensure that the glider can be trimmed when being aero-towed, within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, check to determine that the tailplane incidence is 1 degree 50' + 20'. If it is incorrect change the incidence of the tailplane to 1 degree 50' + 20' measured from the aircraft datum in accordance with Slingsby Aircraft Company Ltd., Technical Instruction No. 40, dated July 1969 or later ARB issue or an FAA approved equivalent. This amendment becomes effective September 15, 1969.
2022-14-10: The FAA is superseding Airworthiness Directive (AD) 2018-13- 08, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2018-13-08 required repetitive inspections for cracking of the radius of the front spar vertical stringers and the horizontal floor beam on frame (FR) 36, repetitive inspections for cracking of the fastener holes of the front spar vertical stringers on FR 36, and repair if necessary, and, for certain airplanes, a potential terminating action modification of the center wing box area. This AD was prompted by a determination that additional airplanes are subject to the unsafe condition. This AD revises the applicability by adding airplanes and retains the requirements of AD 2018-13-08; 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.
99-14-08: This amendment supersedes an existing airworthiness directive (AD), applicable to Pratt & Whitney (PW) JT9D series turbofan engines, that currently requires initial and repetitive inspections of the sixth stage low pressure turbine (LPT) inner airseal, and modification of the sixth stage LPT inner airseal to reduce the potential for two failure modes. This amendment requires additional repetitive borescope inspections for sixth stage LPT inner airseals found with cracks less than one inch in length. This amendment is prompted by the publication of a revision to a PW service bulletin that introduces the new borescope inspections. The actions specified by this AD are intended to prevent an uncontained failure of the sixth stage LPT inner airseal, which can result in damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 13, 1999.
90-07-09: 90-07-09 SUD-SERVICE (FORMERLY SUD AVIATION): Amendment 39-6555. Docket No. 89-NM-246-AD. Applicability: Sud-Service Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the left-hand forward passenger door frame and subsequent decompression of the airplane, accomplish the following: A. Prior to the accumulation of 20,000 landings, or within 50 landings after the effective date of this AD, whichever occurs later, perform one of the following inspections in accordance with Sud- Service Service Bulletin 53-56, dated October 21, 1988: 1. Perform a visual inspection of the skin plating, stamping, and visible edge of the fitting, plus a dye penetrant inspection of the fitting edge; or 2. Perform an X-ray inspection in accordance with the following maintenance manuals: a. For Mark III airplanes - Chapter 53-1-1, Figure 606; b. For Mark VIR airplanes - Chapter 53-12-1, Figure 604; or 3. Perform an inspection of holes by defectometer, after removal of fasteners identified on Figure 606 (Mark III) or Figure 604 (Mark VIR), as applicable; or 4. Perform an inspection of holes by rototest, after removal of fasteners identified on Figure 606 (Mark III) or Figure 604 (Mark VIR), as applicable. B. If no cracks are found, repeat the inspections at the following intervals: a. If the immediately preceding inspection was performed by visual method and dye check, the next inspection must be performed within 100 landings. b. If the immediately preceding inspection was performed by X-ray, the next inspection must be performed within 300 landings. c. If the immediately preceding inspection was performed by defectometer, the next inspection must be performed within 2,000 landings. d. If the immediately preceding inspection was performed by rototest, the next inspection must be performed within 4,000 landings. C. If cracks are found, repair prior to further flight, in accordance with Sud-Service Service Bulletin 53-56, dated October 21, 1988. Thereafter, repeat visual inspections of the fasteners around the edge at intervals not to exceed 500 landings, and replace with a new fitting prior to the accumulation of 5,000 landings, in accordance with the service bulletin. D. Upon the installation of a new fitting, perform the initial inspection prior to the accumulation of 20,000 landings, in accordance with paragraph A., above, and thereafter at intervals specified in paragraph B., above. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and thensend it to the Manager, Standardization Branch, ANM-113. F. 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 Aerospatiale, 316 Rue de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6555, AD 90-07-09) becomes effective on May 1, 1990.
92-22-12: 92-22-12 BRITISH AEROSPACE: Amendment 39-8398. Docket No. 92-NM-50-AD. Applicability: Model BAe 146-100A series airplanes, Constructor's Nos. E1002 and subsequent; Model BAe 146-200A series airplanes, Constructor's No. E2008 and subsequent; and Model BAe 146-300A series airplanes, Constructor's Nos. E3118 and subsequent; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of normal braking during ground operations, accomplish the following: (a) For airplanes having pre-Modification HCM00716B configuration: Within 6 months after the effective date of this AD, remove the anti-skid control box, and install a new anti-skid control box, Modification HCM70491A; and perform an operational test on the anti-skid control box; in accordance with British Aerospace BAe 146 Service Bulletin SB.32-124-70491A&B, Revision 1, dated November 25, 1991; or Revision 2, dated June 30, 1992. (b) For airplanes having post-modification HCM00716B configuration: Within 6 months after the effective date of this AD, remove the anti-skid control box, and install a new anti-skid control box, Modification HCM70491B; and perform an anti-skid braking system integrity test; in accordance with British Aerospace BAe 146 Service Bulletin SB.32-124-70491A&B, Revision 1, dated November 25, 1991; or Revision 2, dated June 30, 1992. (c) 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 Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113.(d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The replacement, operational test, and integrity test shall be done in accordance with the following British Aerospace BAe 146 service bulletins, as applicable, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page SB.32-124-70491A&B 1, 3, 6 1 November 25, 1991 Revision 1, November 25, 1991 2, 4-5, 7-10 Original (Not dated) SB.32-124-70491A&B 1, 3, 6 2 June 30, 1992 Revision 2, June 30, 1992 2, 4-5, 7-10 Original (Not dated) 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 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. (f) This amendment becomes effective on December 3, 1992.
99-14-06: This amendment adopts a new airworthiness directive (AD) that is applicable to MT-Propeller Entwicklung GMBH Models MTV-9-B-C and MTV-3-B-C propellers. This action requires initial and repetitive inspections of Torx head blade root lag screws for torque values and breakage, and, if any screws are found broken or with insufficient torque, replacement of all screws with new lag screws. In addition, this AD requires replacement of certain model Torx head blade root lag screws with improved, hexagonal head blade root lag screws. This amendment is prompted by reports of broken Torx head blade root lag screws. The actions specified in this AD are intended to prevent blade root lag screw breakage, which could result in propeller blade separation and loss of control of the airplane.
76-19-02: 76-19-02 AVIONS MARCEL DASSAULT (AMD): Amendment 39-2722. Applies to Model Fan Jet Falcon airplanes, all series, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible contamination of cabin ventilation air with fuel fumes or mist, comply with the following: (a) Within the next 10 hours time in service or the next 10 days after the effective date of this AD, whichever occurs later, accomplish the following: (1) Inspect and rectify, as necessary, the fuel tank pressurization system in accordance with Paragraphs (2) and (3) of Fan Jet Falcon (FJF) Maintenance Manual Change Notice Nos. 229 and 230, dated March 1976, or an FAA approved equivalent. (2) For airplanes incorporating an AMD-installed cabin air conditioning system, inspect and rectify, as necessary, the cabin air conditioning system in accordance with FJF Maintenance Manual Change Notice No. 233, dated March 1976, or an FAA-approvedequivalent. For all other airplanes, inspect and rectify the air conditioning system in accordance with a procedure approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (3) Incorporate the following operating limitations in the airplane flight manual: (i) The airplane may not be operated with a feeder tank fuel quantity gage needle in a red zone. (ii) Takeoff is prohibited if evidence of fuel overflow from drain at fuselage Frame 33, or from the drain mast, is observed. (iii) If fuel fumes are detected in flight, the airplane may only be flown to the nearest base where repairs can be performed. (Fan Jet Falcon Flight Manual Revision dated March 17, 1976, deals with the operating limitations specified in paragraph (a)(3)(i) and (ii) of this paragraph. FJF Maintenance Manual Change Notice Nos. 229, 230, and 233 dated March 1976, contain inspection and rectification information for the fuel tank pressurization and air conditioning systems that relate to the deficiencies covered by the operating limitations covered by this paragraph.) (b) For airplanes not incorporating the fuel tank pressurization system drain provisions of AMD Service Bulletin No. 293, dated January 15, 1968, or an FAA-approved equivalent, within 10 hours time in service after the effective date of this AD replace the placards at the fuel filler opening of each wing tank with new placards that limit the maximum fuel capacity to 1455 kg (3,200 lb). (c) Within the next 100 hours time in service or 60 days after the effective date of this AD, whichever occurs later, accomplish the following: (1) Decrease the usable capacity of the fuel feeder tanks in accordance with AMD Service Bulletin No. 554, dated March 18, 1976, or an FAA-approved equivalent. For airplanes serial numbers 1 through 29, incorporate feeder tank float valves, in accordance with AMD Service Bulletin No. 161, Revision 1, dated November 18,1966, or an FAA-approved equivalent. (2) Enlarge the diameter of the wing tank pressurization system drain hole in accordance with AMD Service Bulletin No. 555, dated March 18, 1976, or an FAA-approved equivalent. For airplanes serial numbers 1 through 124 incorporate drain hole provisions, in accordance with AMD Service Bulletin No. 293, dated January 15, 1968, or an FAA-approved equivalent. (d) Prior to the accumulation of 150 hours time in service after accomplishment of paragraph (c) of this AD, and, thereafter, at intervals not to exceed 150 hours time in service since the last inspection, inspect and rectify, as necessary, the fuel overflow drain at fuselage Frame 33, in accordance with FJF Maintenance Manual Change Notice No. 231, subparagraph 3 C, dated March 1976, or an FAA-approved equivalent. (e) Upon the request of an operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, 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 amendment becomes effective September 30, 1976.
99-12-01: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-12-01, which was sent previously to all known U.S. owners and operators of Eurocopter Model EC135 helicopters by individual letters. This AD requires initial and repetitive visual inspections and one dye-penetrant inspection of the main rotor hub shaft (shaft) for cracks. If a crack is found during any of the inspections, this AD requires replacing the shaft with an airworthy shaft before further flight. This amendment is prompted by the discovery of fatigue cracks on the shaft of a helicopter. The actions specified by this AD are intended to detect fatigue cracks in the shaft that could lead to shaft failure and subsequent loss of control of the helicopter.
87-14-08: 87-14-08 DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5677. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude a fuel fire in the wing landing light bay, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, gain access to the No. 4 flap track canoe "footprint area," the tank end ribs, and the wing box outboard of the No. 1 and No. 4 wing fuel tanks, in accordance with Paragraph A. of the Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 7-57-30, dated March 6, 1987, or Revision A, dated May 8, 1987. Conduct an external inspection of the tank end ribs, wing box outboard of the fuel tanks, and complete front spar to rear spar footprint areas of each No. 4 flap track canoe installation, in accordance with Paragraph B. of the Accomplishment Instructions of the service bulletin. If evidence of fuel leakage is found, prior to further flight perform an internal inspection, repair, and pressure test of the fuel tank, in accordance with Paragraph C. of the Accomplishment Instructions of the service bulletin. B. Within 200 hours time-in-service after the effective date of this AD, install Modification 7/2536, in accordance with Paragraph D. of the Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 7-57-30, dated March 6, 1987, or Revision A, dated May 8, 1987. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. D. 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 the inspections and modifications required by this AD. All persons affected by this directivewho have not already received the appropriate service information from the manufacturer may obtain copies upon request to The de Havilland Aircraft Company of Canada, a Division of Boeing of Canada, Ltd., Garrett Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective August 1, 1987.
2013-23-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200 and -200PF series airplanes. This AD was prompted by reports indicating that a standard access door was located where an impact-resistant access door was required, and stencils were missing from some impact-resistant access doors. This AD requires an inspection of the left- and right-hand wing fuel tank access doors to determine that impact-resistant access doors are installed in the correct locations, and to replace any door with an impact-resistant access door if necessary. This AD also requires an inspection for stencils and index markers on impact-resistant access doors, and application of new stencils or index markers if necessary. This AD also requires revising the maintenance program to incorporate changes to the airworthiness limitations section. We are issuing this AD to prevent foreign object penetration of the fuel tank, which could cause a fuel leak near an ignition source (e.g., hot brakes or engine exhaust nozzle), consequently leading to a fuel-fed fire.
2010-13-07: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-32R-301T and PA-46-350P airplanes. This AD requires you to replace specific spot-welded, V-band exhaust coupling with a riveted, V-band exhaust coupling. This AD results from reports that spot-welded, V-band exhaust couplings are failing. We are issuing this AD to prevent failure of the V-band exhaust coupling, which could cause the exhaust pipe to detach from the turbocharger. This failure could result in release of high-temperature gases inside the engine compartment and possibly cause an in-flight fire. An in-flight fire could lead to loss of control.
88-02-04: 88-02-04 MARVEL SCHEBLER (FACET AEROSPACE PRODUCTS COMPANY): Amendment 39-5830. Applies to Marvel Schebler (Facet) Model MA-3PA carburetors, Part Numbers A10-5220, A10-5257, and A10-5267 manufactured since June 30, 1985, and having serial numbers as listed herein: Carburetors Serial Number Model: MA-3PA DD-4-1583 through DD-4-1610 P/N: A10-5220 DD-4-1613, DD-4-1614, DD-4-1617, (Lycoming P/N: LW-16072) DD-4-1619 through DD-4-1622 Lycoming Engine Models: DD-4-1624 through DD-4-1627 O-235-C1C, O-235-L2A, and O-235-L2C DD-4-1629, DD-4-1632, and DD-4-1633 Model: MA-3PA DM-3-1818 through DM-3-1826, P/N: A10-5257 DM-3-1828 and DM-3-1829 (Lycoming P/N: LW-16677) Lycoming Engine Models: O-235-L2C and O-235-H2C Model: MA-3PA DT-3-1911 through DT-3-1913, P/N: A10-5267 DT-3-1916, DT-3-1917 (Lycoming P/N: LW-16677) DT-3-1920, DT-3-1921, and Lycoming Engine Models: DT-3-1923 through DT-3-1981 O-235-L2C, O-235-N2C, and O-235-P1Compliance is required within the next 25 hours time in service or 30 days, whichever occurs first, after the effective date of this AD, for all applicable carburetors, unless already accomplished. To prevent possible loss of engine power due to a loose metering sleeve, accomplish the following: (a) Check all Textron Lycoming Model O-235-C1C, O-235-L2A, O-235-L2C, O-235-H2C, O-235-N2C, and O-235-P1 engines incorporating Marvel Schebler (Facet) Model MA-3PA carburetors, Part Numbers A10-5220, A10-5257, and A10-5267 manufactured since June 30, 1985, to determine the carburetor serial number. This serial number can be found on the carburetor nameplate located on the throttle body. (b) If the serial number is one of those listed, remove the carburetor, tag it as unairworthy, and replace it with a serviceable one prior to further flight. If the serial number is not one of those listed above, no further corrective action is required. (c) Make an engine logbook entry that this AD has been complied with. NOTE (1): Facet Service Bulletin (SB) A1-87, dated October 1987, pertains to this subject and gives instructions for returning the affected carburetors directly to the factory for corrective action. If being returned to the factory, the owner should package the carburetor to prevent enroute damage and ship directly to Facet Aerospace Products Company, 1048 Industrial Park Road, Bristol, Virginia 24201, USA, Attention: William Smith. NOTE (2): To indicate carburetor corrective action has been taken, Facet will have stamped the lower portion of the carburetor nameplate with the number "87", in which case no further action is required. NOTE (3): Persons authorized by FAR 43.3(g) may perform the check of paragraph (a) and engine logbook entry of paragraph (c) of this AD if the carburetor serial number is not one of those listed above. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 toa base where the AD can be accomplished. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. (f) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, Valley Stream, New York, may adjust the compliance time specified in this AD. This amendment 39-5830 becomes effective on February 1, 1988.
99-18-02: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 205A-1 and 205B helicopters, that requires inspecting the vertical fin spar cap (spar cap) for cracking, corrosion, or disbonding; modifying the vertical fin; and replacing the left-hand spar cap. This amendment is prompted by five accidents involving helicopters of similar type design. The actions specified by this AD are intended to detect fatigue cracking or corrosion on the spar cap, which could lead to failure of the vertical fin spar, loss of the tail rotor, and subsequent loss of control of the helicopter.
2013-23-19: We are adopting a new airworthiness directive (AD) for XtremeAir GmbH Model XA42 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks in a weld seam between the lower left landing gear attachment bearing and the lower engine mount to the firewall attachment plate, which could reduce the structural integrity of the airplane and could result in engine separation. We are issuing this AD to require actions to address the unsafe condition on these products.
99-14-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires inspections to verify correct installation of certain fasteners located on the trailing edges of the horizontal and vertical stabilizer; replacement of the existing fasteners with new fasteners installed with wet sealant; and follow-on actions, if necessary. This amendment is prompted by reports indicating that, during manufacture of the horizontal and vertical stabilizers, certain fasteners attaching the aluminum ribs and brackets to the trailing edges on the empennage were not correctly installed with wet sealant. The actions specified by this AD are intended to prevent corrosion and possible cracking of those aluminum parts, which could result in loss of the attachment of the elevator and rudder to the empennage and consequent reduced controllability of the airplane.
82-08-01: 82-08-01 DOWTY ROTOL: Amendment 39-4356. Applies to Dowty Rotol Propellers (c)R.209/4-40.5/2, installed on Nihon YS-11 airplanes; (c)R.245/4-40.5/13, installed on Convair Models 600(240D) and 640(340D); and (c)R.259/4-40-4.5/17, installed on Convair Model 640(440D) airplanes, not modified by Dowty Rotol Modification (c)VP2693 in accordance with Dowty Rotol SB No. 61-728, Revision 3, dated July 17, 1981. Compliance required as indicated unless already accomplished. To detect and prevent loosening of the propeller blade groups, accomplish the following: (a) Unless already accomplished, within the next 50 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 300 hours' time in service from the last inspection, inspect the locking of the blade groups in the hub group, in accordance with Dowty Rotol Service Bulletin 61-581, Revision 3, dated July 17, 1981, or an FAA-approved equivalent. (b) If, during the inspections required by paragraph (a), it is found that the red line position markings across the bearing center race and the hub have separated by more than 0.100 of an inch, before further flight, replace the propeller with a serviceable propeller of the same model number. (c) If, during the inspections required by paragraph (a), it is found that the lockpieces on the rear of the cylinder are damaged or they are not engaging with and locking the serrations of the bearing center race of the blade group; or that the set bolts securing the lockpieces are not secure or they are bent; or that the shims under the distance blocks on which the lockpieces are mounted have extruded, before further flight, replace the defective parts with serviceable parts of the same part number. This AD supersedes AD 67-32-02. This amendment becomes effective April 12, 1982.
2022-14-09: The FAA is adopting a new airworthiness directive (AD) for certain Saab AB, Support and Services Model 340A (SAAB/SF340A) and SAAB 340B airplanes. This AD was prompted by a report that there is no evidence that post-machining stress relief or de-embrittlement post- cadmium plating treatments were performed on certain torque arm center pins. This AD requires replacing each affected torque arm center pin on the main landing gear (MLG), 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.