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2008-11-01 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Model 767-200, -300, -300F, and -400ER series airplanes. That AD currently requires revising the FAA-approved maintenance program to incorporate new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires an initial inspection to phase in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on- airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-10: 93-08-10 BRITISH AEROSPACE, REGIONAL AIRCRAFT LIMITED: Amendment 39-8557. Docket No. 93-CE-29-AD. Applicability: Jetstream Models 3101 and 3201 airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent main cabin door failure and separation of the door in flight, which could result in occupant decompression injuries, ejection of the occupant from the airplane, or loss of control of the airplane, accomplish the following: (a) Incorporate whichever of the following Jetstream Aircraft Limited advance amendment bulletins (AAB) that applies into the appropriate sections of the applicable airplane flight manual (AFM): Model AFM AAB Jetstream 3101 HP.4.10 8 Jetstream 3201 HP.4.16 5 These AAB's specify procedures for certain preflight main cabin door checks, and correction of any problem found. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Brussels Aircraft Certification Office. (d) The documents referenced in this AD may be obtained from Jetstream Aircraft Limited, Manager Product Support, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or Jetstream Aircraft Inc., Librarian, P.O. Box 16029, Dulles International Airport, Washington, DC, 20041-6029. This information may also be examined at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 14, 1993.
93-21-01: 93-21-01 FOKKER: Amendment 39-8715. Docket 92-NM-154-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11363, inclusive, and 11408; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the occurrence of overheated brakes and blown tires, which would lead to loss of braking performance and may cause the loss of directional control of the airplane while it is on the ground, accomplish the following: (a) For the airplane having serial number 11408: Within 7 months after the effective date of this AD, remove the hydraulic system 1 return filter, having part number QA05775; and install an improved system 1 return filter, having part number QA07236; in accordance with Fokker Service Bulletin SBF100-29-021, Revision 2, dated December 22, 1992. (b) For airplanes having serial number 11244 through 11363, inclusive: Within 7 months after the effective date of this AD, removethe hydraulic systems 1 and 2 return filters, having part numbers QA05775 and QA05777, respectively; and install improved systems 1 and 2 return filters, having part numbers QA07236 and QA07237, respectively; in accordance with Fokker Service Bulletin SBF100-29- 021, Revision 1, dated July 3, 1992; or Revision 2, dated December 22, 1992. (c) As of the effective date of this AD, no person shall install hydraulic systems 1 and 2 return filters, part numbers QA05775 and QA05777, respectively, on any airplane. (d) 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 approvedalternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) 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. (f) The removal and installation shall be done in accordance with Fokker Service Bulletin SBF100-29-021, Revision 1, dated July 3, 1992; and Fokker Service Bulletin SBF100-29-021, Revision 2, dated December 22, 1992; as applicable. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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.(g) This amendment becomes effective on November 26, 1993.
90-13-10: 90-13-10 FOKKER: Amendment 39-6636. Docket No. 90-NM-43-AD. Applicability: Model F27 series airplanes, Serial Numbers 10102 through 10684, 10686, 10687, and 10689 through 10692, certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent loss of cockpit voice recorder and flight data recorder information, accomplish the following: A. Modify the voice recorder by installing wiring, an impact switch, a power relay, and a circuit breaker, in accordance with Fokker Service Bulletin F27/23-27, dated August 14, 1989. B. Modify the flight data recorder by installing wiring, an impact switch, a power relay, and a circuit breaker, in accordance with Fokker Service Bulletin F27/31-11, dated August 14, 1989. 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, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region, and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI). The PMI will then forward comments or concurrence to the Standardization Branch, ANM-113. 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 Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. 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 (39-6636, AD 90-13-10) becomes effective on July 23, 1990.
2010-01-09: We are adopting a new airworthiness directive (AD) for certain Model 737-300, -400, and -500 series airplanes. This AD requires repetitive external non-destructive inspections to detect cracks in the fuselage skin along the chem-mill step at stringers S-1 and S-2 right, between station (STA) 827 and STA 847, and repair if necessary. This AD results from a report of a hole in the fuselage skin common to stringer S-1 and S-2 left, between STA 827 and STA 847 on an airplane that diverted to an alternate airport due to cabin depressurization and subsequent deployment of the oxygen masks. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem-milled steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.
98-11-27: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of the existing pressure dump and relief valves in the main and auxiliary hydraulic systems with new valves. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the pressure dump and relief valves in the main and auxiliary hydraulic systems, which could cause a loss in hydraulic pressure for roll control spoilers and brakes, and consequent reduced controllability of the airplane.
93-01-01: 93-01-01 DE HAVILLAND, INC.: Amendment 39-8454. Docket 92-NM-133-AD. Applicability: Model DHC-7 series airplanes; serial numbers 3 and subsequent, having Modification No. 7/2093 installed, except airplanes fitted with Customer Special Installation 78358 (flap indication rework); certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a takeoff with an incorrect flap indication, which could lead to insufficient lift and increased takeoff distance, resulting in reduced controllability of the airplane, accomplish the following: (a) Within 60 days after the effective date of this AD, perform a one-time inspection to detect incorrect ohm readings of the flap position trim control box assembly, in accordance with paragraph III. of de Havilland Alert Service Bulletin S.B. A7-27-86, dated December 19, 1991. If any discrepancies are detected, prior to further flight, modify the assembly in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (c) 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. (d) The inspection and modification shall be done in accordance with de Havilland Alert Service Bulletin S.B. A7-27-86, dated December 19, 1991. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 25, 1993.
88-06-03: 88-06-03 AIRBUS INDUSTRIE: Amendment 39-5871. Applies to certain Model A310 series airplanes, as listed in Service Bulletin A310-53-2025, Revision 3, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the rear pressure bulkhead, accomplish the following: A. Prior to the accumulation of 9,000 landings or within the next 3,000 landings after the effective date of this AD, whichever occurs later, accomplish the following: 1. Inspect the rear pressure bulkhead for cracks, using x-ray procedures, in accordance with paragraph 2., Accomplishment Instructions, of Airbus Industrie Service Bulletin A310-53-2024, Revision 1, dated June 20, 1986; or using eddy current procedures, in accordance with paragraph 2., Accomplishment Instructions, of Airbus Industrie Service Bulletin A310-53- 2024, Revision 3, dated February 17, 1987. If any cracks are detected, repair prior to further flight in accordance with paragraph 2.C., Repair, of the applicable service bulletin. 2. Modify the attachment of the rear pressure bulkhead to FR 80/82 in accordance with paragraph 2., Accomplishment Instructions, of Airbus Industrie Service Bulletin A310-53-2025, dated April 21, 1986, or Airbus Industrie Service Bulletin A310-53-2025, Revision 3, undated. B. For airplanes that were modified in accordance with paragraph A.2., above, after the accumulation of 6,000 landings: Within 6,000 landings after the modification, and thereafter at intervals not to exceed 12,000 landings, repeat the x-ray or eddy current inspection, as applicable, of the rear pressure bulkhead required by paragraph A.1., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain 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 inspections and/or modifications required by 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 22, 1988.
2009-26-05: We are adopting a new 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: This Airworthiness Directive (AD) is prompted due to the discovery of cracks caused by stress corrosion in the main-gear support struts. All the main-gear support struts that had cracks were made from material AA2024-T351 which has a lower resistance to stress corrosion cracking. Such cracks, if undetected, could lead to the failure of the strut during landing which could then cause the Main Landing Gear (MLG) to collapse. We are issuing this AD to require actions to correct the unsafe condition on these products.
91-02-05: 91-02-05 GQ SECURITY PARACHUTES, INC.: Amendment 39-6854. Docket No. 90-NM-246-AD. Applicability: Model No. 79A1684-( ) parachute canopies approved under TSO C23b. Compliance: Required as indicated, unless previously accomplished. To prevent the failure of parachute canopy due to deteriorating canopy material, accomplish the following: A. Prior to further use after June 17, 1988 (the effective date of Amendment 39-5942, AD 88-05-08), remove or obliterate the TSO C23b marking from the parachute canopy and remove the canopy from service. B. For canopies previously granted an alternate means of compliance with AD 88-05-08 and subsequently returned to service: At the next repack after the effective date of this amendment, remove the canopy from service until the requirements of paragraph B.1. and B.2. of this AD are accomplished 1. Determine that canopy fabric tensile strength is acceptable in accordance with Parachute Industry Association PublicationPIA - Technical Standard 108, Parachute Canopy Fabric Tensile Test, Non-Destructive Method, dated January 25, 1989. 2. Test the mesh (netting) material, using Bromocresol Green Solution, to determine if it is acidic. If it is acidic, the canopy cannot be returned to service unless the acidic condition is neutralized. NOTE: Washing the canopy in detergent has been found to be effective in acid neutralization. C. Acidity tests and fabric tensile tests conducted as an approved alternate means of compliance with AD 88-05-08 meet the requirements of paragraphs B.1. and B.2. of this AD. D. 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 (ACO), FAA, Transport Airplane Directorate. A copy of all documents applicable to this AD may be examined at the Federal Aviation Administration (FAA), Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. Airworthiness Directive 91-02-05 supersedes AD 88-05-08, Amendment 39-5942. This amendment (39-6854, AD 91-02-05) becomes effective on January 14, 1991.
92-10-10: 92-10-10 BOEING: Amendment 39-8244. Docket No. 91-NM-216-AD.\n\n\tApplicability: Model 707 and 720 series airplanes, equipped with brake part numbers (P/N) identified in paragraph (a) of this AD, certificated in any category.\n\n\tCompliance: Required as indicated, unless previously accomplished.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, accomplish paragraphs (a)(1) and (a)(2) of this AD:\n\n\t\t(1)\tInspect the main landing gear brakes, having brake part numbers shown below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within that limit.\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMaximum \t\t\t\tWear Limit\n\n\tBendix\t150550\t10-3072-1,-11\t0.60 \t\t\t\tinch\n\tBendix\t2601775\tNone\t0.70 \t\t\t\tinch\n\tBFGoodrich\t2-756-2\t10-60228-1\t0.51 \t\t\t\tinch\n\tBFGoodrich\t2-784-1\t10-3379-11\t0.35 \t\t\t\tinch\n\tBFGoodrich\t2-991\t10-60228-8\t0.51 \t\t\t\tinch\n\tABS\t9560569\t10-60818-1\t0.528 \t\t\t\tinch\n\n\t\t(2)\tIncorporate the maximum brake wear limits specified in paragraph (a)(1) of this AD into the FAA-approved maintenance inspection program.\n\n\t(b)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(c)\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\t(d)\tThis amendment becomes effective on July 2, 1992.
93-02-03: 93-02-03 SHORT BROTHERS, PLC: Amendment 39-8485. Docket 92-NM-185-AD. Applicability: All Model SD3-60 and SD3-SHERPA series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent stress-corrosion cracking and subsequent failure of the main landing gear (MLG), accomplish the following: (a) Within 300 hours time-in-service or 30 days after the effective date of this AD, whichever occurs first, perform a visual inspection of the fork end of the rear pintle pin on each MLG to verify that an undamaged fillet of sealant is properly applied around the flanges of the bronze bushings, in accordance with Shorts SD3-60 Service Bulletin SD360-32-33, dated August 7, 1992. (1) If an undamaged fillet of properly-applied sealant is found: No further action is required by this AD. (2) If no fillet of sealant is found at the joint line, or if a damaged fillet of sealant is found: Prior to the accumulation of 1,200 hours time-in-service or 120 days after accomplishing the inspection required by paragraph (a) of this AD, whichever occurs first, remove the bushings and perform a magnetic non-destructive testing (NDT) inspection to detect faults of the bores in the fork end, in accordance with the service bulletin. If faults are found as a result of the NDT inspection, prior to further flight, repair the fork end of the rear pintle pin in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal 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. (c) 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. (d) The inspections and removal shall be done in accordance with Shorts SD3-60 Service Bulletin SD360-32-33, dated August 7, 1992. 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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. (e) This amendment becomes effective on March 18, 1993.
49-52-01: 49-52-01 LOCKHEED: Applies to All Models 49, 149, 649, and 749 Aircraft. Compliance required as indicated. Numerous instances of malfunctioning of the elevator booster system have been reported, causing longitudinal hunting of the airplane and, in one instance, injury to some passengers when operation of the elevator boost shifter mechanism was accomplished. Also, in other instances, it has sometimes been impossible to actuate the shifter mechanism, probably as a result of frozen moisture accumulating on the mechanism. To minimize further difficulties of these natures, the following must be accomplished: A. Booster Unit Rework and Lubrication. At or prior to next engine overhaul period, rework all aileron, rudder and elevator booster control valves, as follows: 1. Drill six 1/8-inch water drain holes in the valve cap; 2. Line ream the bushing, P/N 266146-3, to 0.6270-inch/0.6285-inch diameter; 3. Replace AN 913-1 plug with AN 286-2 lubricator; 4.Pack cap assembly with AN G-25 grease, or equivalent; 5. Reidentify valve and cap assemblies by adding a -2 to each part number. Relubricate booster control valves with AN G-25 grease or equivalent at each engine overhaul period. This lubrication interval may be increased as substantiated by service experience. B. Rework of Elevator Shifter Latches. At or prior to the next No. 3 inspection, all elevator shifter latches, LAC P/N 278416, shall be reworked to remove the end which hooks around the anchor pin, LAC P/N 278484. (The overcenter spring on the shifter walking beam eliminates the necessity for the locking action of these hooks.) The shifter control system shall then be checked as follows: With the shifter walking beam in "boost on" position, the control system should be rigged so that (1) when the cockpit control is in full down position, the reworked latch is in firm contact with the anchor pin but acts as a stop device only; (2) when the cockpit control releasebutton is depressed, the control springback is approximately 0.25 inch. C. Rework of Elevator Booster Power Levers. As soon as practicable but not later than next engine change, the feel lever bolt holes in the elevator walking beam assembly shall be chamfered in accordance with LAC SD 67471. D. Flight Manual Revisions. To be accomplished not later than July 15, 1949. Dependent upon the airplane model involved, ascertain that the Model 49 and Model 149 Flight Manuals incorporate approved revision dated March 4, 1949, or that revised Model 649/749 Flight Manual dated February 5, 1949, is being utilized. (The 49/149 revision and Section III, paragraph 2 of the revised 649/749 Manual outline the shifting techniques to be followed when shifting is desired.) (Lockheed Service Bulletin 49/SB-578 dated October 25, 1949, covers item A and Lockheed Service Information Letter No. 425, dated February 28, 1949, covers item D above. Item C is covered by Lockheed telegram to alloperators dated January 18, 1949, and similar information is contained in Lockheed Service Bulletin 49/SB-502. Two E. O. 4681A describes an approved method of complying with item B. The replacement link assemblies called for in LAC Service Bulletin 49/SB-502 utilize new latch hooks, P/N 303689. Installation of these new link assemblies does not preclude the necessity of removing the hook ends of the latches, as specified in item B.) This supersedes AD 49-22-01.
90-17-12: 90-17-12 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39- 6696. Docket No. 90-NM-59-AD. Applicability: EMBRAER Model EMB-120 series airplanes, Serial Numbers 120004 and 120006 through 120177, certificated in any category. Compliance: Required within 120 days after the effective date of this AD, unless previously accomplished. To prevent engine failure due to propeller overspeed, accomplish the following: A. Install a flight idle position electromechanical lockout device in accordance with EMBRAER Service Bulletin Number 120-076-0009, Revision 1, dated February 23, 1990, or Revision 2, dated May 3, 1990. B. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be submitted directly to the Manager, Atlanta Aircraft Certification Office, ACE-115A,and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Atlanta Aircraft Certification Office. C. 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 EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington, or at the FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment (39-6696, AD 90-17-12) becomes effective on September 17, 1990.
71-02-05: 71-02-05 AEROSTAR: Amdt. 39-1147. Applies to Model 600 and 601 airplanes, Serial Numbers 60-0001 through 60-0056 and 61-0001 through 61-0070. Compliance required within the next 10 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible separation of the main cabin door from the airframe, inspect the cabin door lock pins, replace any missing washers, adjust pins and torque lock nut in accordance with the Instructions in Aerostar Service Letter #600-19 dated 22 September 1970 or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, FAA, Fort Worth, Texas. This amendment becomes effective January 23, 1971.
67-31-06: 67-31-06 FAIRCHILD-HILLER: Amdt. 39-517 Part 39 Federal Register December 1, 1967. Applies to Fairchild Hiller Aircraft FH-227. Compliance required as indicated. Within the next five hours' time in service unless already accomplished. Visually inspect the three elevator trim tab hinges for elongated holes in the clevis holes of the aluminum blocks located behind the three elevator trim tab hinges. Also, visually inspect each elevator trim tab hinge bearing for damage. Remove and replace blocks containing elongated holes and damaged bearings with an unused part of the same part number. Remove and replace trim tab clevis hinge containing a damaged block or bearing. This amendment effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 9, 1967.
2010-01-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: * * * * * * * * Revision 00 of AIRBUS A340 ALS [Airworthiness Limitations Section] Part 3: --adds new CMR (Certification Maintenance Requirements) tasks associated with modifications, --revises the applicability of some CMR tasks, --revises some CMR tasks with increased intervals, --revises a CMR task with a more restrictive interval, --deletes CMR task 282300-B0002-1-C * * *. Some of those changes constitute more restrictive requirements for aeroplane configuration already in service. Failure to comply with this Revision 00 of AIRBUS A340 ALS Part 3 constitutes an unsafe condition. * * * * * The unsafe condition is a safety-significantlatent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
79-13-02: 79-13-02 RAISBECK: Amendment 39-3499 as amended by amendment 39-3539. Applies to Rockwell Model NA 265-60 airplanes equipped with the Raisbeck Mark Five modification in accordance with STC SA687NW. A. To prevent possible jamming of the aileron system, before further flight, unless already accomplished, complete the following: 1. Deactivate the flap system by pulling and collaring the circuit breaker which supplies power to the flap motor. 2. Install a placard in full view of the flight crew which reads "FLAP SYSTEM INOPERATIVE." B. The following operating limitations apply: 1. Landing operations at or above VFR minimums only. 2. Conduct takeoffs in accordance with the Airplane Flight Manual. 3. Add 50 percent to factored landing distance (FAR 121). 4. For landings on wet runways, increase dry runway distance as determined per item 3 by a factor of 15 percent. Thrust reversers must be used. C. Amendment 39-3499 was effective July 1,1979, and was effective earlier for all recipients of the telegram as amended. D. Installation of the modifications in accordance with FAA-approved Raisbeck Mark Five Sabreliner Service Bulletin No. 5 (or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region) and incorporation of Change I of the FAA-approved Airplane Flight Manual (Raisbeck Report 76-601 for S/N 306-64 and subsequent; and 76-602 for S/Nos. 306-1 through 306-63), constitute terminating action to the requirements of this Airworthiness Directive. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to The Raisbeck Group, 7777 Perimeter Road South, Boeing Field International, Seattle, Washington 98108. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment 39-3539 becomes effective September 4, 1979.
89-26-05: 89-26-05 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6421. Docket No. 89-NM-175-AD. Applicability: De Havilland Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible collapse of a main landing gear (MLG) due to failure of the MLG upper lock strut, accomplish the following: A. Within 50 hours time-in-service after the effective date of this AD, inspect the left and right main MLG upper lock struts to determine the part number of the struts. Accomplish this inspection in accordance with de Havilland Alert Service Bulletin A7-32-93, dated January 30, 1989. B. If the part number is identified to be either 15707-5 or 15707-7 (subassembly P/N 15709-7 or 15709-9), the airplane may be returned to service after reprotecting the part with alodine solution number 1200 and grey epoxy paint. C. If the part number is 15707-3, or is both 15707-3 and 15707-5, or cannot be positively identified, prior to further flight, perform a one-time NDT inspection for cracks, in accordance with de Havilland Service Bulletin No. 7-32-21, Revision B, dated October 1, 1982; and thereafter perform a visual inspection for cracks prior to the first flight of each day. Upper lock struts with cracks must be replaced prior to further flight. D. Replacement with a P/N 15709-7 or 15709-9 upper lock strut subassembly (machined P/N 15707-5 or 15707-7), constitutes terminating action for the repetitive inspections required by paragraph C., above. E. Within 90 days after the effective date of this AD, replace upper lock struts having part number 15707-3, or both 15707-3 and 15707-5, or those that cannot be positively identified, with P/N 15709-7 or 15709-9 upper lock strut subassembly (machined P/N 15707-5 or 15707-7). This constitutes terminating action for the repetitive inspection requirements of this AD. F. 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, New York Aircraft Certification Office, FAA, New England 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, New York Aircraft Certification Office. G. 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 Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This AD supersedes AD 80-17-13, Amendment 39-3885. This amendment (39-6421, AD 89-26-05) becomes effective on January 14, 1990.
2010-01-01: The FAA is superseding an existing airworthiness directive (AD), which applies to all Model 747-200F, 747-200C, 747-400, 747-400D, and 747-400F series airplanes. That AD currently requires repetitive inspections for cracking of certain fuselage internal structure (i.e., Sections 42 and 46 fuselage frames, upper deck floor beams, electronic bay access door cutout, nose wheel well, and main entry doors and door cutouts), and repair if necessary. This new AD requires additional repetitive inspections for cracking of certain fuselage structure (i.e., Section 41 fuselage frames where they connect to upper deck floor beams, and Section 41 fuselage frames between stringers (S-8 and S-12)), and related investigative/corrective actions if necessary. This AD also reduces the inspection threshold and repetitive inspection intervals for certain airplanes. This AD results from fatigue tests and analysis that identified additional areas of the fuselage where fatigue cracks can occur. We areissuing this AD to prevent the loss of structural integrity of the fuselage, which could result in rapid depressurization of the airplane.
57-06-02: 57-06-02 MARTIN: Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. As a result of a number of failures in service, the engine mount attaching studs should be replaced as indicated below: 1. Replace the engine mount studs with approved studs whenever the Quick Engine Change unit is removed for major overhaul, but at intervals not exceeding 1,600 hours flight time. Both the stud and engine mount installation should be made with care since misalinement and/or improper torque could cause failure of the stud in service. (Installation techniques are included in Martin Service Instruction Letter 404-50.) 2. If the engine mount studs are replaced with approved through-bolt installations, the replacement program of item 1 is not applicable, and this Airworthiness Directive no longer applies. 3. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and ManufacturingBranch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Martin Service Instruction Letter 202/202A of October 1, 1956, covers this same subject.) This supersedes AD 51-29-04. Revised January 11, 1963.
2009-26-01: We are adopting a new airworthiness directive (AD) for certain Cirrus Design Corporation Model SR22 airplanes equipped with an anti- ice system approved for flight into known icing. This AD requires you to inspect the compression fittings on the anti-ice fluid distribution lines for proper installation and repair any fittings that were not properly installed. This AD results from the manufacturer finding some anti-ice fluid distribution lines where the compression fittings were not properly installed. We are issuing this AD to detect and correct anti-ice fluid distribution lines with improperly installed compression fittings, which could result in anti-ice fluid distribution line separation. A line separation could result in a total loss of ice protection fluid supply to the protected surfaces, which would allow ice to build on the airplane and degrade the handling qualities and performance.
78-22-04: 78-22-04 GENERAL DYNAMICS: Amendment 39-3326. Applies to Models 340 and 440 airplanes, including those modified for turbopropeller power in accordance with STC SA1096WE and SA4-1100, which have been modified to incorporate interiors in accordance with STC SA896EA, certificated in all categories. Compliance required as indicated. To assure release of the operator's hand after removal of the emergency exit window, accomplish the following: a. Within the next 10 hours in service after the effective date of this airworthiness directive, unless previously accomplished, remove the emergency exit interior trim panel Magee Plastics Company P/N 9675-WPE. If a replacement trim panel is installed, it must be P/N 9675- WPE-1 or an equivalent approved by the Chief, Engineering and Manufacturing Branch/FAA, Eastern Region. b. Special flight permits may be issued in accordance with FAR 21.197 to authorize operation of the aircraft to a base for the accomplishment of the modifications required by this AD. NOTE: Magee Plastics Company Service letter dated August 11, 1978, entitled "Magee Mashell Interior Kit for the Convair Part Number 96123-STC SA896EA" pertains to this subject. This amendment is effective November 1, 1978.
80-07-10: 80-07-10 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3714. Applies to A109A helicopters, certificated in all categories. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent ambiguous or incorrect indication of engine operating condition, accomplish the following: (a) For those helicopters that have engine failure indicator, P/N 109-0729-22-3, installed, replace the engine failure indicator, P/N 109-0729-22-3, with a new indicator, P/N 109- 0729-22-5, and incorporate temporary pages in the Rotorcraft Flight Manual, in accordance with Agusta Bollettino Tecnico No. 109-9, dated February 23, 1978 or an equivalent approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region. (b) For those helicopters that have engine failure indicator, P/N 109-0729-22-5, installed, unless already accomplished, incorporate temporary pagesin the Rotorcraft Flight Manual, in accordance with Agusta Bollettino Tecnico No. 109-9, dated February 23, 1978 or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (c) If a Rotorcraft Flight Manual includes permanent pages which incorporate the material on temporary pages 3-5 required by paragraphs (a) and (b) of this AD, the temporary pages need not be incorporated. This amendment becomes effective March 27, 1980.
2008-10-06 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Model 747-400, -400D, and -400F series airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires phasing in certain repetitive AWL inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.