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99-11-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Mooney Aircraft Corporation (Mooney) Model M20R airplanes. This AD requires either fabricating and installing a placard that specifies using the air conditioning system during cruise operations only or deactivating the air conditioning system so it cannot be used. This AD is the result of reports of the existence of dangerous levels of carbon monoxide during taxi, climb, and descent operations of the above-referenced airplanes. The actions specified by this AD are intended to prevent dangerous levels of carbon monoxide from entering the airplane cabin during takeoff, climb, and descent operations caused by the present flight cabin sealing design of the affected airplanes, which could result in passenger injury.
68-16-04: 68-16-04 GENERAL DYNAMICS: Amendment 39-638. AD 68-16-04 is revised as indicated. Applies to General Dynamics Model 240 airplanes equipped with Rolls Royce MK 542-4 engines and Dowty Rotol (c)R245/4-40-4.5/13 propellers in accordance with General Dynamics Supplemental Type Certificate SA1054WE (hereinafter referred to as the CV-600) and General Dynamics Model 340 and 440 airplanes equipped with Rolls Royce MK 542-4 engines and Dowty Rotol (c) R245-4-40-4.5/13 or Dowty Rotol (c)R259/4-40-4.5/17 propellers in accordance with General Dynamics Supplemental Type Certificate SA1096WE (hereinafter referred to as the CV-640). Compliance required as indicated unless already accomplished. To eliminate potential flammable fluid ignition sources in the main landing gear wheel well accomplish the following unless already accomplished: (A) Inspection requirements, CV-600 and CV-640 (1) Compliance required within the next 50 hours' time in service after the effective date of this Airworthiness Directive unless already accomplished within the last 135 hours' time in service and thereafter not to exceed 185 hours' time in service. (a) Inspect the mating surfaces of the engine exhaust duct flange joint thermal insulation collar, P/N's 2D6220119-31, -41, and -43 with the engine exhaust duct thermal insulation blanket assemblies for possible gaps. For purposes of this inspection, the engine exhaust system component temperatures shall be no greater than the outside ambient air temperature. (b) If gaps are found, the thermal insulation collar and/or adjacent thermal insulation blanket must be replaced with new or overhauled insulation collars and/or blankets. (2) Compliance required within the next 125 hours' time in service after the effective date of this Airworthiness Directive unless already accomplished within the last 125 hours' time in service and thereafter not to exceed 250 hours' time in service. (a) Inspect the engine exhaust duct flange joints for leakage by inspection of the gaskets and the internal surface of the thermal insulation collars, Part Numbers 2D6220119-31, -41, and -43, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) If exhaust leakage is found, replace exhaust duct flange joint gaskets with two gaskets, General Dynamics/Convair P/N 2D6220115-15, at the forward flange and two gaskets, General Dynamics/Convair P/N 2D6220127-9, at the aft flange or equivalent replacements approved by the Chief, Aircraft Engineering Division, FAA, Western Region. (3) Upon request of the operator, FAA Maintenance Inspectors, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this Airworthiness Directive to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (4) Upon completion of the work described in (B)(1)(a), below, the inspection requirement of (A) is no longer applicable. (B) Modification and Relocation Requirements, CV-600 and CV-640 (1) Within the next 4,000 hours' time in service after the effective date of this Airworthiness Directive unless already accomplished. (a) Modify the engine exhaust duct flange joint thermal insulation collars, P/N's 2D6220119-31, -41 and -43 in accordance with General Dynamics Service Bulletin 600(240D) 640(340D) S.B. No. 78-3 or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) Modify the electrical insulation in the alternating current generator control unit (P/N 914F597) in accordance with Westinghouse Aerospace Service Bulletins 67-802 and 67-803 or later FAA approved revisions or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region.(c) Relocate the alternating current generator control unit (P/N 914F597) as follows: (i) For CV-600 aircraft, per General Dynamics Service Bulletin 600(240D) S.B. No. 24-1 or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region; and (ii) For CV-640 aircraft per General Dynamics Service Bulletin 640(340D) S.B. No. 24-2 or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective on December 27, 1968.
86-15-06: 86-15-06 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39-5363. Applies to AMD Falcon 10 series airplanes, serial numbers 1 thru 196 inclusive, and 198 thru 201 inclusive, certificated in any category. Compliance is required within 60 days after the effective date of this AD. To ensure the proper installation of the rudder servo actuator hydraulic lines, accomplish the following, unless already accomplished: A. Modify the rudder servo actuator system in accordance with AMD-BA Service Bulletin F10-27-028 (0237), dated June 24, 1983. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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 bulletin from the manufacturer, may obtain copies upon request to the AMD-BA Representative, c/o F.J.C., Teterboro Airport, Teterboro, New Jersey 07608. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5363, becomes effective August 25, 1986.
87-18-06 R1: 87-18-06 R1 BEECH: Amendment 39-5721 as amended by amendment 39-5837 applies to model and serial numbered airplanes listed below equipped with the optional hydrolock seat recline actuators on co-pilot and third and fourth seats, certificated in any category: MODEL SERIAL NUMBERS F33A CE-919, CE-923, CE-925, CE-927, CE-929, thru CE-1083 V35B D-10348, D-10353 thru D-10403 A36 E-1422, E-1551, E-1569, E-1581, E-1594 thru E-2327 A36TC and B36TC EA-21, EA-28, EA-33 thru EA-454 E55 TE-1152, TE-1181 thru TE-1201 58 and 58A TH-1027, TH-1062, TH-1067, TH-1080 thru TH-1507 58P and 58PA TJ-210, TJ-235 thru TJ-497 58TC and 58TCA TK-107, TK-108, TK-110 thru TK-151 Compliance: Required within the next 100 hours time-in-service or the next scheduled inspection, whichever occurs first after the effective date of this revised AD, unless already accomplished per the original issuance of this AD. To prevent the co-pilot and/or passenger chair armrest from coming in contact with the seat recline actuator handle and inadvertently releasing the locking feature on the seatback, accomplish the following: (a) Replace the seat recline actuator handle on the co-pilot's and the third and fourth passenger seats that are equipped with reclining backs, with a new P/N 102-530111-5 handle assembly in accordance with the instructions in Beech Service Bulletin No. 2175, revision dated June 1987. NOTE: The third and fourth passenger seats are the seats immediately behind the pilot's and co-pilot's seats. (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, FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Dept. 52, P.O. Box 85, Wichita, Kansas 67201-0085, or may examine these documents at the FAA, Office of the Regional Counsel, 601 East 12th Street, Room 1558, Kansas City, Missouri 64106. This amendment 39-5837 revises AD 87-18-06, Amendment 39-5721, effective October 9, 1987. This amendment 39-5837 becomes effective on February 5, 1988.
2013-21-08: We are adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R[eacute]gional Model ATR72-101, -201, - 102, -202, -211, -212, and -212A airplanes. This AD was prompted by reports of airplane incidents and accidents that have occurred because of low-level fuel tank situations and fuel starvation that resulted in engine flameouts. This AD requires installing a fuel quantity indicator (FQI) equipped with a locking adaptor on the electrical connector. We are issuing this AD to prevent an engine flame-out, which could result in reduced controllability of the airplane.
49-18-01: 49-18-01 CURTISS-WRIGHT Applies to all Models of C-46 Series airplanes used in passenger operation under provisions of Part 41, 42, or 61 of the Civil Air Regulations as specified in Sections 41.20 (f), 61.30 and Amendment 42-8. To be accomplished not later than the dates specified in above amendments as revised by Special Civil Air Regulation No. 329 and any subsequent regulations affecting these compliance dates. (This AD pertains only to combustion heater fire protection aspects of the above Regulation Amendments. Separate AD's will be issued covering fire protection for the powerplant installation and for the baggage and cargo compartments of the airplane). (1) Each heater exhaust pipe shall be completely enclosed with well-ventilated, fireproof shrouds. (2) Each heater combustion chamber shall be drained to the exterior of the airplane. All such drain lines shall be of fireproof construction and contain no traps in the normal flight or ground attitudes.(3) The heater fuel components presently mounted on top of each heater shall be located in fuel and fume proof enclosures, ventilated and drained to the exterior of the airplane. (4) The thermal overheat switches for each heater shall be rigged to shut off the fuel supply and ignition circuits of the heaters when overheating occurs. These switches must also be arranged so as to prevent their automatically recycling to "ON" once overheating has occurred. The present overheat switches are not intended to be used as cycling switches. In cycling to produce the required heat is necessary, it must be accomplished at a lower temperature by an additional cycling switch controlling a cycling solenoid. (5) A manual fuel shutoff valve shall be provided. (USAF Technical Order 01- 25LA-211 describes such an installation.) (6) Adequate fire extinguisher and fire detector installations shall be provided for each heater. The fire detector installation shall contain at least one detector centrally located over the heaters in the heater area and one detector in the ventilating air duct of each heater just aft of the combustion chamber. The fire extinguisher system should provide at least 1 pound of carbon dioxide for each heater directed into the inlet side of the ventilating air stream. Instructions for operating this carbon dioxide system should also require that the ventilating air duct valve be closed when carbon dioxide is injected to the heater. With the arrangement as described, no flight tests of carbon dioxide contamination of the pilots compartment or cabin area need be conducted. As outlined in the Airworthiness Directive concerning fire protection for the baggage and cargo compartments, however, flight tests to establish smoke evacuation procedures for the cargo compartments when these compartments are carrying cargo, will need to be accomplished. The results of these tests will determine the procedure to be followed to rid the airplane of noxious gases. (7) Revision pages for the Airplane Flight Manual must be prepared to cover emergency fire procedures as well as smoke and other noxious gas elimination procedures.
93-07-05: 93-07-05 AMI INDUSTRIES, INC.: Amendment 39-8537. Docket 92-NM-184-AD. Applicability: Pilot and Co-Pilot Seats, Model 1108, serial numbers 004 to 189, inclusive; as installed in, but not limited to de Havilland Model DHC-8 series airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the pilot's and co-pilot's lap belts during air turbulence, which could lead to reduced ability of the pilots to control the airplane, accomplish the following: (a) Within 60 days after the effective date of this AD, remove the lap belt attachment links and install the improved lap belt attachment link kit, P/N 1B9014-3R, in accordance with AMI Industries, Inc., Service Bulletin 25-1108-03, dated May 20, 1992. (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, Seattle Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle 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 replacement shall be done in accordance with AMI Industries, Inc., Service Bulletin 25-1108-03, dated May 20, 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 AMI Industries, Inc., 1275 North Newport Road, Colorado Springs, Colorado 80916. 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 May 10, 1993.
2022-14-03: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model AB412 and AB412 EP helicopters. This AD was prompted by reports of cracked tailboom attachment bolts and barrel nuts. This AD requires replacing the upper left hand (LH) tailboom attachment bolt, visually inspecting the other three tailboom attachment bolts and all barrel nuts, repetitive torque checks of the tailboom attachment bolts, and corrective action if necessary, 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.
99-11-03: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA341G and SA342J helicopters. This action requires, before further flight, visually inspecting the external body of each main rotor head pitch-change rod (rod) for corrosion. If external corrosion is found, this action also requires a visual inspection of the inside of the body of that rod for corrosion. A rod with external corrosion that exceeds the repair criteria or a rod with any internal corrosion must be replaced with an airworthy rod. This amendment is prompted by the report of a deep internal corrosion fault in a rod found by a military helicopter operator performing a daily inspection. This condition, if not corrected, could result in failure of a rod and subsequent loss of control of the helicopter.
99-11-02: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney R-1340 series reciprocating engines, that requires initial and repetitive visual and fluorescent penetrant inspections of cylinders for head cracking. This amendment is prompted by reports of cylinder head cracking. The actions specified by this AD are intended to prevent cylinder head cracking, which can result in engine power loss, forced landing, and damage to the aircraft.
81-16-03: 81-16-03 DOWTY ROTOL LTD.: Amendment 39-4171. Applies to Dowty Rotol propellers Type R175/4-30-4/13E with hub and driving assembly, P/Ns 601022104 or 601022420 which do not have Dowty Rotol Service Bulletin 61-604 (Mod. No. (c)VP2388) incorporated, as installed on, but not limited to Fairchild F-27, F-27B, and Fokker F-27 Mks 100, 300 and 700 airplanes. Compliance is required as indicated, unless already accomplished To prevent propeller failure due to cracking of the propeller hub, accomplish the following repetitive actions until modified in accordance with paragraph (d) below: (a) Propeller hubs with less than 20,000 total hours time in service, inspect in accordance with paragraph (c) at next overhaul or prior to accumulating 22,000 total hours, whichever occurs first, and reinspect in accordance with paragraph (c) at each subsequent overhaul. If an operator finds a cracked hub in his fleet, the reinspection interval must not exceed 2,000 operating hours on allof his propellers that exceed 20,000 total hours. (b) Propeller hubs with 20,000 or more total hours time in service, inspect as follows: (1) Hubs with more than 1400 hours since last inspection or overhaul, inspect in accordance with paragraph (c) prior to accumulating 600 additional operating hours after the effective date of this AD and reinspect in accordance with paragraph (c) at each subsequent overhaul. If an operator finds a cracked hub in his fleet, the reinspection interval must not exceed 2,000 operating hours on all of his propellers that exceed 20,000 total hours. (2) Hubs with less than 1400 hours since last inspection or overhaul, inspect in accordance with paragraph (c) prior to accumulating 2000 hours since last inspection or overhaul and reinspect at each subsequent overhaul. If an operator finds a cracked hub in his fleet, the reinspection interval must not exceed 2,000 operating hours on all of his propellers that exceed 20,000 total hours. (c) Inspection Procedure: (1) During overhaul or propeller disassembly, crack test the hub front wall to snout radius in accordance with Part 2A of Dowty Rotol Service Bulletin No. 61-909 dated September 19, 1978, as revised March 12, 1979, or FAA approved equivalent. If cracks are found, replace the cracked hub with a hub known to be free of cracks. (2) For propellers between overhauls, remove, disassemble, inspect, reassemble and reinstall in accordance with Part 2B of Dowty Rotol Service Bulletin No. 61-909 dated September 19, 1978, as revised March 12, 1979, or FAA approved equivalent. If cracks are found during inspection, additional propeller disassembly is necessary to replace the cracked hub with a hub known to be free of cracks, and testing and rebalancing and resetting blade angles is necessary. (d) Terminating Action: The inspections required by this AD may be discontinued when propellers are modified by Dowty Rotol Service Bulletin 61-604 (Mod. No. (c)VP2388) dated July 1968 as revised by Revision 2 dated November 24, 1971, or FAA approved equivalent. Upon request of an operator, the Chief, Engineering and Manufacturing Branch, AGL- 210, Federal Aviation Administration, Great Lakes Region, may adjust the compliance time specified in paragraph (a) of this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. For purposes of this AD, an FAA approved equivalent must be approved by the Chief, Engineering and Manufacturing Branch, AGL-210, Federal Aviation Administration, Great Lakes Region. The manufacturer's specifications and procedures identified in the directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer may obtain copies upon request to Dowty Rotol, Inc., Staverton West, Sully Road, Box 5000, Sterling, VA 22170 or Dowty Rotol, Ltd., Cheltenham Road, Gloucester, England GL2 9QH. These documents may also be examined at the Great Lakes Region, FAA, 2300 East Devon Avenue Des Plaines, Illinois 60018. This amendment becomes effective July 28, 1981.
74-07-01: 74-07-01 BELL: Amendment 39-1801 as amended by Amendment 39-1864. Applies to all cyclic and collective main rotor control tube assemblies installed within a 30 degree angle of the vertical axis on Model 47 series helicopters, certificated in all categories. Compliance required within the next 100 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at intervals not to exceed 1200 hours time in service from the last inspection. To detect corrosion and prevent possible failure of the control tube assemblies, accomplish the following inspection. (a) Remove the control tube assemblies from the helicopter and remove the rod end bearing and insert or clevis at each end of the tube assembly and clean the inside of the tube. (b) Inspect each control tube for internal corrosion using a light and borescope or equivalent inspection means. (c) Remove corroded control tubes from service prior to further flight, exceptas specified by paragraph (g) of this A.D. and submit a report of finding a corroded tube to Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA, P.O. Box 1689, Fort Worth, Texas, 76101. The control tube assembly part number, degree of corrosion found and total time in service should be included in the report. FAA Form 8330-2 may be used for this report. (Reporting approved by the Bureau of the Budget under BOB No. 04- R0174.) (d) Reinstall serviceable rod end bearings and inserts or clevis in the uncorroded and serviceable tubes using acceptable techniques, methods and practices as specified below. (1) Tubes with double drilled rivet holes, sharp nicks or scratches and internal corrosion are considered unserviceable. (2) Tubes must have internal corrosion protection using zinc chromate primer, hot linseed oil or other equivalent corrosion inhibitor. The tube ends must be sealed, air and water tight, as specified in Paragraphs 4 and 5, Part II, Bell Helicopter Company Service Bulletin No. 47-11-73-1, Rev. A, dated December 6, 1973 or later approved revision or as specified in an equivalent FAA approved procedure when the insert, rod end bearing or clevis and rivets are installed. (e) Install control tube assemblies on the helicopter and check the controls rigging and check tracking of the main rotor blades in accordance with pertinent Model 47 maintenance and overhaul information manual. (f) 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 Service Manager, Bell Helicopter Company, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S. W., Washington, D. C. A historical file on this A.D. which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D. C., and at the Southwest Regional Office in Fort Worth, Texas. (Bell Helicopter Company Service Bulletin No. 47-11-73-1, Rev. A, dated 12-11-73 pertains to this subject.) (g) Tubes with light corrosion over less than twenty-five percent of the area in any one-half inch length of the tube may be returned to service provided the tube is assembled and protected as noted in paragraph (d) of this A.D. and the tube is removed from service prior to accumulating 200 hours time in service after the initial inspection prescribed by this A.D. was conducted. NOTE: Advisory Circular No. 43-4, page 47 defines light corrosion. Amendment 39-1801 became effective April 22, 1974. This Amendment 39-1864 becomes effective May 30, 1974.
85-07-03 R1: 85-07-03 R1 SPERRY FLIGHT SYSTEMS, AVIONICS DIVISION: Amendment 39-5026 as amended by Amendment 39-5411. Applies to Sperry Model SPZ-7000 with FZ-700 computer Part No. 7003183-901 or 7003183-902 installed. The SPZ-7000 installation is known to exist on, but may not be limited to, Sikorsky Model S-76A helicopters modified in accordance with Supplementary Type Certificate (STC) No. SH2218NM, and S.N.I.A.S. Model AS-365N helicopters modified in accordance with STC No. SH2215NM. Compliance is required within ten (10) days after the effective date of this AD, unless previously accomplished. To prevent improper (dangerous) excursions from the glide slope during instrument landing system (ILS) approach, accomplish the following: A. Install a placard adjacent to the autopilot/flight director mode selector in full view of pilot, stating "DO NOT ENGAGE ILS MODE ABOVE 2000 FEET AGL DURING ILS APPROACH." B. Installation of FZ-700 computers, Part Number (P/N) 7003138-902 with modification "E" incorporated, on Sikorsky S-76A helicopters; or P/N 7003138-901 with modification "F" incorporated, on S.N.I.A.S. Model AS-365N helicopters; constitutes terminating action for the requirement of paragraph A. of this AD. C. Alternate modifications or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Sperry Corporation, Aerospace and Marine Group, P.O. Box 29000, Phoenix, Arizona 85038. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. Amendment 39-5206 became effective April 15, 1985. This amendment, 39-5411, becomes effective September 14, 1986.
2013-22-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of movement of the rudder pedals being impeded due to corrosion of the trunnion shaft of the rudder feel trim unit (RFTU). This AD requires an inspection to determine if certain RFTUs are installed, an operational check for signs of seizure of affected parts, repetitive lubrication of certain RFTUs, and replacement of the RFTU if necessary. Installing replacement RFTUs having conformal bushings terminates the repetitive lubrication requirements. We are issuing this AD to detect and correct any sign of rough movement or seizure of the trunnion shaft and its bushing, which could cause a rudder control jam or a large and rapid alternating rudder input leading to a structural failure of the vertical fin.
99-10-14: 99-10-14 BOEING: Amendment 39-11167. Docket 98-NM-232-AD. Supersedes AD 98-14-10, Amendment 39-10643. \n\n\tApplicability: Model 747-400, 757, 767, and 777 series airplanes; equipped with AlliedSignal RIA-35B Instrument Landing System (ILS) receivers, part number (P/N) 066-50006-0101, certificated in any category. \n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent erroneous localizer deviation provided by faulty ILS receivers, which could result in a landing outside the lateral boundary of the runway, accomplish the following: \n\nRestatement of the Requirements of AD 98-14-10 \n\n\t(a)\tWithin 10 days after July 22, 1998 (the effective date of AD 98-14-10, amendment 39-10643), revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM.\n \n\t"Any Instrument Landing System (ILS) or Localizer approach with only one operative AlliedSignal LS receiver, P/N 066-50006-0101, installed is prohibited." \n\n\tNOTE 2: On Model 747-400 and 777 series airplanes, the existence of only one operative ILS receiver is indicated by the Engine Indication and Crew Alerting System advisory message, "SNGL SOURCE ILS." On Model 757 and 767 series airplanes, failure of an ILS receiver is indicated by an ILS flag on the display of the Electronic Flight Instrument System when approach mode is selected. \n\n\t(b)\tWithin 30 days after July 22, 1998, accomplish the requirements of either paragraph (b)(1) or (b)(2) of this AD. \n\n\t\t(1)\tPerform a visual inspection of the 64 flight legs of the internal fault memory of all AlliedSignal RIA-35B ILS receivers, P/N 066-50006-0101, for fault codes "Nl" (glide slope antialias fault) or "Nm" (localizer antialias fault). Repeat the inspection thereafter at intervals not to exceed 64 flight cycles. If any fault code "Nl" or "Nm" is found, prior to further flight, replace the existing ILS receiver with a new or serviceable ILS receiver having the same P/N; or with an ILS receiver that has been modified to P/N 066-50006-1101 in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. Installation of an ILS receiver that has been modified (and the P/N converted) in accordance with the service bulletin constitutes terminating action for the inspection requirement of paragraph (b)(1) of this AD for that part. \n\n\t\t(2)\tAccomplish the actions required by paragraphs (b)(2)(i) and (b)(2)(ii) of this AD. \n\n\t\t\t(i)\tRevise the Limitations Section of the FAA-approved AFM to include the following statement. This may be accomplished by inserting a copy of this AD into the AFM. \n\n\t"Category II and III operations are prohibited with AlliedSignal ILS receiver P/N 066-50006-0101 installed." \n\n\t\t\t(ii)\tInstall a placard on the forward instrument panel of the cockpit in clear view of the pilots, which states: \n\n\t\t"Category II and III operations are prohibited." \n\n\t(c)\tAs of July 22, 1998, no person shall install on any airplane an RIA-35B ILS receiver, P/N 066-50006-0101, that has been found to be discrepant (that is, on which fault codes "Nl" or "Nm" were found during an inspection of the internal fault memory) unless the discrepancy has been corrected by modifying the ILS receiver in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. \n\nNew Requirements of This AD \n\n\t(d)\tWithin 6 months after the effective date of this AD, replace all existing RIA-35B ILS receivers, P/N 066-50006-0101, with RIA-35B ILS receivers that have been modified in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998; and that have had their P/N's converted to 066-50006-1101. Such replacement constitutes terminating action for the requirements of this AD. After the replacement has been accomplished, the AFM limitations required by paragraphs (a) and (b)(2)(i) of this AD may be removed from the AFM, and the placard required by (b)(2)(ii) may be removed from the cockpit. \n\n\tNOTE 3: Modification of all AlliedSignalRIA-35B ILS receivers, P/N 066-50006-0101, prior to July 22, 1998, in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), dated December 1997; Revision 1, dated January 1998; or Revision 2, dated April 1998; is considered acceptable for compliance with the applicable action specified in this amendment. \n\nAlternative Methods of Compliance \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\nSpecial Flight Permits \n\n\t(f)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\nIncorporation by Reference \n\n\t(g)\tThe modification shall be done in accordance with AlliedSignal Electronic and Avionics Systems Service Bulletin M-4426 (RIA-35B-34-6), Revision 3, dated May 1998. The incorporation by reference of this document was approved previously by the Director of the Federal Register as of July 22, 1998 (63 FR 36549, July 7, 1998). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\t(h)\tThis amendment becomes effective on June 17, 1999.
88-03-52: 88-03-52 PRATT & WHITNEY: Amendment 39-5957. Final copy of Telegraphic AD. Applies to Pratt & Whitney (PW) PW2037 and PW2040 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent compressor and turbine case cooling air valve tube and 2.5 bleed valve actuator tube cracking that can lead to fuel leaks, substantial fuel quantity loss and possible engine fire, accomplish the following: (a) For the engines operated in any of the following configurations: (1) with the Fuel Quantity Indication System (FQIS) inoperative under the provisions specified in the Boeing 757 aircraft Master Minimum Equipment List (MMEL), Item 28-41-1; (2) with one of the Fuel Quantity Processor (FQP) Channels inoperative under the provisions specified in the MMEL, Item 28-41-2; (3) with both Flight Management Computer (FMC) Systems inoperative under the provisions specified in the MMEL, Item 34-61-1; or (4) with the FQIS functional, both FQP Channels functional, and at least one FMC System functional, but operating without the provisions of Boeing Operations Manual Bulletin (OMB) Number 87-7, Revision 1, dated October 28, 1987, accomplish the following prior to further flight: (a)(i) Compressor and turbine case cooling air valve tube clamping configuration: Remove loop clamp bracket assembly Part Number (P/N) 1B2224-01 from compressor and turbine case cooling air valve tubes, and install a clamping configuration that clamps the tubes to a bracket spanning the pressure and return tubes in accordance with Accomplishment Instructions contained in PW Alert Service Bulletin (ASB) Number PW2000 A75-36, dated October 28, 1987. (a)(ii) 2.5 bleed valve actuator tubes and manifold assembly clamping configuration: Install a new bracket and clamp configuration in accordance with the applicable part of the Accomplishment Instructions contained in PW ASB Number PW2000 A75-38, dated December 21, 1987. (b) For engines operated with the FQIS functional, both FQP Channels functional, at least one FMC System functional, and in accordance with the provisions of Boeing OMB Number 87-7, Revision 1, dated October 28, 1987, accomplish items (a)(i) and (a)(ii) above within 250 hours in service from the effective date of this AD. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. (e) Upon submission of substantiating data by an owner or operator through an FAA airworthiness inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. Pratt & Whitney ASB's NO. PW2000 A75-36, dated October 28, 1987, and NO. PW2000 A75-38, dated December 21, 1987, identified and described in this document 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 the engine manufacturer's ASB's may obtain copies upon request to Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 88-ANE-02, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5957, becomes effective on July 13, 1988, as to all persons except those persons to whom it was made effective 24 hours after receipt by individual Telegraphic AD T88-03-52, issued January 29, 1988, which contained this amendment.
91-07-18: 91-07-18 ING. HEINO BRDITSCHKA FLUGTECHNIK GES.M.B.H (HB AIRCRAFT INDUSTRIES AG): Amendment No. 39-8089. Docket No. 91-CE-32-AD. Applicability: Models HB-23/2400-SP powered gliders (all serial numbers), HB-23/2400 and HB-23/2400 Scanliner and Hobbyliner powered gliders that are equipped with a three-blade adjustable propeller, certificated in any category. Compliance: Required prior to further flight after the effective date of this AD, unless already accomplished. To prevent loss of the propeller while in flight that could result in damage to the powered glider and loss of control, accomplish the following: (a) Replace the three-blade propeller with a fixed-pitch, two-blade propeller in accordance with Ing. HB Instructions 23/2/90, dated December 19, 1990. (b) 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, Europe,Africa, Middle East Office, FAA, c/o American Embassy, 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. (c) The inspections and replacements required by this AD shall be done in accordance with Ing. HB Instructions 23/2/90, dated December 19, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. Section 552(a) and 1 CFR Part 51. Copies may be obtained from Ing. Heino Brditschka Flugtechnik Ges.m.b.H. (HB Aircraft Industries AG), Dr. Adolf Scharfstr. 44, 4053 Haid, Austria. Copies may be inspected 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, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-8089, AD 91-07-18) becomes effective onJanuary 3, 1992, as to all persons except those persons to whom it was made immediately effective by priority letter AD 91-07-18, issued March 29, 1991, which contained this amendment.
74-11-03: 74-11-03 AIRESEARCH: Amendment 39-1848. Applies to model GTCP36-4A, -6, -16, and -28 Auxiliary Power Units (APU) installed on, but not limited to, Grumman Gulfstream 1159, Fokker F-28, NAMC YS-11, and VFW Fokker 614 Aircraft. "Pursuant to the authority of the Federal Aviation Act of 1958, delegated to me by the Administrator (31 F.R. 13697), the following airworthiness directive applicable to all aircraft incorporating AiResearch Model GTCP36-4A, -6, -16, and -28 Auxiliary Power Units (APU), installed in, but not limited to, Grumman Gulfstream 1159, Fokker F-28, NAMC YS-11, and VFW Fokker 614 aircraft, listed in AiResearch Alert Service Bulletins GTCP36-49-A3621, dated March 19, 1974, and GTCP36-49-A3618, dated April 1, 1974, or later FAA-approved revisions, is effective immediately upon receipt of this airmail letter. This AD is required due to a manufacturing error resulting in a certain lot of fuel controls for the APU containing a case casting wall thickness below allowable design limits. As the vessel is a high pressure cavity, failure of the wall would allow H.P. fuel to leak into the APU compartment. Compliance required as indicated, unless already accomplished. Within 25 hours additional time in service of any aircraft on which the APU is installed, visually inspect the APU fuel control body per AiResearch Alert Service Bulletins GTCP36-49-A362l, dated March 19, 1974, or GTCP36-49-A3618, dated April 1, 1974, or later FAA-approved revisions. Prior to the installation of any AiResearch APU models listed herein, in any aircraft, conduct the visual inspection per the applicable Alert Service Bulletins. If, as a result of any of the foregoing inspections, fuel control units are found to have the unacceptable case casting wall thickness, either: (A) Prior to further flight, placard the APU inoperative until replaced with a new or serviceable part. The APU may not be operated until a new or serviceable part is installed. or (B) Replace, prior to further flight, with a new or serviceable part. Mark all fuel control units found to be unacceptable in a conspicuous manner to prevent inadvertent return to service. Return said units to AiResearch for exchange as indicated in the AiResearch Alert Service Bulletins. Re-identify acceptable units per the Alert Service Bulletins. Make appropriate aircraft logbook entries to reflect compliance with this AD. Aircraft may be flown to a base for performance of maintenance required by this AD, per FAR's 21.197 and 21.199, provided that the APU is inoperative for said flight." This amendment is effective May 20, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated April 25, 1974.
90-23-11 R1: 90-23-11 R1 AIRBUS INDUSTRIE: Amendment 39-6802 as corrected by Amendment 39- 6947. Docket No. 89-NM-202-AD. Applicability: Model A300 series airplanes, Serial Numbers 001 through 305, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the ram air turbine to provide hydraulic power in an emergency situation, accomplish the following: A. For ram air turbines on which neither modification No. RM 370 (Dowty Rotol Service Bulletin 29-76) nor modification No. RM 401 (Dowty Rotol Service Bulletin 29-104) has been accomplished; or on which one, but not both, of those modifications has been accomplished: Perform a ground test of the ram air turbines, in accordance with Dowty Rotol Service Bulletin 29- 124, Revision 3, dated March 29, 1989, as follows: 1. Prior to a. or b., below, whichever occurs later: a. 4,000 hours time-in-service or 24 months since new or overhaul, whichever occurs first, orb. 600 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first. 2. Repeat the ground test at intervals not to exceed 600 hours time-in-service or 6 months, whichever occurs first. B. For ram air turbines on which both modification No. RM 370 (Dowty Rotol Service Bulletin 29-76) and modification No. RM 401 (Dowty Rotol Service Bulletin No. 29-104) have been accomplished: Perform a ground test of the ram air turbines, in accordance with Dowty Rotol Service Bulletin 29-124, Revision 3, dated March 29, 1989, as follows: 1. Prior to a. or b., below, whichever occurs later: a. 7,500 hours time-in-service or 30 months since new or overhaul, whichever occurs first, or b. 1,500 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first. 2. Repeat the ground test at intervals not to exceed 3,000 hours time-in- service or 12 months, whichever occurs first. C. If the ram air turbine fails to function properly during the ground tests required by paragraphs A. or B. of this AD, prior to further flight, replace with a serviceable unit, or overhaul the unit, in accordance with Dowty Rotol Overhaul Manual 29-21-14. D. Prior to 1. or 2., below, whichever occurs later, perform an overhaul of the ram air turbine in accordance with Dowty Rotol Overhaul Manual 29-21-14: 1. 20,000 hours time-in-service or 10 years since new or overhauled, whichever occurs first, or 2. 12 months or 3,000 hours time-in-service after the effective date of the AD, whichever occurs first. E. Accomplishment of the modifications described in all three Dowty Rotol Service Bulletins 29-125 R1, 29-76, and 29-104, constitutes terminating action for the 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 90-23-11 R1 corrects AD 90-23-11, Amendment 39-6802. The effective date of the requirements of AD 90-23-11 R1 remains December 17, 1990, as specified in AD 90-23-11. This amendment (39-6947, AD 90-23-11 R1) is effective on March 22, 1991.
2013-22-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by reports indicating that a standard fuel tank 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), consequently leading to a fuel-fed fire.
99-10-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200, -300, and -400 series airplanes, that requires replacement of fuse pins in the upper link, midspar fittings, and diagonal brace of the nacelle strut with new corrosion-resistant pins. This amendment is prompted by reports of cracked fuse pins in the upper link, midspar fittings, and diagonal brace of the nacelle strut due to fatigue and corrosion. The actions specified by this AD are intended to prevent cracking or corrosion of the fuse pins of the nacelle strut, which could result in failure of the fuse pin and strut-to-wing attachment, and consequent loss of the strut and separation of the engine from the airplane.
99-10-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Corporation (Raytheon) Model Beech 2000 airplanes. This AD requires immediately incorporating temporary revisions to the Limitations Section of the Airplane Flight Manual (AFM) that include requirements of not allowing flap operation during takeoff, accomplishing the preflight visual checks (referred to as visual inspections in the AFM temporary revisions) of the aft cove panel of the wing for delamination prior to each flight, and incorporating a repair scheme if delamination is found. This AD also requires repetitively inspecting the trailing edge of the wing by looking for delamination (debonding) (also referred to as cracks in the service information) through the thickness of the trailing edge of the wing cove skin panels, and modifying the center flap track rib attachment when delamination (debonding) is found. This AD is the result of a report of the wing cove skin panel separating from the wing while in flight on one of the affected airplanes. The actions specified by this AD are intended to detect and correct delamination of the wing cove skin in the area of the support rib, which could result in the delamination propagating to the trailing edge of the wing with the wing cove skin panel possibly separating from the wing. Comments for inclusion in the Rules Docket must be received on or before July 9, 1999.
71-24-10: 71-24-10 BEECH: Amendment 39-1350 as amended by Amendment 39-1693. Applies to the following airplanes: 1) Models Serial Numbers Affected 35-C33, E33, F33 CD-1062 thru CD-1254, except CD- 1237 35-C33A, E33A, F33A CE-118 thru CE-346, except CE-324 E33C, F33C CJ-1 thru CJ-30 V35, V35TC, V35A D-8336 thru D-9285, except V35A-TC, V35B, D-9208, -9279, -9280, -9281, V35B-TC 9282 36, A36 E-1 thru E-275 95-B55, 95-B55A TC-1021 thru TC-1397, except TC- 1395, -1396 95-C55, D55, E55 TE-256 thru TE-845, except TE-836, 837 56TC, A56TC TG-1 thru TG-94 58 TH-1 thru TH-170 except TH-135, - 153, -161 D95A, E95 TD-678 thru TD-721 2) Only applicable if altered in service to incorporate P/N 60-524080 series control wheels which have provisions for a clock and light: Models Serial Numbers Affected 35-C33 CD-814 thru CD-1061 35-C33A CE-1 thru CE-117 V35 D-7977 thru D-8335 95-B55, 95-B55A TC-371 and TC-502 thru TC-1020 95-C55, 95-C55A TC-350 and TE-1 thru TE-255 D95A TD-534 thru TD-677 In order to assure security of control wheels, (1) within 50 hours' time in service after the effective date of this AD, for those airplanes which do not comply with AD 71-12-04, or (2) within 300 hours' time in service after the effective date of this AD, for those airplanes which do comply with AD 71-12-04, unless already accomplished, accomplish the following: Ascertain that two Beech inspection stamps can be seen on one tip of each control wheel adapter. (These tips may be seen while looking toward the forward face of control wheel hubs, without disassembly.) If the stamps cannot be seen on an adapter, replace it with either Beech P/N 96-524029-15 (short) or Beech P/N 96-524029-19 (long) control wheel adapters which have the aforementioned stamps, or in the alternative with Beech P/N 96-524029-31 (short) and 96- 524029-33 (long control wheel adapters, or with any equivalent part approved by the Chief, Engineeringand Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0254-156, or later revision approved by Chief, Engineering and Manufacturing Branch, FAA, Central Region, pertains to this subject. This AD Amendment 39-1350 supersedes AD 71-12-04. Amendment 39-1350 became effective December 1, 1971. This amendment 39-1693 becomes effective August 1, 1973.
2013-22-06: We are superseding Airworthiness Directive (AD) 94-13-06 for certain The Boeing Company Model 747 series airplanes. AD 94-13-06 required repetitive detailed inspections to detect cracking in certain fuselage upper deck tension ties, repair or modification of any cracked tension ties, and repetitive inspections of repaired and modified tension ties and repair or modification if necessary. AD 94-13-06 also provided for optional terminating action for the repetitive detailed inspections of tension ties that had not been repaired or modified. This new AD retains the repetitive inspections, mandates the previously optional terminating modification, and adds, for tension ties that have not been repaired or modified, repetitive inspections that must be done concurrently with the existing repetitive inspections. This AD was prompted by an evaluation by the design approval holder indicating that the upper deck tension ties of the fuselage are subject to widespread fatigue damage. We are issuing this AD to prevent widespread fatigue damage of certain fuselage upper deck tension ties, which could result in reduced structural integrity of the airplane.
2010-14-15: We are adopting a new airworthiness directive (AD) for the products listed above. 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: A fatal accident occurred to a L-13 BLANIK sailplane, in which the main spar of the right wing failed near the root due to positive load. The right wing detached from the aircraft and the pilots lost control of the sailplane. The preliminary investigation has revealed that the fracture may have been due to fatigue. This AD requires actions that are intended to address the unsafe condition described in the MCAI.