Results
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.
66-08-04: 66-08-04 MARTIN: Amdt. 39-207 Part 39 Federal Register March 11, 1966. Applies to Models 202, 202A, and 404 Airplanes. Compliance required as indicated. To detect and repair cracks in the piston of the piston and fork assembly of the nose landing gear, accomplish the following: (a) For nose landing gear piston and fork assembly, P/N 202SD84483, with 6,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 100 hours' time in service unless already accomplished within the last 350 hours' time in service and thereafter at intervals not to exceed 450 hours' time in service from the last inspection. (b) For nose landing gear piston and fork assembly, P/N 202SD84483, with less than 6,000 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 6,100 hours' time in service, unless accomplished in the 350 hours' time in service from 5,650 hours' to 6,000 hours', and thereafter atintervals not to exceed 450 hours' time in service from the last inspection. (c) Inspect for cracks around the periphery of the lower part of the piston from the hard chrome piston finish, to where the piston blends into the barrel (just above the fork junction) including the radii which blends the piston section into the barrel section of the terminal using dye penetrant with at least a 10-power glass or an equivalent FAA-approved method. (d) If a crack is found, the piston and fork assembly must be repaired by grinding out the crack to a depth not to exceed 0.030 inch, or replace with a part of the same part number, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. The depth of material removable must be measured from the plane of the piston surface. The reworked area must be blended into the piston surface. The surface finish after grinding must be equivalent to RMS-32 with no tool marks present. One flight may be made inaccordance with the provisions of FAR 21.197 for the purpose of obtaining these modifications. NOTE - The length of grindout may be extended completely around the periphery of the piston surface. (e) Repaired piston and fork assemblies must be inspected in accordance with (c) within the next 50 hours' time in service after the repair, and thereafter at intervals not to exceed 150 hours' time in service from the last inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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 that operator. This directive effective April 10, 1966.
99-10-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a detailed visual inspection to detect corrosion inside the forward trunnion joint of the main landing gear (MLG); follow-on actions; and repair, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by reports of corrosion at the forward trunnion thrust face, tabs, and the internal threads of the forward trunnion of the MLG due to moisture in the forward trunnion joint. The actions specified by this AD are intended to prevent corrosion of the forward trunnion joint, which could lead to a stress corrosion fracture of the forward trunnion and possible consequent collapse of the MLG.
90-03-15: 90-03-15 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-6494. Docket No. 89-NM-170-AD. Applicability: Model L-1011 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the failure of No. 3 flap vane outboard carriage link assembly, accomplish the following: A. Prior to the accumulation of 6,000 landings or 15,000 flight hours, whichever occurs first, or within 30 days after the effective date of this AD, whichever occurs later, conduct the following in accordance with Section 2, "Accomplishment Instructions," of Lockheed Service Bulletin 093-57-209, dated August 10, 1989: 1. Inspect the left and right No. 3 flap vane outboard carriage link assembly for cracks, using the eddy-current procedure as described in the Service Bulletin. 2. If no cracks are found, conduct repetitive eddy current inspections in accordance with the Service Bulletin at intervals not to exceed 1,000 landings. 3. If a crack is found, replace the link assembly with a new link assembly, P/N 1562426-101/-105, or with a titanium No. 3 flap vane outboard carriage link assembly, P/N 1562426-109. 4. If not previously accomplished, remove existing rub strips on the lower surface of spoilers No. 3 through No. 6 in accordance with the procedure described in the Service Bulletin. Then conduct a No. 3 flap vane-to-flap contact check, rigging check, and adjustment in accordance with L-1011 Maintenance Manual, Section 27-51-00. Check the vane-to-spoiler clearance to ensure that a minimum clearance of 0.20 inch is maintained. 5. If rub strips were previously removed, check the vane-to-spoiler clearance as described in the L-1011 Maintenance Manual, Section 27-51-00. B. Installation of the titanium link assembly, P/N 1562426-109, constitutes terminating action for the repetitive inspections required by paragraph A.2., above. C. Within 2 1/2 years after the effective date of this AD, replace all aluminum fittings with titanium fittings. 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, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6494, AD 90-03-15) becomes effective on March 5, 1990.