Results
71-13-01: 71-13-01 AVCO LYCOMING: Amdt. 39-1231. Applies to TIO 540-A series engines with serial numbers lower than 1931-61. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failures of the fuel injector manifold to nozzle tube assemblies accomplish the following: 1. Visually inspect each tube assembly for fuel stains, cracks, dents and bend radii under 5/8 inch. Replace cracked or dented lines and increase bends to 5/8 inch or more without denting or kinking before further flight. 2. Install support clamps in accordance with the instructions contained in Lycoming Service Bulletin No. 335 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective June 22, 1971.
97-17-01: 97-17-01 BOEING: Amendment 39-10102. Docket 96-NM-152-AD. \n\n\tApplicability: Model 737-100 and -200 series airplanes equipped with Bendix main wheel assemblies having part number 2601571-1, 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 otherwise 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 (c) 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 failure of the wheel flanges, which could result in damage to the hydraulics systems, jammed flight controls, loss of electrical power, or other combinations of failures and consequent reduced controllability of the airplane, accomplish the following: \n\n\tNOTE 2: Allied Signal, Aircraft Landing Systems, Service Information Letter #619, dated February 26, 1997, is an additional source of service information for appropriate wheel half serial numbers.\n \n\t(a)\tFor airplanes equipped with a Bendix main wheel assembly having part number (P/N) 2601571-1 with an inboard wheel half with serial number (S/N) B-5898 or lower, or S/N H-1721 or lower; or with an outboard wheel half with S/N B-5898 or lower, or S/N H-0863 or lower; accomplish the following: \n\n\t\t(1)\tWithin 180 days after the effective date of this AD, and thereafter at each tire change until the replacement required by paragraph (b) of this AD is accomplished: Accomplish the actions specified in paragraphs (a)(1)(i), (a)(1)(ii), and (a)(1)(iii) of this AD, in accordance with the Accomplishment Instructions of Allied Signal Service Bulletin No. 737-32-026, dated April 26, 1988. \n\n\t\t\t(i)\tClean any inboard and outboard wheel half specified in paragraph (a) of this AD. And\n \n\t\t\t(ii)\tInspect the wheel halves for corrosion or missing paint. If any corrosion is found, or if any paint is missing in large areas, prior to further flight, strip or remove paint, and remove any corrosion. And \n\n\t\t\t(iii)\tPerform an eddy current inspection to detect cracks of the bead seat area. \n\n\t\t(2)\tIf any cracking is found during the inspections required by this paragraph, prior to further flight, repair or replace the wheel halves with serviceable wheel halves in accordance with procedures specified in the Component Maintenance Manual. \n\n\t(b)\tFor airplanes equipped with a Bendix main wheel assembly having P/N 2601571-1 with an inboard wheel half with S/N B-5898 or lower, or S/N H-1721 or lower; or with an outboard wheel half with S/N B-5898 or lower, or S/N H-0863 or lower; accomplish the following: Within 2 years after the effective date of this AD, accomplish the actions specified in paragraphs (b)(1) and (b)(2) of this AD, in accordance with Bendix Service Information Letter (SIL) 392, Revision 1, dated November 15, 1979. Accomplishment of the replacement constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. \n\n\t\t(1)\tRemove any inboard wheel half specified in paragraph (b) of this AD, and replace it with an inboard wheel half having P/N 2607046, S/N 5899 or greater, or S/N H-1722 or greater. And \n\n\t\t(2)\tRemove any outboard wheel half specified in paragraph (b) of this AD, and replace it with an outboard wheel half having P/N 2607047, S/N B-5899 or greater, or S/N H- 0864 or greater.\n \n\t(c)\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 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tCertain actions shall be done in accordance with Bendix Service Information Letter (SIL) 392, Revision 1, dated November 15, 1979. Certain other actions shall be done in accordance with Allied Signal Service Bulletin No. 737-32-026, dated April 26, 1988. This incorporationby 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 Allied Signal Aerospace Company, Aircraft Landing Systems, 3520 Westmoor Street, South Bend, Indiana 46628-1373. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on September 16, 1997.
91-09-07: 91-09-07 BOEING: Amendment 39-6982. Docket No. 90-NM-218-AD. Supersedes AD 83- 03-01 R1. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53- 0153, Revision 5, dated December 14, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the structural integrity of the forward entry doorway forward frame, accomplish the following: \n\n\tA.\tVisually inspect the forward entry doorway frame for cracks in accordance with Boeing Service Bulletin 727-53-0153, dated February 1, 1980, or Revisions 1 through 5, at the earlier of the times indicated in subparagraphs A.1. or A.2. of this AD, and repeat the inspection at intervals not to exceed 3,700 landings: \n\n\t\t1.\tWithin the next 1,850 landings after March 11, 1983 (the effective date of Amendment 39-4561), or prior to accumulating a total of 25,000 landings, whichever occurs later; or \n\n\t\t2.\tWithin the next 1,850 landings after May 16, 1986, (the effective date of Amendment 39-5283), or prior to accumulating a total of 15,000 landings, whichever occurs later. \n\n\tB.\tFor airplanes modified in accordance with Boeing Service Bulletin 727-53-0153, dated February 1, 1980, through Revision 4, dated November 8, 1985, conduct the inspections described in paragraph A. of this AD prior to the accumulation of 10,000 landings after the modification or within the next 3,700 landings after the effective date of this AD, whichever occurs later. Repeat the inspection at intervals not to exceed 3,700 landings. \n\n\tC.\tCracked structure must be repaired prior to further flight, in accordance with Boeing Service Bulletin 727-53-0153, Revision 5, dated December 14, 1989, or earlier FAA- approved revisions. Repair in accordance with Revision 2 through 5 of the service bulletin constitutes terminating action for the requirements of this AD. \n\n\tD.\tModification in accordance with Boeing Service Bulletin 727-53-0153, Revision 5, dated December 14, 1989, constitutes terminating action for the requirements of this AD. \n\n\tE.\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time-in-service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Seattle ACO.\n \n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-09-07 supersedes AD 83-03-01 R1 (Amendment 39-5283), which revised AD 83-03-01 (Amendment 39-4561). \n\n\tThis amendment (39-6982, AD 91-09-07) becomes effective on May 28, 1991.
2019-19-05: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of disconnections of certain hinge arms of the bulk cargo door (BCD) due to disbonding of the hinge arm bushes. This AD requires either modifying and re-identifying affected BCDs or replacing affected BCDs, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
87-01-03: 87-01-03 AEROSPATIALE: Amendment 39-5492. Applies to Model ATR-42 airplanes listed in Aerospatiale Service Bulletin ATR 42-79-0002 dated September 3, 1986, certificated in any category. To ensure acceptable engine anti-icing capability, accomplish the following within 10 days after the effective date of the AD, unless previously accomplished. A. Modify the engine oil cooler thermostatic valve system, in accordance with Aerospatiale Service Bulletin ATR 42-79-0002, dated September 3, 1986. 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 the modification required by this AD. All persons affected by this directive who have not already received theappropriate service document from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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 becomes effective January 20, 1987.
97-15-06: 97-15-06 BOEING: Amendment 39-10079. Docket 97-NM-123-AD.\n \n\tApplicability: Model 737, 747, 757, and 767 series airplanes equipped with IPECO pilots' seats; as listed in Boeing Service Bulletins 737-25-1334, 747-25-3132, 757-25-0183, and 767-25-0244; all dated December 19, 1996; 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 (b) 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 requestshould include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent uncommanded movement of the pilots' seats during acceleration and take-off of the airplane; accomplish the following: \n\n\t(a)\tWithin 90 days after the effective date of this AD, perform a one-time operational test of the pilots' seats and the seat locks to determine that the lock pin of the seat track fully engages in all lock positions of the seat track, in accordance with Boeing Service Bulletin 737-25-1334 (for Model 737 series airplanes), 747-25-3132 (for Model 747 series airplanes), 757-25-0183 (for Model 757 series airplanes), or 767-25-0244 (for Model 767 series airplanes); all dated December 19, 1996; as applicable. \n\n\t\t(1)\tIf the seat lock pin fully engages in all lock positions of the seat track, no further action is required by this AD. \n\n\t\t(2)\tIf the seat lock pin does not fully engage in all positions of the seat track, priorto further flight, re-align the seat tracks, in accordance with the applicable service bulletin specified in paragraph (a) of this AD. \n\n\t(b)\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 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n \n\t(c)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe actions shall be done in accordance with Boeing Service Bulletin 737-25-1334, dated December 19, 1996; Boeing Service Bulletin 747-25-3132, dated December 19, 1996; Boeing Service Bulletin 757-25-0183, dated December 19, 1996; or Boeing Service Bulletin 767-25-0244, dated December 19, 1996. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on July 31, 1997.
78-01-16: 78-01-16 MCDONNELL DOUGLAS: Amendment 39-3117. Applies to Model DC-9 and Military C-9 Series Airplanes certificated in all categories, Fuselage Numbers 1 through 851, inclusive which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin No. 54-31, dated August 24, 1976, or later FAA approved revisions. \n\n\tTo detect cracks and prevent possible failure of the engine pylon aft upper spar straps (caps) comply with the following: \n\n\t(a)\tFor airplanes with 35,000 or more landings on the effective date of this AD, within the next 600 landings unless already accomplished within the last 1800 landings and thereafter at intervals not to exceed 2400 landings, accomplish Paragraph (f). \n\n\t(b)\tFor airplanes with 30,000 to 34,999 landings on the effective date of this AD, within the next 900 landings, unless already accomplished within the last 1500 landings, and thereafter at intervals not to exceed 2400 landings, accomplish Paragraph (f). \n\n\t(c)\tFor airplanes with 25,000 to 29,999 landings on the effective date of this AD, within the next 1200 landings, unless already accomplished within the last 1200 landings, and thereafter at intervals not to exceed 2400 landings, accomplish Paragraph (f). \n\n\t(d)\tFor airplanes with 15,000 to 24,999 landings on the effective date of this AD, within the next 2,000 landings, unless already accomplished within the last 400 landings, and thereafter at intervals not to exceed 2400 landings, accomplish Paragraph (f). \n\n\t(e)\tFor airplanes with less than 15,000 landings on the effective date of this AD, within the first 2,000 landings, after accumulating 15,000 landings, and thereafter at intervals not to exceed 2400 landings, accomplish Paragraph (f). \n\n\t(f)\tAs required by Paragraphs (a) through (e): \n\n\t\t(1)\tUltrasonically inspect the engine pylon aft upper spar straps (caps), Part Number 9958154-5/-6 or 9958154-37/-38 per Paragraph 2.B of Douglas DC-9 Service Bulletin A54-31 dated December 22, 1976 orlater FAA approved revision, or an alternate method approved by the Chief, Aircraft Engineering Division, Western Region. If there is evidence of cracking, magnetic particle inspection per Paragraph 2.C may be used to confirm the evidence of cracking. \n\n\t\t(2)\tIf cracks are detected, before further flight replace the strap with new Part Numbers 9958154-5/-6 or 9958154-37/-38 and resume the inspections after the part has accumulated 15,000 landings or modify in accordance with Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revision. \n\n\t\t(3)\tAt the option of the operator, the ultrasonic inspection may be deleted if the magnetic particle inspection is accomplished. If the magnetic particle inspection procedure is used, after two bearing replacements it is necessary to replace the strap with a new Part Number 9958154-5/-6 or 9958154-37/-38 or modified per Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revision. \n\n\t(g)\tUpon completion of modification of the engine pylon rear spar straps (caps) per Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revision the inspection requirements of this AD are terminated. \n\n\t(h)\tFor the purpose of complying with this AD, if records of landings are not available, the number of landings for the purpose of establishing initial compliance may be determined by dividing each airplane's hours in service by the operator's appropriate fleet average time from takeoff to landing. This procedure is subject to acceptance by the assigned FAA maintenance inspector. \n\n\t(i)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the inspections required by this AD. \n\n\tThis Amendment becomes effective February 13, 1978.
2019-19-12: The FAA is superseding Airworthiness Directive (AD) 2018-10-07 for Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters. AD 2018-10-07 required inspecting the engine collective position transducer (CPT). This new AD retains the requirements of AD 2018-10-07 and expands the applicability. This AD is prompted by the determination that an additional part-numbered engine CPT is affected by the same unsafe condition. [[Page 53009]] The FAA is issuing this AD to address the unsafe condition on these products.
83-24-02: 83-24-02 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39-4771. Applies to all Model Falcon 10 airplanes specified in the Planning Information of the service bulletins, certificated in all categories. To assure adequate exterior emergency lighting accomplish the following unless previously accomplished: A. Within the next 400 hours time in service or 270 days, whichever occurs first, after the effective date of this AD, perform the actions described in the Accomplishment Instructions of one of the following Service Bulletins: (1) Avions Marcel Dassault-Breguet Aviation AMD-BA F10 0222, (F10 33 003), dated November 12, 1981, for airplanes completed by AMD-BA with option 25-20-02, or (2) Falcon Jet Corporation No. 15 (ATA No. 33-1), dated August 17, 1983, for airplanes completed in the United States. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Incorporation of the emergency exit lighting features of Supplemental Type Certificate SA4996SW constitutes compliance with this AD. 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. This amendment becomes effective December 23, 1983.
97-15-16: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-15-16, which was sent previously to all known U.S. owners and operators of BHTC Model 430 helicopters by individual letters. This AD requires inspections of all 4 main rotor adapter assemblies for evidence of flapping contact between the adapter liners and the upper stop assembly plugs, and for evidence of lead-lag contact between the adapter pads and the yoke assembly; installing a never-exceed-velocity (VNE) placard; marking the airspeed indicator to reflect the airspeed restriction; installing a slippage mark on the airspeed indicator glass and instrument case; and inserting revisions to the rotorcraft flight manual to reflect the airspeed revision. This amendment is prompted by a report of a main rotor tip path plane separation, which occurred during a ferry flight at an airspeed of more than 140 knots indicated airspeed (KIAS). The actions specified by this AD are intended to prevent tip path plane separation, increased vibrations, possible damage to the main rotor system, and subsequent loss of control of the helicopter.
62-22-02: 62-22-02 PRATT & WHITNEY: Amdt. 496 Part 507 Federal Register October 16, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1 Turbofan Engines. Compliance required as indicated. To preclude failure of the fourth stage compressor rotor disc, P/N 393504, accomplish the following: (a) For engines previously inspected by the procedure described in paragraph (c) or for engines which have been overhauled, inspect in accordance with paragraph (c) as follows: (1) Inspect engines which have accumulated 235 or more hours' time in service since the last such inspection or engine overhaul within the next 130 hours' time in service after the effective date of this AD, and every 365 hours' time in service thereafter. (2) Inspect engines which have accumulated less than 235 hours' time in service since the last such inspection or engine overhaul, prior to the accumulation of 365 hours' time in service since the last such inspection or engine overhaul and every 365 hours' time in service thereafter. (b) For engines which have not previously been inspected by the procedure described by paragraph (c) and which have not been overhauled, inspect in accordance with paragraph (c) as follows: (1) Inspect engines with 300 or more hours' time in service within the next 65 hours' time in service after the effective date of this AD, and every 365 hours' time in service thereafter. (2) Inspect engines with less than 300 hours' time in service prior to the accumulation of 365 hours' time in service and every 365 hours' time in service thereafter. (c) Remove the front accessory drive support assembly (NI gearcase) and the front accessory drive main spur gear (NI gearcase coupling). Using a strong light, visually inspect the fourth stage compressor rotor disc in the area between the disc bore and the spacer shoulder on the disc. If cracking is found, remove the engine for disc replacement prior to further flight. (d) When fourth stagecompressor disc P/N 468304 is installed in place of P/N 393504, the repetitive inspections required by this AD are no longer required. (e) The requirement for main oil screen inspections per AD 61-24-01 does not apply when the No. 1 bearing compartment is exposed for this disc 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 such operator. (Pratt & Whitney Aircraft telegraphic message of August 21, 1962, to all JT3D operators, covers the same subject.) This directive effective October 16, 1962.
2019-20-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD requires repetitive inspections for cracking of the left and right hand side outboard chords of frame fittings and failsafe straps at a certain station, and repair if any cracking is found. This AD was prompted by reports of cracking discovered in this area. The FAA is issuing this AD to address the unsafe condition on these products.
98-09-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires repetitive inspections of the fuselage skin to detect corrosion or fatigue cracking around and under the chafing plates of the wing root; and corrective actions, if necessary. 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 detect and correct fatigue cracks and corrosion around and under chafing plates of the wing root, which could result in reduced structural integrity of the airplane.
80-12-04: 80-12-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3790. Applies to Model SA-330 series helicopters, certificated in all categories, with tail rotor blades P/N 330.12.0000 all dash numbers, P/N 330.12.0005 all dash numbers, or P/N 330.12.0006 all dash numbers installed. To prevent failure of the tail rotor blades, accomplish the following: (a) Within the next five hours time in service after the effective date of this AD or before further flight following the last flight of the day after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed five hours time in service from the last inspection, and before further flight following the last flight of each day, inspect the tail rotor blade skin in the root area of all tail rotor blades for cracks by visual means in accordance with Aerospatiale Service Bulletin No. 05.59, dated March 23, 1979, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (b) If, during any inspection required by this AD, any cracks are found, before further flight, remove the cracked blade from service and replace with a serviceable part of the same part number, or a serviceable interchangeable tail rotor blade as defined by Section 5.11 of the Aerospatiale Model SA-330 series helicopters Maintenance Manual, Chapter 65.21 or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, and continue to inspect in accordance with paragraph (a) of this AD. This amendment becomes effective June 2, 1980, as to all persons except those persons to whom it was made immediately effective by the telegram issued April 6, 1979, which contained this amendment.
79-24-02: 79-24-02 MITSUBISHI AIRCRAFT INTERNATIONAL, INC., (MAI): Amendment 39-3612. Applies to MAI Model MU-2B series, serial numbers 354SA, 356SA, 374SA, 387SA, 392SA, 393SA, 709SA, 723SA, 728SA, and other aircraft which have previously complied with Service Recommendation No. SR017/28-001, dated July 25, 1979; MU-2B-40, serial numbers 395SA through 412SA, 414SA, and 416SA; Model MU-2B-60, serial numbers 731SA through 747SA and 749SA through 757SA. Compliance is required within the next 50 hours' time in service after the effective date of this airworthiness directive, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modifications can be performed. To prevent pumping fuel overboard, accomplish the following: Modify outer fuel tank switch wiring in accordance with Mitsubishi Aircraft International Service Bulletin No. SB013/28-001, dated October 18, 1979; or Service Bulletin No. SB014/28-002, dated October 18, 1979, as applicable; or an equivalent method. Mitsubishi Aircraft International Inc., Service Bulletin No. SB013/28-001 and Service Bulletin No. SB014/28-002 pertain to and provide instructions for accomplishing the intent of this AD. The manufacturer's procedures identified and described in this directive are incorporated herein and made a part thereof pursuant of 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 Mitsubishi Aircraft International, Inc., Post Office Box 3848, San Angelo, Texas 76901. These documents may also be examined at Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective November 21, 1979.
64-07-05: 64-07-05 SCHLEICHER: Amdt. 701 Part 507 Federal Register March 11, 1964. Applies to All Models Ka2B, Ka6, K7 and K8 Gliders. Compliance required as indicated. A number of elevator control failures have occurred in service due to deflection of a long unsupported section of the push-pull control rod and some manufacturing deviations. To preclude recurrence of these failures, the following shall be accomplished: (a) Each glider shall be inspected for conformity to Schleicher Service Document entitled, "Automatic Elevator Connection" dated July 4, 1962, within the next 10 hours' time in service after the effective date of this AD. (b) Models Ka2B, Ka6, K7, and K8 gliders not conforming to the document referred in (a) shall be repaired or modified before further flight. All repairs or modifications shall conform to standards specified in CAM 18. (c) Unless already accomplished, install an additional push pull rod support in Models Ka2B, K7 and K8 gliders within the next 10 hours' time in service. MODEL MODIFICATION NO. Ka2B No. 7 dated July 4, 1962 K7 No. 8 dated November 23, 1961 K8 No. 7 dated November 24, 1961 (Schleicher Service Document, "Automatic Elevator Connection" dated July 4, 1962, for Models Ka2B, Ka6, K7 and K8, and Mod. No. 8 dated November 23, 1961, for Model K7, Mod. No. 7 dated November 24, 1961, for Model K8, and Mod. No. 7 dated July 4, 1962, for Model Ka2B, pertain to this same subject.) This directive effective April 13, 1964.
82-11-05: 82-11-05 BENDIX: Amendment 39-4389. Applies to Bendix Engine Products Division D-2000 and D-2200 series magnetos with serial numbers below 35480 (red identification plate) and with serial numbers below 8122106 (blue identification plate), unless identified with an "X" in the upper left corner of the identification plate. Compliance required as indicated, unless already accomplished. To reduce the possibility of engine power loss and engine damage resulting from looseness of the distributor gear electrode, accomplish Paragraphs (a) and (b): (a) Comply with the inspection requirements specified in the "Detailed Instructions" of Bendix Service Bulletin No. 617, dated November 1981, or later FAA-approved revision in accordance with the following schedule: MAGNETO TIME IN SERVICE SINCE NEW OR OVERHAUL ACCOMPLISH Less than 500 hours Within the next 50 hours in service and every 100 hours in service thereafter up to 550 hours in service. 500 hours or more Within the next 50 hours in service. (b) Magnetos with 1900 hours or more in service since new or overhaul: Within the next 100 hours time in service, replace distributor gear assembly with new serviceable gear assembly in accordance with Bendix Service Bulletin No. 617, dated November 1981, or later FAA approved revision. (c) If the distributor block is contaminated with brass filings or bronze colored dust, inspect the engine as follows: (1) Observe engine pistons through spark plug hole for evidence of burning. (2) Check valve dry tappet clearance per engine manufacturer's instructions. If piston damage, or lower than specified dry tappet clearance, is present, the engine must be inspected in accordance with the engine manufacturer's instructions for continued airworthiness. Equivalent means of compliance may be approved by the Chief of the New York Aircraft Certification Office, ANE-170, Federal Aviation Administration (FAA), New England Aircraft Certification Division, Federal Building, JFK International Airport, Jamaica, New York 11430. As permitted by FAR 21.197, aircraft may be flown to a base where maintenance required by this AD can be accomplished. This AD is effective June 9, 1982.
80-19-19: 80-19-19 JET ELECTRONICS AND TECHNOLOGY, INC.: Amendment 39-3919. Applies to all Model DAC-2000 and DAC-7000 Area Navigation (RNAV) Systems. Compliance is required as indicated unless already accomplished. To prevent possible conflict with other IFR traffic, accomplish the following: Prior to next flight, install a placard (1/4" letters) adjacent to the control display unit to read as follows: "RNAV IFR OPERATION NOT AUTHORIZED." Once these systems have been modified in accordance with Jet Service Bulletin No. SB501-1279-4, SB501-1280-4, or SB501-1207-10, as applicable, and an appropriate aircraft records entry made, the placard required by this AD may be removed. This amendment becomes effective September 25, 1980, as to all persons except those to whom it was made immediately effective by airmail letter dated April 24, 1980, which contained this amendment.
2000-22-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, -200B, -200C, -200F, and -300 series airplanes delivered in or modified into the stretched upper deck configuration. This action requires a one-time inspection to detect chafing between certain engine thrust control cables and certain cable penetration holes, and follow-on actions, if necessary. This action is necessary to prevent chafing and failure of engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2019-16-08: The FAA is superseding Airworthiness Directive (AD) 2018-22- 13, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2018-22-13 required revising the existing airplane flight manual (AFM) to provide the flightcrew with updated procedures related to inboard aileron fault operations. This AD continues to require that AFM revision, and also requires modification of the electronic centralized aircraft monitoring (ECAM) procedures by installing an Airbus temporary quick change (ATQC) and activating an ECAM temporary change. This AD was prompted by a technical issue detected on the inboard aileron electrohydrostatic actuators that caused potential erroneous monitoring of those actuators. The FAA is issuing this AD to address the unsafe condition on these products.
86-09-11: 86-09-11 SIKORSKY AIRCRAFT: Amendment 39-5298. Applies to Model S-76A helicopters certificated in any category. Compliance is required as indicated unless already accomplished. To preclude possible fatigue failures of the main and nose landing gear components, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD or before the accumulation of the component hours time in service listed below, whichever occurs later, replace the following components with new or airworthy components that have not exceeded the component listed hours time in service. Thereafter, replace the following components with new or airworthy components before the accumulation of the components hours time in service listed below: COMPONENT PART NUMBER REPLACEMENT TIME/HOURS Nose Landing Gear Fork 1944E60 42,500 Cylinder 1944E2, 1944C2 18,500 Retraction Actuator Cylinder Terminal 1944D201 28,800 Piston Rod 1944E204 25,000 Main Landing Gear Cylinder 1945E2 30,300 Axle Support Fitting 1945C12 9,600 Pin, Universal to Cylinder 1945C29 23,800 Drag Brace Rod End 1945E35 38,200 Upper Torque Arm 1945E46 37,900 Lower Torque Arm 1945C47 16,200 Axle 1945E85 7,200 Rod End, Positioning Rod 1945E235 19,100 Retraction Actuator Outer Cylinder 1945E302 7,100 Piston 1945E314 33,300 Piston Rod End 01-747-061 8,000 (b) Operators who have not kept records of hours time in service on individual component parts that were installed at time of issuance of the initial rotorcraft airworthiness certificate shall substitute rotorcraft hours time in service in lieu thereof. (c) For purposes of complying with this AD, the hours time in service for individual components that were not installed at the time of issuance of the initial rotorcraft airworthiness certificate must be determined from operator's rotorcraft records. (d) Upon request, an alternate means ofcompliance which provides a level of say equivalent to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone 1617) 237-7118, may adjust the compliance time specified in this AD. NOTE: Sikorsky Alert Service Bulletin 76-32-20 applies to this subject. This amendment becomes effective on May 14, 1986.
96-20-02: 96-20-02 AIRBUS INDUSTRIE : Amendment 39-9768. Docket 92-NM-225-AD. Applicability: Model A300 B2-1C, B2K-3C, B2-203, B4-2C, and B4-103, series airplanes, on which Modification 2626 has not been installed; certificated in any category. NOTE 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.Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracking, which could result in reduced structural integrity of the airplane, accomplish the following: (a) Perform a detailed visual inspection to detect cracking of the fuselage, frame 47 at hole "I", in accordance with Airbus All Operator Telex (AOT) 53-02, dated November 2, 1992, at the times specified in paragraphs (a)(1), (a)(2), or (a)(3), as applicable. (1) For Model A300 B2-1C, B2K-3C, and B2-203 series airplanes: Perform the inspection prior to the accumulation of 15,000 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (2) For Model A300 B4-2C and B4-103 series airplanes: Perform the inspection prior to the accumulation of 18,700 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (3) For Model A300 B4-203 series airplanes: Perform the inspection prior to the accumulation of 14,100 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (b) If no crack is detected during the inspection required by paragraph (a) of this AD, repeat the detailed visual inspection at intervals not to exceed 200 landings. (c) If a crack is detected during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, repair in accordance with either paragraph (c)(1), (c)(2), or (c)(3) of this AD: (1) Repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate; or (2) Repair in accordance with crack repair procedures specified in Airbus A300 Service Bulletin 53-265, Revision 2, dated March 10, 1992; or (3) Repair in accordance with crack repair procedures specified in Airbus Service Bulletin A300-53-299, dated December 14, 1993. (d) Conducting a repetitive Rototest inspection of hole "I" in accordance with Airbus A300 Service Bulletin 53-265, Revision 2, dated March 10, 1992, or Airbus Service Bulletin A300-53-299, dated December 14, 1993, constitutes terminating action for the detailed visual inspections required by this AD. If any crack is found, prior to further flight, repair it in accordance with that service bulletin. (e) 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 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special 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. (g) The visual inspection shall be done in accordance with Airbus All Operator Telex (AOT) 53-02, dated November 2, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (h) This amendment becomes effective on November 4, 1996.
99-04-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time operational test to detect discrepancies of the delay valves and check valves of the main landing gear (MLG); and corrective actions, if necessary. This amendment also requires replacement of the retraction bracket assemblies of the MLG with new or reworked retraction bracket assemblies. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the retraction bracket assemblies of the MLG, which could result in an undampened extension of the MLG, damage to the sidestay and attachment structure, and possible collapse of the MLG.
98-21-28: This action confirms the effective date of Airworthiness Directive (AD) 98-21-28, which applies to certain British Aerospace Jetstream Model 3101 airplanes. AD 98-21-28 requires modifying the propeller de-icing system to assure system performance at low ambient temperatures. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified in this AD are intended to prevent propeller-induced vibrations from occurring during icing encounters at low ambient temperatures, which could result in decreased performance of the de-icing system during icing encounters with possible loss of control of the airplane.
2007-02-24: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires repetitive inspections for cracking of the web of the station (STA) 2360 aft pressure bulkhead around the fastener heads in the critical fastener rows in the web lap joints, from the Y-chord to the inner ring; and repair if necessary. This AD also requires a modification, which terminates the repetitive inspections. This AD results from analysis by the manufacturer that the radial lap splices of the STA 2360 aft pressure bulkhead are subject to widespread fatigue damage. We are issuing this AD to detect and correct cracking of the bulkhead web at multiple sites along the radial lap splice, which could join together to form cracks of critical length, and result in rapid decompression and loss of control of the airplane.