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2011-17-07: We are adopting a new airworthiness directive (AD) for certain M7 Aerospace LP Models SA226-T, SA226-T(B), SA226-TC, and SA226-AT airplanes. This AD requires repetitive replacement and inspection of certain elevator, rudder, aileron, and aileron-to-rudder interconnect primary control cables, and checking and setting of flight control cable tension. This AD was prompted by a report of a failure of a rudder control cable. We are issuing this AD to correct the unsafe condition on these products.
90-21-10: 90-21-10 BOEING: Amendment 39-6761. Docket No. 90-NM-47-AD. \n\n\tApplicability: Model 727-100 and -100C series airplanes, listed in Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, certified in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect delamination, cracking, and/or corrosion of fuselage crown skin circumferential joint at body station (BS) 1080 and to prevent depressurization, accomplish the following: \n\n\tA.\tFor airplanes modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989: Within the next 15 months after the effective date of this AD, accomplish an internal close visual inspection in accordance with the NOTE in Part I.A of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, repair in accordance with PartIII of the service bulletin. \n\n\tB.\tFor airplanes not modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, within the next 15 months after the effective date of this AD, accomplish an external visual inspection in accordance with Part II.A of the service bulletin and a LFEC inspection in accordance with Part II.B of the service bulletin. Perform an internal close visual inspection within 15 months after the external inspection, in accordance with Part II.C of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the external visual inspection at intervals not to exceed 15 months and, the LFEC inspection and internal close visual inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, accomplish one of the following: \n\n\t\t\ta.\tRepair in accordance with Part III of the service bulletin; or \n\n\t\t\tb.\tConduct a low frequency eddy current (LFEC) inspection in accordance with Part II.B of the service bulletin. \n\n\t\t\t\t(1)\tIf corrosion depth is found to be less than 10 percent of the skin thickness, conduct a high frequency eddy current (HFEC) inspection in accordance with Part II.D of the service bulletin. \n\n\t\t\t\t\t(a)\tIf no cracking is detected repeat the HFEC and LFEC inspections at intervals not to exceed 15 months. \n\n\t\t\t\t\t(b)\tIf cracking is detected, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\t\t\t\t(2)\tIf corrosion depth is found to be greater than 10 percent of the skin thickness, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\tC.\tWithin the next 3,000 landings or 30 months after the effective date of this AD, whichever occurs first, accomplish a HFEC inspection in accordance with Part II.D of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989. \n\n\t\t1.\tIf no cracking is detected, repeat the inspection at intervals not to exceed 4,000 landings or 48 months, whichever occurs first. \n\n\t\t2.\tIf cracking is detected, prior to further flight, repair in accordance with Part III, or IV of the service bulletin. \n\n\tD.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, constitutes terminating action for the inspections required by this AD for those modified areas. \n\n\tE.\tModification in accordance with Part IV or Part V of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, terminates the inspections required by paragraph C. of this AD for those modified areas. \n\n\tF.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 1, dated January 11, 1973, or Revision 2, dated June 20, 1973, constitutes terminating action for the inspections required by paragraph C. of this AD, for those modified areas. Within the next 15 months after the effective date of this AD, accomplish a close external visualinspection for cracking of the skin adjacent to the fastener heads in the modified areas. If cracks are detected, repair in accordance with Part III or IV of the service bulletin. If no cracks are detected repeat the close external visual inspection at intervals not to exceed 15 months. \n\n\tG.\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 submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO.\n \n\tH.\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 S.W., Renton, Washington. \n\n\tThis amendment (39-6761, AD 90-21-10) becomes effective on November 13, 1990.
91-07-11: 91-07-11 BOEING: Amendment 39-6946. Docket No. 90-NM-211-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the No. 2 cargo doorway frames and depressurization of the airplane, accomplish the following: \n\n\tA.\tPrior to accumulating 22,000 total flight cycles or within the next 500 flight cycles after the effective date of this AD, whichever occurs later, conduct either of the following inspections in accordance with Figure 1 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990: \n\n\t\t1.\tConduct a visual inspection and an eddy current inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\t\n\t\t\t\t\tOr2.\tConduct a visual inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspection at intervals not to exceed 500 flight cycles, until an eddy current inspection for cracks in the affected area is accomplished. Perform the eddy current inspection within the next 3,000 flight cycles after the effective date of this AD. Thereafter, repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\n\tB.\tIf cracks are found, prior to further flight, repair in accordance with Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990. \n\n\tC.\tIncorporation of repairs in accordance with Figure 2 or modification in accordance with Figure 3 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990, constitutes terminating action for the inspection requirements of paragraph A. of this AD. \n\n\tD.\tAn alternative method ofcompliance 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, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\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\tThis amendment (39-6946, AD 91-07-11) becomes effectiveon April 29, 1991.
96-24-07: This amendment adopts a new airworthiness directive (AD) that applies to certain HOAC Austria Model DV-20 Katana airplanes. This action requires replacing the muffler with one of improved design, installing a heat shield around the exhaust system endpipe, and adjusting the airplane weight and balance. This AD results from reports of cracks in the welding joint that connects the exhaust system endpipe to the muffler on three of the affected airplanes. The actions specified by this AD are intended to prevent separation of the exhaust system endpipe from the muffler because of cracks in the welding that connects these parts, which could result in heat damage to the electrical system and engine controls.
79-19-02: 79-19-02 MCDONNELL DOUGLAS: Amendment 39-3555. Applies to certain Model DC-9 series airplanes, certificated in all categories, including Military Type C-9A, C-9B and VC-9C, serial numbers corresponding to fuselage numbers 1 through 839 as identified in McDonnell Douglas Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\tCompliance required within the next 3400 hours' time-in-service unless already accomplished within the past 200 hours' time-in-service, and thereafter at intervals not to exceed 3600 hours' time-in-service, on all airplanes with over 5000 hours' time-in-service as of, and after, February 13, 1978. Accomplishment of superseded AD 78-01-12 may be credited as accomplishment of this AD until the effective date of this AD. \n\n\t(a)\tPerform an X-ray inspection of the elevator spars, P/N 9918450-1 or -501 in accordance with instructions contained in paragraph 2 of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\t(b)\tCracked parts found during any of the inspections of paragraph (a) which do not exceed the crack limits and McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979 may be continued in service. However, in addition to the 3600 hour repetitive general inspection requirements of paragraph (a), the area 12 inches inboard and outboard of all cracks must be X-ray or dye penetrant inspected at intervals not to exceed the following: \n\n\t\t(1)\tLength of longest crack up to 2 inches - 800 hours' time-in-service. \n\n\t\t(2)\tLength of longest crack between 2 and 4 inches - 400 hours' time-in-service. \n\n\t(c)\tIf cracks are found during any reinspections of paragraphs (a) or (b) which exceed the crack limits of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979, the cracked spar must be repaired or replaced before further flight. If the cracked spar is repaired per McDonnell Douglas Service Sketch 27378, the inspection procedures in paragraph (a) of this AD must be accomplished within 1800 hours' time-in-service after the repair and at intervals of 1800 hours' time-in-service thereafter. \n\n\t(d)\tSpecial 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 required by this AD. \n\n\t(e)\tIf the original 7075-T651 spars (P/N 9918450-1 or -501) are replaced with 7075-T7351 spars (P/N 9918450-503), the inspection requirements of this AD will not apply to that airplane. \n\n\t(f)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the initial and 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. \n\n\tThis supersedes AD 78-01-12, Amendment 39-3119. \n\n\tThis amendment becomes effective September 13, 1979.
2011-16-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a general visual inspection for cracks and holes of the main equipment center (MEC) drip shields, and repairs if necessary; installation of a fiberglass reinforcing overcoat; and, for certain airplanes, installation of stiffening panels to the MEC drip shields. This AD was prompted by a report of a loss of bus control unit number 1 and generator control units numbers 1 and 2 while the airplane was on the ground, and multiple operator reports of cracked \n\n((Page 47428)) \n\nMEC drip shields. We are issuing this AD to prevent water penetration into the MEC, which could result in the loss of flight critical systems.
95-26-15 R1: This amendment revises an existing airworthiness directive (AD), applicable to various transport category airplanes equipped with Allied Signal Commercial Avionics Systems CAS-81 TCAS, that currently requires a revision to the Airplane Flight Manual (AFM) to provide the flightcrew with procedures to cycle power to the TCAS processor via the circuit breaker or power bus, and to perform a TCAS functional test to verify proper operation of the TCAS. That AD was prompted by reports of failure of the audio output of the CAS-81 TCAS. The actions specified by that AD are intended to ensure that the flightcrew is advised of the potential hazard associated with failure of the audio output of the CAS-81 TCAS, and of the procedures necessary to address it. This amendment adds a revision of the AFM requirements that provides an alternative method of compliance with the currently required AFM revision; and provides for a modification to the TCAS processor, which, if accomplished, terminates the requirements of the AD.
96-22-16: This amendment adopts a new airworthiness directive (AD) that applies to certain HB Aircraft Industries AG HB-23 2400 Hobbyliner/Scanliner sailplanes. This action requires inspecting the rudder bearing support bracket for cracks, replacing the bracket if cracked, and modifying the bracket with a third bolt, if no cracks are found. Cracks found in the rudder bearing support brackets prompted this action. The actions specified by this AD are intended to prevent cracks in the rudder bearing support bracket, which could cause loss of control of the rudder and possible loss of the sailplane.
96-22-13: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Aircraft Ltd. (Pilatus), Model PC-6 airplanes. This action requires inspecting for loose or sheared rivets in the hinge brackets on the horizontal stabilizer and inspecting for incorrect spacing tolerance of the hinge brackets. If the rivets are found loose or sheared, the AD requires replacing the rivets and also re-positioning the hinge brackets, if found incorrectly spaced. Several reports of rivets shearing on the hinge brackets prompted this action. The actions specified by this AD are intended to prevent structural failure of the hinge bracket on the horizontal stabilizer, which could result in partial or complete loss of control of the horizontal stabilizer and loss of control of the airplane.
92-27-11 R1: 92-27-11 R1 MCDONNELL DOUGLAS: Amendment 39-8491. Docket 93-NM-07-AD. Revises AD 92-27-11, Amendment 39-8446. \n\n\tApplicability: McDonnell Douglas Model MD-11 and MD-11F series airplanes; as listed in McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inhibited operation of the engine emergency fire extinguisher system, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, perform a functional inspection for proper actuation of the fire bottle switch, and a visual inspection of the fire shutoff handle cover assembly to verify whether a minimum clearance of 0.030 inch (0.76 mm) exists between the fire shutoff handles, cover assembly, and rub strips in the flight compartment, in accordance with the Accomplishment Instructions of McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992. \n\n\t\t(1)\tIf any fire bottle switch actuates (audible click), and if any handle clearance is found to be 0.030 inch (0.76 mm) or greater, no further action is necessary; or \n\n\t\t(2)\tIf any fire bottle switch does not actuate (click is not audible), and/or any handle clearance is not found to be 0.030 inch (0.76 mm) or greater, prior to further flight, trim the cover assembly handle cutout and rub strips to achieve a clearance of 0.030 inch (0.76 mm) or greater, and repeat the functional inspection requirements for proper switch actuation in accordance with 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, Los Angeles 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, LosAngeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe functional inspection and trim shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A76-3, dated November 17, 1992. This incorporation by reference was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 13, 1993 (57 FR 61791, December 29, 1992). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; 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 February 8, 1993.
2021-13-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports indicating that during investigation of a fuel leak, fatigue cracking was found on the forward inboard side of the fuel tank access door cutouts on the left and right lower wing skin. The cause of the cracking is attributed to corrosion damage. This AD requires repetitive inspections for any existing repair of the wing lower skin fuel tank and dry bay access door cutouts on the left and right lower wing skin, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
96-22-10: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas DC-9 and DC-9-80 series airplanes, and Model MD-88 airplanes, that requires repetitive leak checks of the lavatory drain system and repair, if necessary; provides for the option of revising the FAA-approved maintenance program to include a schedule of leak checks; requires the installation of a cap on the flush/fill line; and requires replacement or modification of the vent system piping. This amendment is prompted by continuing reports of damage to engines and airframes, separation of engines from airplanes, and damage to property on the ground, caused by "blue ice" that forms from leaking lavatory drain systems on transport category airplanes and subsequently dislodges from the airplane fuselage. The actions specified by this AD are intended to prevent such damage associated with the problems of "blue ice."
91-15-10: 91-15-10 SOCATA Groupe AEROSPATIALE: Amendment 39-7074. Docket No. 91-CE-56-AD. Applicability: Models TB9 and TB10 airplanes (serial numbers 1 through 1217); and Models TB20 and TB21 airplanes (serial numbers 1 through 1030), certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. NOTE: The compliance time referenced in this AD takes precedence over that in the referenced service bulletin. To prevent adverse airplane handling qualities and possible loss of control of the airplane, accomplish the following: (a) Inspect the horizontal stabilizer balance weight attachment nuts for proper installation in accordance with the instructions in Parts 1) and 2) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. (1) If the horizontal stabilizer balance weight attachment nuts are not loose and are properly installed, accomplish the requirements in Part 3) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991, and return the airplane to service. (2) If the horizontal stabilizer balance weight attachment nuts are loose or are improperly installed, prior to further flight, remove, inspect, modify and reinstall the horizontal stabilizer balance weight in accordance with the criteria and instructions in Part 4) of SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. (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, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000, Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (c) The inspection and possible modification required by this AD shall be done in accordance with SOCATA Groupe AEROSPATIALE Imperative Service Bulletin No. 57, dated January 1991. This incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of June 20, 1991, at 56 FR 2433 (May 30, 1991). Copies may be obtained from SOCATA Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; or the Product Support Manager, U.S.; AEROSPATIALE, 2701 Forum Drive, Grand Prairie, Texas. 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. Airworthiness Directive 91-15-10 supersedes AD 91-12-19, Amendment 39-6988. The amendment (39-7074, AD 91-15-10) becomes effective on August 10, 1991.
2011-14-06: We are superseding an existing airworthiness directive (AD) [[Page 42025]] that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * The issue 10 of Airbus A318/A319/A320/A321 ALI [Airworthiness Limitation Items] Document and issue 2 of Airbus A319 Corporate Jet ALI Document introduce more restrictive maintenance requirements/ airworthiness limitations. Failure to comply with this issue 10 constitutes an unsafe condition. * * * * * The unsafe condition is fatigue cracking, accidental damage, or corrosion in principal structural elements and possible failure of certain life limited parts, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
93-11-03: 93-11-03 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8600. Docket 93-ANE-32. Applicability: Teledyne Continental Motors (TCM) Models O-200A, O-300A, O-300C, and O-300D reciprocating engines with the following serial numbers: New O-200A: 256005 through 256009, 256011 and 256012; Rebuilt O-200A: 281313-R, 281316-R, 281319-R through 281323-R, 281325-R through 281327-R, 281329-R, 281331-R, 281335-R, 281338-R, 281340-R, 281342-R, 281344-R, 281345-R, 281347-R, 281350-R, 281354-R, 281356-R, 281358-R, 281359-R, 281364-R, 281367-R, 281372-R through 281375-R, 281385-R, 281389-R, 281394-R, 281398-R, 281405-R, 281407-R, 281409-R, 281410-R, 281416-R, 281419-R through 281423-R, 281427-R, 281428-R, 281433-R, 281435-R, 281436-R, 281438-R, 281440-R, 281444-R through 281446-R, 281457-R, 281459-R through 281461-R, 281463-R, 281464-R, 281472-R, 281476-R, 281479-R, 281494-R, 285002-R, and 285005-R; Factory Overhauled O-200A: 242663-H, 252848-H, 254252-H, 255170-H, 255210-H, and 255984-H; Rebuilt O-300A: 16107D-R and 16108D-R; Rebuilt O-300C: 230815-R; Rebuilt O-300D: 25356-R, 25363-R, 25622D-R, 29680-R, 29723-R, 35774-R, 35977-R, and 35978-R; Factory Overhauled O-300D: 27903-H, 29712-H, and 29899-H. These engines are installed on but not limited to: Aeronca Models 15AC and S15AC; American Champion (Bellanca) Models 7ECA and 402; Cessna 150, 170, and 172 series; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, and M-4T; and Taylorcraft Model F-19 aircraft. Compliance: Required prior to further flight, unless accomplished previously. To prevent engine failure from an incorrect connecting rod, accomplish the following: (a) For engines that have less than 100 hours time in service (TIS), or unknown TIS, on the effective date of the AD since new, rebuild, or factory overhaul, accomplish the following: (1) With the engine cold, remove the engine cowling, ground both magnetos, and remove the top spark plugs. (2) Taking each cylinder in turn: (i) Position each piston at about 60 degrees before top dead center. (ii) Insert a small brass rod into the spark plug bore until contact with the top of the piston is achieved. (iii) Holding the brass rod against the top of the piston, move the propeller back and forth about 30 degrees in a rocking motion to move the crankshaft. (iv) By observing the brass rod move, ascertain that piston movement responds immediately and synchronously to connecting rod/crankshaft movement; that is, the brass rod must move immediately upon moving the crankshaft. (v) While checking for synchronous movement between the piston and the crankshaft, there must be no audible indication of differential movement between the piston and the connecting rod/crankshaft. (3) If for any cylinder, piston movement does not respond immediately and synchronously to crankshaft movement, or if there is an audible indication of differential movement between the piston and the connecting rod/crankshaft, replace the connecting rod with the correct serviceable part for that model engine, and inspect for serviceability, and replace as necessary, other applicable engine parts. (b) For engines that have 100 hours or more TIS on the effective date of this AD, since new, rebuild, or factory overhaul, no inspection is required. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Atlanta Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (d) This amendment becomes effective July 13, 1993, to all persons except those persons to whom itwas made immediately effective by priority letter AD 93-11-03, issued June 1, 1993, which contained the requirements of this amendment.
91-05-13: 91-05-13 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 6910. Docket No. 90-NM-243-AD. Applicability: de Havilland Model DHC-7 series airplanes, Serial Numbers 3 through 36, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent possible malfunction of the wing flight spoilers, accomplish the following: A. Within 180 days after the effective date of this AD, replace the outboard (Modification Nos. 7/1927 and 7/1951) and inboard (Modification Nos. 7/1928 and 7/1952), right and left wing flight spoilers spigot fittings, in accordance with the Accomplishment Instructions in de Havilland Service Bulletins 7-27-25, Revision B, and 7-27-26, Revision B, both dated January 28, 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, New York Aircraft Certification Office (ACO), ANE-170, FAA, New England Region. NOTE: The request should be submitted directly to the Manager, New York ACO, ANE-170, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, New York ACO, ANE-170. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1YK, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. Thisamendment (39-6910, AD 91-05-13) becomes effective on March 29, 1991.
95-12-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires installation of a reinforcement modification on the structure of the left- and right-hand cowls of the thrust reversers. This amendment is prompted by the results of a full-scale fatigue test, conducted by the manufacturer, which indicated that fatigue cracks can occur between the 3 and 9 o'clock thrust reverser beams and the forward frame/"J"-ring. The actions specified in this AD are intended to prevent loss of the use of the thrust reversers as a result of the problems associated with fatigue cracking in their cowling structure.
2011-15-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During maintenance, it has been discovered that at the installation of the fixation brackets for rudder spring tabs and trim tabs an incorrect installation of the fixation brackets may have occurred. * * * If the orientation of the fixation bracket is reversed or upside down the screws may not reach into the helicoil thread to a sufficient depth. An incorrect installation, if not detected and corrected, could lead to an in-flight failure of the fixation brackets for rudder spring tabs and trim tabs resulting in and reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on theseproducts.
96-21-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing 767 series airplanes, that currently requires inspections and various follow-on actions to detect cracking and corrosion of the aft trunnion of the outer cylinder of the main landing gear (MLG). That action also provides for the optional termination of the inspections by repairing the outer cylinder and installing new aft trunnion bushings. That AD was prompted by reports of failure of several MLG due to fracture of the aft trunnion outer cylinder. This amendment requires operators to implement the previously optional terminating action. The actions specified by this AD are intended to prevent the collapse of the MLG due to stress corrosion cracking of the aft trunnion of the outer cylinder.
47-10-25: 47-10-25 LOCKHEED: (Was Mandatory Note 28 of AD-763-3.) Applies to All Model 49 Serials Incorporating Eclipse Type 1193, Model 1, Style A Generators on Which the Serial Numbers Are Not Followed by the Letter "M". Compliance required prior to March 1, 1947. Replace the 12 mounting head-to-yoke bolts in each generator with new 1/4-inch bolts (P/N 63937 referred to in Eclipse-Pioneer Bulletin No. 70). (LAC Service Bulletin 49/SB-64 covers this same subject.)
2004-13-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319 and A320 series airplanes, that requires repetitive detailed inspections to detect cracks in the keel beam side panels, and repair if necessary. Accomplishment of the repair ends the repetitive inspections for that repaired area. This action is necessary to detect and correct fatigue cracks on the side panels of the keel beams, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2011-14-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * Following a query from an operator, investigations revealed that some MSN [manufacturer serial number], for which Airbus modification 40391 was indicated as fully embodied inside the Aircraft Inspection Report (AIR), did not have Modification Proposal (MP-S10437) which is part of this modification embodied in production. As a result, ALI [Airworthiness Limitation Item] task 533105-01- 02 has not been performed on the MSN listed in the applicability section of this AD, which constitutes an unsafe condition. * * * * * The unsafe condition is fatigue cracking of the internal structure of the fuselage, which could adversely affect the structural integrity of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
76-22-04: 76-22-04 MITSUBISHI HEAVY INDUSTRIES, LIMITED: Amendment 39-2757. Applies to Model MU-2B-30 airplanes with serial numbers 502 through 547 and Model MU-2B- 35 airplanes with serial numbers 501 and 548 through 615, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the binding of the main landing gear forward door emergency operating cables and subsequent inability to manually extend the landing gear, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the main landing gear forward door emergency operating cables in accordance with the instructions section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975 or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA Pacific-Asia Region, Honolulu, Hawaii. (b) If, during an inspection required by paragraph (a) of this AD, the cable actuating force is found to exceed 88 lbs, the cable rewinding requires unusually heavy force, the cable rewinding is rough, or the inner cable coating is scraped, replace the cable with another cable of the same part number in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii, and thereafter continue to comply with paragraphs (a) and (b) of this AD. (c) The repetitive inspections required by this AD may be discontinued upon the installation of the newly designed cables, P/N 030A-38558-41 left hand and P/N 030A-38558-51 right hand in accordance with the replacement section contained in Mitsubishi Service Bulletin No. 170 dated May 16, 1975, or an equivalent approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. This amendment becomes effective November 15, 1976.
92-27-14: 92-27-14 AIRBUS INDUSTRIE: Amendment 39-8449. Docket No. 92-NM-100-AD. Supersedes AD 90-11-51 R1, Amendment 39-6635. Applicability: Model A320 series airplanes; equipped with Garrett Auxiliary Power Unit (APU) GTCP36-300[A], Part No. 3800278-2, excluding serial numbers P-453, P-454, and R-477 and subsequent; and APU's modified in accordance with Garrett Service Bulletin GTCP36-49- 6525, any revision; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent potential damage to the fuselage and flight controls, and subsequent reduced controllability of the airplane, accomplish the following: (a) Within 72 hours (clock hours, not flight hours) after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), accomplish the procedures specified in paragraphs (a)(1) and (a)(2) of this AD: (1) Revise the Limitations Section in the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM Limitations Section. "Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency." (2) Install a placard next to the APU start switch in the cockpit to state: "Operation of the APU on the ground is prohibited, and operation of the APU during flight is prohibited, except during an emergency." (b) Within 30 days after July 2, 1990 (the effective date of AD 90-11-51 R1, Amendment 39-6635), install an external secondary turbine containment shield assembly, Part Number 3615644-1, in accordance with Garrett Alert Service Bulletin GTCP36-49-A5973, dated May 17, 1990; or Revision 1, dated May 22, 1990. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraph (a) of this AD. (c) Within 24 months after the effective date of this AD, remove the external secondary turbine containment shield assembly, Part No. 3615644-1, and install a new external secondary turbine containment shield assembly, Part Numbers 3615898-1 and 3615899-1, in accordance with Garrett Service Bulletin GTCP36-49-6549, dated February 28, 1992. Installation of this containment shield assembly constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The installation and replacement shall be done in accordance with the following Garrett service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page GTCP36-49-A5973, Revision 1, May 22, 1990 1, 3, 5, 7-8, 11-12 2, 4, 6, 9-10, 13-14 1 Original May 22, 1990 May 17, 1990 GTCP36-49-A5973, May 17, 1990 1-6, 9-14 7-8 Original (removed) May 17, 1990 GTCP36-49-6549, February 28, 1992 1-16 Original February 28, 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 Garrett Airline Services Division, Technical Publications, Department 65-70,P.O. Box 52170, Phoenix, AZ 85072-2170. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on February 8, 1993.
80-19-15: 80-19-15 ISRAEL AIRCRAFT INDUSTRIES (IAI): Amendment 39-4189. Applies to Westwind Model 1124/1124A airplanes, S/N's 239 through 292, except S/N's 241, 252, 257, 261, 264, 265, and 290, certificated in all categories. Compliance required before further flight, unless already accomplished. To prevent the upper hot liquid container in the galley from rubbing against the electrical wire bundle and causing a fire which could result in the loss of thrust reversers, flaps, spoilers, and some airplane lights, accomplish the following: (a) Remove upper hot liquid container in galley aft of fuselage station 112LH side. (b) Check if electrical wire bundle located behind upper corner of container is free from chafing marks or damaged insulation. (c) If electrical wire bundle is free from chafing marks or damage, secure all pertinent electrical outlets and install placard prohibiting the installation and use of this hot liquid container until proper routing and protection in accordance with paragraph (e) of this AD is accomplished, and return the aircraft to service. (d) If electrical wire bundle shows chafing marks or damage, repair per standard aircraft practice and accomplish proper routing and protection in accordance with paragraph (e) of this AD, or install placard required by paragraph (c) of this AD. (e) The placard installed in accordance with paragraph (c) of this AD may be removed provided proper routing and protection against chafing is accomplished in accordance with Federal Aviation Administration Advisory Circular No. 43-13-1A, Acceptable Methods, Techniques, and Practices - Aircraft Inspection and Repair, Chapter 11, or equivalent means approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reinstall hot liquid container and visually check for clearance with the wire bundle. Clearance is checked through gap above container. Return aircraft to service. (f) Report defects found to the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. This amendment becomes effective August 10, 1981, as to all persons except those persons to whom it was immediately effective by priority letter AD 80-19-15, issued September 11, 1980, which contained this amendment.