Results
75-08-13: 75-08-13 MCDONNELL DOUGLAS: Amendment 39-2165. Applies to Model DC-10-10, DC-10-10F, DC-10-30, and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 4000 flight hours after the effective date of this AD, unless already accomplished. \n\n\tTo minimize the possibility of losing a wing engine nose cowl due to severed nose cowl attach bolts and engine unbalance loads, modify the wing engine nose cowls per McDonnell Douglas DC-10 Service Bulletin 71-53, "Powerplant - Cowling - Modify Engine Nose Cowl Attachments," dated September 25, 1974, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the requirements of this AD. \n\n\tThis amendment becomes effective May 16, 1975.
89-20-09 R1: 89-20-09 R1 MCDONNELL DOUGLAS: Amendment 39-6328 as corrected by Amendment 39-6383. Docket No. 89-NM-79-AD. \n\n\tApplicability: Model DC-10-30 and KC-10A (Military) series airplanes, as listed in McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of the use of the auxiliary hydraulic pumps, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this Airworthiness Directive (AD), inspect auxiliary hydraulic pumps 1 and 2 to determine if the correct electrical connector sockets are installed, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989. Any sockets detected which have the incorrect part number must be replaced, prior to further flight, with P/N DC65-8S sockets, in accordance with the service bulletin. \n\n\tB.\tWithin 15 days after inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Los Angeles Aircraft Certification Office, Attention: ANM-108L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tC.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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. \n\n\tD.\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 McDonnell Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, Attn: Manager, Warranty 73-44 (DC-10 Service Bulletin A-29-127). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD corrects AD 89-20-09 (Amendment 39-6328) which became effective on October 30, 1989. \n\n\tThis amendment (39-6383, AD 89-20-09 R1) becomes effective on November 3, 1989.
77-02-01: 77-02-01 BOEING: Amendment 39-2812 as amended by Amendment 39-3012 is further amended by Amendment 39-3067. Applies to Model 707-300, -400, -300B, -300C series airplanes certificated in all categories listed in Boeing Service Bulletin No. (S.B.) 3168 with more than 5000 landings. Compliance required as indicated unless already accomplished. \n\tA.\tWithin the next 250 landings, unless accomplished within the last 250 landings and at intervals thereafter not to exceed 500 landings, accomplish the following in accordance with Boeing Service Bulletin No. 3168, Revision 1, or later FAA approved revisions. \n\t\t(1)\tX-ray inspect the wing skin under the beavertail for cracks from the rear spar forward through stringer number 12 and the rear spar upper chord and the adjacent wing skin from W.S. 129 to W.S. 197. \n\t\t(2)\tVisually inspect the upper wing skin for cracks emanating from the fastener holes common to the rear spar upper chord from W.S. 117 to W.S. 197. \n\t\t(3)\tVisually inspect theaft edge of the upper wing skin under the doubler for cracks from BBL 70.5 to W.S. 117. \n\t\t(4)\tUltrasonic inspect the upper wing skin for cracks at the four fastener holes common to the rear spar upper chord just outboard of BBL 70.5. \n\t\t(5)\tWing skins and rear spar chords found cracked are to be repaired prior to further flight in accordance with Boeing Service Bulletin No. 2427 or Boeing Service Bulletin No. 2607, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Inspections are to continue until terminating action per paragraph F has been accomplished. \n\tB.\tWithin the next 600 landings unless accomplished within the last 600 landings and at intervals thereafter not to exceed 1200 landings, accomplish the following: \n\t\t1.\tUsing low frequency eddy current or X-ray inspection techniques described in S.B. 3280, inspect the following areas for cracks: \n\t\t\ta.\tRear spar upper chord and wing skin along the rear spar from wing station 197to 270. \n\t\t\tb.\tWing skin and upper flange of the stringers from rear spar through stringer No. 12, outboard (only) of the beavertail at the stringer splice fasteners as described in S.B. 3280. \n\t\t\tc.\tWing skin and upper flanges of stringer Nos. 10 and 11 at the right and left hand fuel filler cap fittings at W.S. 298 as described in S.B. 3280. \n\t\t2.\tWing skins, rear spar upper chords, stringers and stringer splices found cracked are to be repaired prior to further flight in accordance with S.B. 3280. Inspections are to continue until terminating action of paragraph F of this AD is accomplished. \n\tC.\tIf rear spar and/or adjacent wing skin repairs or modifications interfere with any of the inspections of paragraph A or B of this AD, inspect for cracks in accordance with (1) and (2) below or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(1)\tAt the intervals specified in paragraph A or B of this AD (as appropriate to the area whererepairs interfere with the required inspections): \n\t\t\ta.\tEddy current inspect the wing skin for cracks in the area adjacent to the repairs; or \n\t\t\tb.\tIf internal steel doublers are installed on the horizontal leg of the rear spar upper chord, conduct a close visual inspection of the vertical leg of the rear spar upper chord for cracks emanating from the horizontal leg. When doublers on the rear spar vertical leg prohibit a close visual inspection, inspect the exposed lower edge of the vertical leg of the rear spar upper chord for new cracks. \n\t\t(2)\tAt intervals not to exceed 4800 landings, visually inspect the exposed wing skin and exposed upper rear spar chord from inside and outside the wing. \n\tD.\tFor aircraft having the fastener holes oversized in the fuel filler cap area per Boeing Service Bulletin 2892, the inspections of paragraph B.1.c. of this AD may be deferred until the accumulation of 8000 landings after the oversizing for 707-300C airplanes and 10,000 landings after oversizing for 707- 300, -400, -300B airplanes. \n\tE.\tFor airplanes having the fastener holes oversized outboard, under and through the beavertail in accordance with Service Bulletin 2626, Revision 2, or later FAA approved revisions, the inspections of paragraph A.1 of this AD forward of the rear spar to stringer 12, may be deferred until the accumulation of 5000 landings after the oversizing for 707-300C series airplanes and 6000 landings after oversizing for 707-300, -400, 300B series airplanes. Also, the inspections of paragraph B.1.b. of this AD may be deferred until the accumulation of 12,000 landings after the oversizing for 707-300C series airplanes and 15,000 landings after oversizing for 707-300, -400, -300B series airplanes. \n\tF.\tTerminating action for this AD is: \n\t\t1.\tInstallation of a new wing skin and associated structure in accordance with S.B. 2607, Parts V or VI, or \n\t\t2.\tInstallation of external doublers in accordance with S.B. 2427, Part X(a) Drawing 65- 62721, andthe installation of the longer stringer splice angles at the fuel filler cap fittings in accordance with S.B. 2892, Revision 1. \n\tG.\tFor airplanes with rear spar and/or upper wing skins already modified in accordance with S.B. 2427, Part X(a) Drawing 65-68302, or S.B. 2606, Revision 2, and 2626, Revision 2 and 2731, or similar repairs the threshold for the inspections of paragraph A, B.1.a., and B.1.b., of this AD may be deferred upon submittal of airplane serial number, specific applicable modification accomplished, number of flights when modification was made and current number of flights, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator.I.\tAirplanes requiring repair or modification prior to the next flight may be flown in accordance with FAR 21.197 and 21.199 to a base where corrective action can be taken. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). References herein to manufacturer's service bulletins are current at the time of issuance of this directive. In each instance where the directive requires compliance with one or more such service bulletins, the requirements of the directive may also be met by compliance with later FAA approved revisions of the applicable service bulletins, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-2812 supersedes AD 68-07-03 (Amendment 39-571), AD 68-16-03 (Amendment 39-629), and paragraph (a) of AD 64-11-01 (Amendment 39-763). \n\tAmendment 39-2812 became effective February 22, 1977. \n\tAmendment 39-3012 became effective August 15, 1977. \n\tThis amendment 39-3067 becomes effective November 1, 1977.
2012-24-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and -400F series airplanes. This AD was prompted by multiple reports of integrated display unit (IDU) malfunctions and mode control panel (MCP) malfunctions. This AD requires installing new software, replacing the duct assembly with a new duct assembly, making wiring changes, and routing certain wire bundles. We are issuing this AD to prevent IDU malfunctions, which could affect the ability of the flightcrew to read primary displays for airplane attitude, altitude, or airspeed, and consequently reduce the ability of the flightcrew to maintain control of the airplane.
98-11-01 R1: This amendment revises Airworthiness Directive (AD) 98-11-01, which currently requires replacing the fuel tank vent valves and drilling a 4.8 millimeter (0.1875 inch) hole in each fuel filler cap on certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. AD 98-11-01 also requires inserting a temporary revision in the Pilot's Operating Handbook (POH) that specifies checking to assure that the fuel filler cap hole is clear of ice and foreign objects. This AD maintains the requirements of AD 98-11-01, and adds the option of modifying the fuel tank vent valves instead of the drilling and POH requirements carried over from AD 98-11-01. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified in this AD are intended to continue to prevent moisture from entering the fuel tank inward vent valve and then freezing after a cold soak at altitude, which could result in wing airfoil distortion and structural damage with consequent degradation of the airplane's handling qualities.
46-04-02: 46-04-02 CULVER: (Was Service Note 6 of AD-730-2.) Applies Only to Model LCA Having Stromberg Model NA-S3A1 Carburetors Installed. When inspecting or replacing carburetor float needle or needle seat, a check should be made to assure that when a rubber tipped needle is used, a seat having rounded edges is installed. Sharp-edged seats, when used with a rubber tipped needle, will cause sticking and cutting of the rubber tip. (This matter is also covered by Continental Service Bulletin No. M45-6 dated May 25, 1945, and Stromberg Aircraft Carburetor Service Bulletin No. 71.)
2012-23-09: We are superseding an existing airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. That AD currently requires revising the maintenance program to incorporate modifications in the Airworthiness Limitation Section (ALS) of the EMBRAER ERJ 190 Maintenance Review Board Report (MRBR). This new AD requires revising the maintenance program to incorporate modifications in the ALS of the EMBRAER ERJ 190 MRBR to include new inspection tasks and their respective thresholds and intervals. This AD was prompted by issuance of new inspection tasks and their respective thresholds and intervals. We are issuing this AD since failure to inspect these structural components according to the new ALS tasks, thresholds, and intervals could prevent a timely detection of fatigue cracking, which if not properly addressed, could result in reduced structural integrity of the airplane.
2012-23-07: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) Model EC135 helicopters, except the EC 135 P2+ and T2+. This AD requires inspecting each upper and lower plain journal bearing (bearing) and replacing the swashplate assembly with an airworthy swashplate assembly if a bearing is not correctly positioned. This AD was prompted by two reports of the bearings moving in relation to the main rotor swashplate sliding sleeve (sliding sleeve). The actions of this AD are intended to detect shifting of the bearing, which could limit the movement of the collective control and result in subsequent loss of control of the helicopter.
90-08-04: 90-08-04 BRITISH AEROSPACE: Amendment 39-6560. Docket No. 89-NM-259-AD. Applicability: Certain Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Service Bulletin 52-A-PM3682, Issue 1, dated August 30, 1968, certificated in any category. Compliance: Required within 90 days after the effective date of this AD, unless previously accomplished. To prevent fatigue damage to the service door and subsequent decompression of the airplane, accomplish the following: A. Check the serial number plate located on the rear edge of the service door to determine if the service door part number and serial number correspond to the part number and serial number identified on page 1 of British Aerospace Service Bulletin 52-A-PM3682, Issue 1, dated August 30, 1968, 1. If the service door part number and serial number do not correspond with those in the service bulletin, no further action is required. 2. If the service door part number and serial number correspond with those in the service bulletin, perform an inspection using a micrometer or other suitably accurate instrument, taking three measurements on the lip of the flange of the forward side member to determine the thickness of the material, in accordance with the service bulletin. a. If the measurement of the forward side member is 0.031 inches or more, no further action is required. b. If the measurement of the forward side member is less than 0.031 inches, rework the service door forward side member, prior to further flight, in accordance with the service bulletin. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to theManager, Standardization Branch, ANM-113. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6560, AD 90-08-04) becomes effective on May 4, 1990.
2012-24-04: We are adopting a new airworthiness directive (AD) for GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 Airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as burnt electrical connectors leading to the left-hand wingtip pitot heater, which may result in loss of airspeed indication. We are issuing this AD to require actions to address the unsafe condition on these products.
98-13-21: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A Olympus 593 series turbojet engines. This action requires initial and repetitive visual inspections of the low pressure (LP) shaft signal system for cable wear and refurbishment of the LP shaft signal system when the cable is found frayed, or at every engine shop visit, whichever occurs first. This amendment is prompted by reports of frayed rear cables in the LP shaft signal system. The actions specified in this AD are intended to prevent LP shaft signal system failure, which could result in an LP turbine overspeed, burst, uncontained engine failure, and damage to the aircraft in the event of a LP shaft failure. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of July 10, 1998. Comments for inclusion in the Rules Docket must be received on or before August 24, 1988.
2012-23-12: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Arriel 1E2, 1S, and 1S1 turboshaft engines. That AD currently requires a one-time inspection and torque check of the 3- way union plug installed on all fuel control units (FCUs). This new AD requires the same actions. This AD also requires reduction of the applicability to certain FCUs and references an updated service bulletin containing additional detailed information to identify the non-compliant ``red disk.'' This AD also requires replacement of the plug before further flight if it is found to be non-compliant, and prohibits installation of FCUs that have not passed the 3-way union plug inspection and torque check. This AD was prompted by Turbomeca S.A. informing us that FCUs manufactured, repaired, or overhauled after March 31, 2008, do not require inspection. We are issuing this AD to prevent fuel leaks, which could result in a fire and damage to the helicopter.
2012-24-02: We are adopting a new airworthiness directive (AD) for all Stemme GmbH & Co. KG Models S10, S10-V, and S10-VT powered sailplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as unapproved rubber hoses installed in the engine fuel, oil, and cooling systems, which could lead to a system leak and result in an engine fire. We are issuing this AD to require actions to address the unsafe condition on these products.
98-13-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes. This action requires modifying the airplane by incorporating Raytheon Kit No. 129-5200-1, "Ground Fine Switch Installation Kit". This action is the result of design analysis during certification of 5.5 degree approach landings of the Model 1900D airplanes. The actions specified by this AD are intended to prevent a loose or misrigged ground fine switch, which could result in very hard landings causing structural damage to the airplane and possible passenger injury.
2012-24-03: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Arriel 1A, 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E, 1E2, 1K, 1K1, 1S, and 1S1 turboshaft engines. That AD currently requires initial and repetitive visual inspections for erosion caused by dust ingestion and, if necessary, cleaning of the gas generator (module M03). This new AD requires determining the engine history; performing a one-time visual inspection of the axial compressor for erosion; performing initial and repetitive cleaning of the gas generator hollow shaft; and replacing the rear bearing if the amount of dust collected during cleaning exceeds 8 grams. This AD also includes an optional terminating action. This AD was prompted by in-service experience which has shown that dust inside the gas generator hollow shaft may be found when the axial compressor wheel has less erosion than initially assessed. We are issuing this AD to prevent an unbalance of the gas generator rotating assembly,which may lead to gas generator rear bearing failure, and uncommanded engine shutdown.
75-16-10: 75-16-10 BEECH: Amendment 39-2296. Applies to 95-55, 95-A55, 95-B55, 95-B55A, 95-B55B, 95-C55, 95-C55A, D55, D55A, E55, E55A, 58, 58A, 56TC, A56TC, 95, B95, B95A, D95A and E95 (Serial Numbers listed below). Compliance: Required as indicated on specific models and serial numbers unless previously accomplished. To prevent failure of elevator trim tab systems, accomplish the following as specified: A) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1143 except TC-350; 95-B55B (T-42A), serials TF-1 through TF-65; 95, B95, B95A, D95A and E95, serials TD-2 through TD-721; 95-C55, 95-C55A, D55 and D55A, serial TC-350 and TE-1 through TE-617; 56TC, serials TG-1 through TG-69, within 25 hours time in service after the effective date of this AD, unless otherwise complied with, inspect the elevator trim tab control rod and identify configuration/part number (swaged taper ends or 5/16" OD straight tubes). 1) If P/N 96-520012-9 assemblies (5/16"OD straight tubes with rivets in forward end) are installed: a) Ascertain whether "SI" is etched on a flat surface of the rod end fitting. If so, no further inspection is required. Part is to be replaced in accordance with following paragraphs of this AD. b) If "SI" is not etched on rod end fitting, remove the assembly and radiographically inspect the tube for eccentric reaming in the vicinity of the forward end fitting. Take radiographs from three equidistant directions (120 degrees apart). Before further flight, replace any tube where wall thickness at any one point is twice or more the thickness at the opposite side of the tube in accordance with the following paragraphs of this AD. 2) Remove all other P/N tube assemblies with swaged taper ends and inspect for cracks, looseness of end fittings, bending, or other signs of unairworthiness. Prior to further flight, replace any assembly found defective in accordance with the following paragraphs of this AD.B) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1072 except TC-350 and TC-1071; 95-B55B (T-42A), serials TF-1 through TF-65; 95-C55, 95-C55A, D55 and D55A, serials TC-350, TE-1 through TE-542 except TE-521, TE-525 and TE-528 through TE-538; 56TC, serials TG-1 through TG-62 except TG-42, TG-45, TG-50, TG- 51 and TG-55; 95, B95, B95A, D95A and E95, serials TD-2 through TD-714 except TD-707, within 100 hours time in service after February 26, 1975, (effective date of AD 75-05-03), remove the two AN470AD3 rivets installed in the rod ends of P/N 45-524565-3 and 45-524565-5 elevator trim tab actuators and replace with P/N 96-524032 shoulder pins and MS20435F3-8 or MS20613-3C8 rivets. C) On Beech Models 95-55, 95-A55, 95-B55 and 95-B55A, serials TC-1 through TC-1143 except TC-350; 95-B55B (T-42A), serials TF-1 through TF-65; 95, B95, B95A, D95A and E95, serials TD-2 through TD-721, within the next 100 hours time in service after effective date of this AD, but not later than October 15, 1975, remove existing 5/16" diameter 45-526009 swaged, 96-526011 swaged, or 96-526012-9 5/16" OD elevator trim tab control rod tubes and install new 3/8" OD tube assemblies P/N 96-520013-1. On aircraft which have elevator tab assemblies, P/N 45-610005-120 and -121, installed, remove 5/16" OD elevator tube assembly P/N 96-520012-13, and install new P/N 96-520013-7 3/8" OD tube assembly; or, alternately install new elevator tab assemblies, P/N 45-610005-122 and -123. D) On Beech Models 95-C55, 95-C55A, D55 and D55A, serials TC-350 and TE-1 through TE-617; 56TC, serials TG-1 through TG-69, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 5/16" diameter 45-526009 swaged, 96-526011 swaged, or 96-526012-9 5/16" OD elevator trim tab control rod tubes and install a new 3/8" OD tube assembly P/N 96-520013-1. On aircraft which have elevator tab assemblies, P/N 96-610006-65 and -66 installed, remove 5/16" OD elevator tube assembly, P/N 96-520012-13, and install new 3/8" OD P/N 96-520013-7 tube assembly; or, alternately install new elevator tab assemblies P/N 96-610006-69 and -70. E) On Beech Models 95-B55 and 95-B55A, serials TC-1144 through TC-1379; D55, D55A, E55 and E55A, serials TE-618 through TE-837; 56TC and A56TC, serials TG-70 through TG-94, 58 and 58A, serials TH-1 through TH-120, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 96-526019 (basic) elevator trim tab tube assemblies having rod ends secured to the tube with 3/32 aluminum rivets and install new tube assembly, P/N 96-526021-9, having rod ends secured to the tube with 1/8" monel rivets or new elevator tab assemblies, P/N 96-610006-67 and -68. Alternately, replace four AN470AD3 rivets which attach the end fittings to the existing tube with four MS20615-3M or MS20613-3C rivets of appropriate length in accordance with Advisory Circular 43.13-1A. F) On Beech Models 95-B55 and 95-B55A, serials TC-1380 through TC-1775; 95- B55B (T-42A), serials TF-66 through TF-70; E55 and E55A, serials TE838 through TE-1005, 58 and 58A, serials TH-121 through TH-533, within the next 100 hours time in service after the effective date of this AD, but not later than October 15, 1975, remove existing 96-526019-5 or - 13 elevator tab tube assemblies having rod ends secured to the tube with 3/32 aluminum rivets and install new tube assembly, P/N 96-526021-1, having rod ends secured to the tube with 1/8" monel rivets. Alternately, replace the four AN470AD3 rivets which attach the end fitting to the existing rod with four MS20615-3M or MS20613-3C rivets of appropriate length in accordance with Advisory Circular 43.13-1A. G) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. H) Make a log book entry when complying with this AD. This entry must include date of compliance and method of compliance identified by AD paragraph and parts installed, signature, and number of certified agency/individuals performing the work. Beech Service Instructions No. 0610-152, Rev. II or later revision covers this subject. This AD supersedes Amendment 39-600 (AD 68-10-07) effective May 21, 1968 and Amendment 39-2097 (AD 75-05-03) effective February 26, 1975. This amendment becomes effective August 6, 1975.
90-15-51: 90-15-51 BOEING: Amendment 39-6712. Final rule of telegraphic AD. Docket No. 90-NM- 149-AD.\n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 685, certificated in any category, which have accumulated over 15,000 flight cycles upon the effective date of this AD, and on which the inspections or modifications required by AD 90-06-14 R1, Amendment 39-6605, have not been accomplished. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tFor airplanes that have accumulated 17,500 or more flight cycles, upon the effective date of this AD, within the next 50 flight cycles or 30 days, whichever occurs first, perform an internal detailed visual inspection of the nose wheel well vertical beams in accordance with Boeing Alert Service Bulletin 747-53A2338, dated July 23, 1990. If cracks are found, repair prior to further flight in accordance with the service bulletin. \n\n\tB.\tFor airplanes that have accumulated more than 15,000 flight cycles, but fewer than 17,500 flight cycles upon the effective date of this AD, within the next 50 flight cycles or 30 days, whichever occurs first, accomplish the following in accordance with Boeing Alert Service Bulletin 747-53A2338, dated July 23, 1990. \n\n\t\t1.\tPerform an external inspection of the nose wheel well side walls for distortions. If distortions are found in excess of the allowable limits specified in the service bulletin, prior to further flight, perform the inspections and repairs, if necessary, required by paragraph A., of this AD. \n\n\t\t2.\tPerform an external detailed visual inspection of the nose wheel well side walls for cracks. If cracks are found repair prior to further flight in accordance with the service bulletin. \n\n\t\t3.\tPerform an external detailed visual inspection of the nose wheel well side walls for loose, missing, or damaged fasteners in accordance with the service bulletin. Ifloose, missing, or damaged fasteners are found, replace prior to further flight in accordance with the service bulletin. \n\n\tC.\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 (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\tD.\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, 5th Floor, Renton, Washington, or Seattle Aircraft Certification Office, 1601 Lind Avenue SW, 2nd Floor, Renton, Washington. \n\n\tThis amendment (39-6712, AD 90-15-51) becomes effective on September 17, 1990, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T90-15-51, issued on July 23, 1990, which contained this amendment.
98-13-19: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires a one-time detailed visual inspection of the forward fuel feed lines in the left- and right-hand engine nacelles for chafing; replacement of damaged parts with serviceable parts; and modification of the supports and improved routing for the high- and low-tension leads of the inboard ignition units. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent chafing on the forward fuel feed lines, which could result in fuel leakage and consequent increased risk of fire in the engine nacelles.
90-17-15: 90-17-15 WYTWORNIA SPRZETU Komunikacyjnego PZL-MIELEC: Amendment 39-6678. Docket No. 90-CE-26-AD. Applicability: Model M18 (Dromader) (Serial Numbers 1Z001-01 through 1Z021-30) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD, unless already accomplished. To prevent failure of the vertical fin and rib in the area of the upper rudder attachment, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, remove the bolts attaching the fin to the rudder and visually inspect the vertical fin and rib in the area of the upper rudder attachment area for cracks or damage in accordance with the instructions in PZL-Mielec Mandatory Engineering Bulletin (MEB) No. K/02.135/89, dated December 29, 1989. (1) If cracks or damage are found in the vertical fin and rib from the spar to the rear wall, prior to further flight repair the damaged area and reinforce the vertical fin and rib in accordance with the above MEB. (2) If no cracks or damage are found, return the aircraft to service and within the next 500 hours TIS reinforce the vertical fin and rib in accordance with the above MEB. (b) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An alternate method of compliance or adjustment of the initial or repetitive compliance times which 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, 1000 Brussels, Belgium; Telephone 513.38.30 extension 2710/2711. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to WytworniaSprzetu Komunikacyjnego PZL-Mielec 39-301 Mielec, Poland; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6678, AD 90-17-15) becomes effective on September 17, 1990.
2012-23-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of the escape slide of the raft inflation system not deploying when activated due to the rotation of the cable guide in a direction which resulted in jamming of the inflation control cable. This AD requires modifying the affected slide rafts. We are issuing this AD to prevent non-deployment of the inflation system of the escape slide raft, which could result in delayed evacuation from the airplane during an emergency, and consequent injury to the passengers.
2012-23-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires replacing the drain tube assemblies and support clamps on the aft fairing of the engine struts. This new AD requires replacing the drain tube assembly of the left and right engine strut aft fairings with a new one, which includes an integral support clamp made of nickel alloy 625. This AD also adds airplanes to the applicability. This AD was prompted by a report of a broken drain tube assembly on the left engine strut at the clamp support location under the aft fairing compartment, inside the heat shield cavity of the aft fairing. There have also been reports of tube wear at this clamp location on additional airplanes. We are issuing this AD to prevent failure of the drain tube assemblies and clamps on the aft fairings of the engine struts. Such failure could allow leaked flammable fluids in the drain systems to discharge onto the heat shields of the aft fairings of the engine struts, which could result in an undetected and uncontrollable fire.
82-20-02: 82-20-02 EMBRAER: Amendment 39-4465. Applies to Models EMB-110P1 and EMB-110P2 (S/Ns 110001 through 110415) airplanes equipped with pneumatic deicing systems certificated in any category. COMPLIANCE: Required as indicated unless previously accomplished. To prevent loss of control of the airplane during approach and landing in icing conditions, accomplish the following: a) Within the next 25 hours time-in-service after July 29, 1982, on airplanes not in compliance with AD 82-15-06 or modified in accordance with paragraph b) of this AD: 1) Incorporate a temporary POH/AFM revision (immediately following page 2-10) in the affected airplane POH/AFM. This revision is set forth in Figure I of this AD. 2) Make the following pen and ink changes in the Log of Revisions, page IX, of the POH/AFM: "Temporary Revision No. 1," "add page 2-10A," "include temporary landing flap limitations" and "in accordance with Airworthiness Directive 82-15-06." 3) The incorporation of the temporary POH/AFM revision and Log of Revisions entry required by this AD may be accomplished by the owner/operator of the airplane. This person must make the prescribed entry in the aircraft maintenance records, indicating compliance with paragraph a) of this AD. b) On or before December 31, 1982: 1) Modify the horizontal stabilizer pneumatic deicing system tubing, including the relocation of the pressure switch and associated cabling, in accordance with EMBRAER Service Bulletin No. 110-30-013, March 23, 1982. 2) Provide inspection openings in the empennage in accordance with Part I of EMBRAER Service Bulletin No. 110-55-020, Change No. 1, April 22, 1982. 3) Replace pneumatic supply hoses, P/N 121-770-21-19, with new hoses, P/N B118-1, in accordance with EMBRAER Service Bulletin No. 110-30-012, March 15, 1982. 4) Upon completion of the above modifications, test the system according to procedures outlined in EMBRAER Maintenance Manual T.O. 1C95-2-6, assuring that there are no leaks. 5) If installed, remove the temporary revision to the Pilot's Operating Handbook and Centro Technico Aeroespacial (CTA) Approved Airplane Flight Manual (POH/AFM), which was installed according to AD 82-15-06. c) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. d) An equivalent method of compliance with this AD may be used if approved by the Chief, Atlanta Aircraft Certification Office, FAA, P.O. Box 20636, Atlanta, Georgia 30320. This amendment supersedes AD 82-15-06, Amendment 39-4421 (47 FR 32064), effective July 29, 1982. This amendment becomes effective on September 30, 1982. FIGURE I Temporary Revision Number 1 SECTION 2 EMBRAER LIMITATIONS EMB 110P1 AND EMB 110P2 BANDEIRANTE Insert this page immediately following Page 2-10 of the Pilot's Operating Handbook and CTA Approved Airplane Flight Manual. 2-31 SYSTEMS OPERATING LIMITATIONS During the approach to landing phase of flight when in icing conditions or when having been in icing conditions, visually check, if possible, the horizontal stabilizer to verify that ice has been removed by the de-icing system. If it is suspected that ice has not been removed, or it is not possible to perform the visual check, observe the following wing flap deflection limitation: "DO NOT EXTEND THE WING FLAPS MORE THAN 50 PERCENT FOR LANDING. USE THE APPROACH SPEEDS FOR THE APPROPRIATE FLAP SETTING IN THE PILOT OPERATING HANDBOOK AND CTA APPROVED AIRPLANE FLIGHT MANUAL." LANDING DISTANCE FACTOR LIMITATIONS When using 50 percent or less wing flap deflection for landing, the landing distances given for 100 percent flap deflection must be multiplied by the following factors depending on landing weight: FOR 50 PERCENT FLAPS LANDING WEIGHT FACTOR 12,500 lbs. 1.25 11,800 lbs. 1.25 9,450 lbs. 1.00 FOR 0 PERCENT AND 25 PERCENT FLAPS LANDING WEIGHT FACTOR 12,500 lbs. 1.31 11,800 lbs. 1.31 9,000 lbs. 1.00 The above factors vary linearly between the weights given. FAA APPROVED: DATE: AD 82-20-02 Page 2- 10A
74-18-05: 74-18-05 SLICK ELECTRO, INC: Amendment 39-1930. Applies to slick magneto Models 447, 662, 664, 667, 668, 676, and 680 manufactured prior to August 1973 with Serial Numbers 3080608 and below. Compliance required as indicated, unless already accomplished. To prevent failure of the magneto impulse coupling due to loose pawls, accomplish the following: A. Prior to the accumulation of time in service which corresponds to the engine manufactures recommended overhaul period or within the next 100 hours, whichever is later, after the effective date of this AD, all magnetos with S/N's 3080608 and below must have the old impulse couplings replaced with new couplings listed below: Slick Magneto Models - 662 and 680; Impulse Coupling Complete - M-2369 Slick Magneto Model - 664; Impulse Coupling Complete - M-2370 Slick Magneto Model - 667; Impulse Coupling Complete - M-2371 Slick Magneto Model - 668; Impulse Coupling Complete - M-2372 Slick Magneto Model - 676; Impulse Coupling Complete - M-2373 Slick Magneto Model - 447; Impulse Coupling Complete - M-2374 Note: Reference Slick Service Letter 1-73. B. Magnetos manufactured prior to November 1970 with serial numbers 0110000 and below which have not accumulated sufficient time in service to require replacement in accordance with Paragraph A above, must be inspected within the next 100 hours' time in service or at the next annual inspection, whichever occurs first, after the effective date of this AD and thereafter at intervals not to exceed 500 hours' time in service from the last inspection until impulse couplings are replaced in accordance with paragraph A above. C. Magnetos manufactured between November 1970 and August 1973 with serial numbers 0110001 through 3080608, which have not accumulated sufficient time in service to require replacement in accordance with Paragraph A above, require a one time inspection. This inspection must be accomplished within the next 100 hours time in service after the effective date of this AD or at 500 hours total time in service whichever is later. D. The following method is to be used when accomplishing inspection required by Paragraphs B and C above. (1) Remove the impulse coupling hub from the shaft and inspect the pawl rivets for looseness. Use a pair of pliers on the head of the rivet; use caution with the pliers so as not to damage the head of the rivet. If the rivet turns in the plate, the hub assembly should be replaced. (See paragraph A for correct replacement assemblies.) (2) For proper spring tension in reassembly, refer to instructions on page 25 of Slick Green Service Manual (Form No. 1012), or page 27 in their yellow Service Manual (Form No. 1020). Notes: (a) Reference Slick Service Bulletin No. 1-71. (b) Use Slick Service Letter 1-74, when removing couplings in accordance with Paragraph D above. This supersedes Amendment 39-1809 (39 F. R. 12337), AD 74-08-05. This Amendment becomes effective August 28, 1974.
98-13-20: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited, Aero Division-Bristol, S.N.E.C.M.A, Olympus 593 series turbojet engines. This action requires a radiological inspection of the combustion chamber No. 2 outer cooling ring scoop circumferential and axial weld for weld quality, and reweld and reinspection, if necessary; and an inspection of the combustion chamber No. 2 inner and outer cooling ring web length, marking acceptable components with the letter "T" adjacent to the part number, and replacement of unacceptable components with serviceable parts. This amendment is prompted by reports of circumferential cracks at the No. 2 outer and inner rings of the combustor chamber, resulting in a section of the combustion chamber detaching and causing significant ignitor and low pressure turbine damage. The actions specified in this AD are intended to prevent combustion chamber detachment, which could result in an inflight engine shutdown or an engine fire. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of July 10, 1998. Comments for inclusion in the Rules Docket must be received on or before August 24, 1998.
84-13-04: 84-13-04 ALEXANDER SCHLEICHER: Amendment 39-4901. Applies to Model ASW 19 and ASW 19B gliders, serial numbers 19001 to 19402, except 19019 and 19210, certificated in all categories. Compliance required prior to next flight unless already accomplished. To prevent the occurrence of horizontal tailplane flutter, accomplish the following: 1. Apply a red radial line on the airspeed indicator at 108 Kts (200 km/h) to indicate the new Never Exceed Velocity (VNE). 2. Affix a placard stating "Maximum Speed 108 Kts (200 km/h)" placed to the airspeed indicator. 3. Enter a notation in the glider flight manual in the airspeed limitations section to read as follows: Max. Speed to 10,000' MSL 108 Kts (200 km/h) 10,001 to 16,400' MSL 80 Kts (155 km/h) 16,401 to 23,000' MSL 75 Kts (140 km/h) 23,001 to 29,500' MSL 65 Kts (120 km/h) 4. Compliance with this AD is not required when the elevator trailing edge contour change modification described in Alexander Schleicher Technical Note No. 17, dated March 27, 1984, is incorporated. 5. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 x2710. The Alexander Schleicher Technical Note No. 17, dated March 27, 1984, identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Alexander Schleicher Segelflugzeubau, D-6414 Poppenhausen, Federal Republic of Germany. These documents may also be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective September 13, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-13-04, issued June 26, 1984, which contained this amendment.