Results
78-16-06: 78-16-06 BEECH: Amendment 39-3275. Applies to the following models and serial number airplanes certificated in all categories: Model Serial Numbers B19 MB-558 through MB-886 C23 M-1413, M-1414, M-1416 through M-1418, M-1420 through M-1422, M-1424 through M-1438, M-1440 through M-1446, M-1448 through M-2009, M-2011 through M-2015, and M-2017 through M-2020. B24R MC-151 through MC-448, MC-450, and MC-451. C24R MC-449, MC-452 through MC-559, MC-561 through MC-563, MC-565 through MC-568 and MC-571. COMPLIANCE: Required as indicated unless already accomplished. To assure continued structural integrity of the rod between the stabilator trim tab actuator and the trim tab, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect both ends of the stabilator trim tab actuator rod for proper rivet location, security of rivets and security of clevis fittings and rework if necessary, all in accordance with Beechcraft Service Instructions Number 0994 or later approved revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on August 14, 1978.
76-10-07: 76-10-07 FAIRCHILD: Amendment 39-2609. Applies to all F-27 airplanes incorporating the outward opening large cargo door installed in accordance with STC No. SA932SW. Compliance required within the next 300 hours' or 30 days' time in service, whichever occurs first, after the effective date of this AD unless already accomplished. To prevent inadvertent opening of the large cargo door in flight, accomplish the alteration in paragraph 2, Accomplishment Instructions, in Fairchild Service Bulletin F27-52-31 dated January 8, 1976, for F-27 airplanes or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region. This amendment becomes effective June 14, 1976.
76-18-03: 76-18-03 DOWTY ROTOL: Amendment 39-2711. Applies to Dowty Rotol Type (c)R193/4-30-4/50, (c)R257/4-30-4/60, and (c)R184/4-30-4/50 propellers having Hub Driving Centers, P/N 601026638, modified to Dowty Rotol Mod. No. (c)VP2486. These propellers are installed on, but not necessarily limited to, Fokker Model F-27, Fairchild Model FH-227, and Grumman Model G-159 Series airplanes. NOTE: Dowty Rotol Mod. No. (c)VP2486 is covered in Dowty Rotol Service Bulletin 61-573A, dated June 1968, and the incorporation of the modification is required by AD 68-20-7. Compliance is required at the next propeller overhaul or within the next 4700 hours propeller time in service after the effective date of this AD, whichever occurs first, unless already accomplished. To prevent cracking and possible failure of the hub driving center due to improper machining, accomplish the following: (a) For propellers that incorporate hub and driving center assemblies having the following serial numbers, rework the hub driving center to salvage scheme No. 640144000, in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: Hub and Driving Center Assembly Serial Numbers Serial No. Propeller Type Serial No. Propeller Type 184/59/47 R184/4-30-4/50 DRG/31/62 R184/4-30-4/50 184/59/60 " DRG/288/64 " 184/59/62 " DRG/290/64 " 184/59/64 " DRG/56/65 " 184/59/65 " DRG/116/65 " 184/60/79 " DRG/122/65 " 184/60/86 " DRG/223/65 " 184/60/89 " DRG/223/65 " 184/60/94 " DRG/224/65 " 184/60/95 " DRG/42/66 " 184/60/96 " DRG/122/66 " 184/60/99 " 193/58/11 R193/4-30-4/50 184/60/103 " 193/58/17 " 184/60/126 " 193/58/27 " 184/60/146 " 193/58/38 " 184/60/147 " 193/59/116 " 184/60/159 " 193/59/119 " 184/60/160 " 193/60/150 " DRG/10/61 " 193/60/151 " DRG/12/61 " DRG/32/62 " DRG/14/61 " DRG/119/66 "DRG/17/61 " DRG/442/66 " DRG/20/61 " DRG/131/66 R257/4-30-4/60 DRG/24/61 " DRG/407/66 " DRG/25/61 " DRG/408/66 " DRG/31/61 " DRG/454/66 " DRG/38/61 " DRG/28/67 " DRG/41/61 " DRG/30/67 " DRG/43/61 " DRG/86/67 " DRG/44/61 " DRG/93/67 " DRG/48/61 " DRG/95/67 " DRG/49/61 " DRG/189/67 " DRG/58/61 " DRG/194/67 " DRG/2/62 " DRG/231/67 " DRG/9/62 " DRG/233/67 " DRG/10/62 " DRG/344/67 " DRG/11/62 " DRG/345/67 " DRG/19/62 " DRG/348/67 " (b) For propellers that incorporate hub and driving center assemblies having serial numbers not listed in paragraph (a) of this AD, accomplish the following in accordance with Dowty Rotol Service Bulletin 61-858, dated February 4, 1975, or an equivalent approved in accordance with paragraph (c) of this AD: (1) Inspect the hub driving center to verify correct machining. (2) If the hub driving center is found to be incorrectly machined, rework the hub driving center tosalvage scheme No. 640144000. (c) The equivalent means of compliance specified in paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. This amendment becomes effective on October 1, 1976.
89-23-11: 89-23-11 AIRBUS INDUSTRIE: Amendment 39-6374. Docket No. 89-NM-94-AD. Applicability: Model A300, A310, and A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear, accomplish the following: A. Perform an ultrasonic inspection of the nose landing gear barrel, in accordance with Airbus Industrie Service Bulletins A300-32-388, Revision 1, dated January 24, 1989 (for Model A300 series airplanes); A310-32-2040, dated July 15, 1988 (for Model A310 series airplanes); or A300-32-6023, dated July 15, 1988 (for Model A300-600 series airplanes); as follows: 1. For airplanes with nose landing gears having less than 11,500 cycles accumulated as of the effective date of this AD, perform the inspection prior to the accumulation of 12,000 cycles. 2. For airplanes with nose landing gears with 11,500 or more cycles accumulated as of the effective date of this AD, perform the inspection within 500 cycles or 3 months after the effective date of this AD, whichever occurs first. B. If no ultrasonic echo is observed, or the echo amplitude is lower than or equal to ten percent (10 percent) of ultrasonic generator screen height, repeat the inspection required by paragraph A., above, at intervals not to exceed 1,250 cycles. C. If an echo amplitude higher than ten percent (10 percent) and below eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspection required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A310-32- 2040, or A300-32-6023, as appropriate. NOTE: The above-listed service bulletins reference Messier-Hispano-Bugatti (MHB) Service Bulletin No. 470-32-641 for additional inspection instructions. 1. If no crack is visible from the outside of the barrel, repeat the visual inspection prior to each flight. Replace the nose landing gear barrel within 100 cycles after discovery of first echo, in accordance with Airbus Industrie Service Bulletin A300-32-389 (for Model A300 series airplanes), A310-32-2041 (for Model A310 series airplanes), or A300-32-6024 (for Model A300-600 series airplanes), each dated October 15, 1988, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) 2. If a crack is visible from the outside of the barrel, replace the nose landing gear barrel prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32- 389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470- 32-642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. D. If an echo amplitude equal to or higher than eighty percent (80 percent) of ultrasonic generator screen height is observed during the inspections required by paragraphs A. and B., above, prior to further flight, perform a visual inspection to determine if the crack is visible, in accordance with Airbus Industrie Service Bulletin A300-32-388, A300-32-2040, or A310-32- 6023, as appropriate. (Reference: MHB Service Bulletin 470-32-641.) 1. If no crack is visible from the outside of the barrel, one ferry flight for return to the main base is allowed before the barrel must be replaced. 2. If a crack is visible from the outside of the barrel, the barrel must be replaced prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32- 642.) 3. After replacement is accomplished, the repetitive inspections required by paragraphs A. and B., above, may be discontinued. E. Within 18 months after the initial inspection for cracks, modify the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300- 32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) F. The inspections required by paragraphs A. and B., above may be terminated following modification of the nose landing gear barrel, in accordance with Airbus Industrie Bulletin A300-32-389, A310-32-2041, or A300-32-6024, as appropriate. (Reference: MHB Service Bulletin 470-32-642.) G. 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 may add any comments and then send it to the Manager, Standardization Branch, FAA, ANM-113. H. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6374, AD 89-23-11) becomes effective on December 4, 1989.
77-09-06: 77-09-06 CANADAIR: Amendment 39-2887. Applies to Canadair CL-215-1A10 Airplanes, Serial Numbers 1001 to 1043 inclusive and 1046, not altered in accordance with Appendix I of Canadair Information Circular 110-CL-215 dated October 27, 1975 or an FAA approved equivalent. Compliance is required as indicated. To prevent failure of the lower rudder bearing due to water ingress and subsequent corrosion, accomplish the following: (a) Prior to 1200 hours in service, and at each 1050 hours in service or one year, whichever occurs first thereafter, inspect for corrosion as outlined in paragraphs "Inspection" and "Rework" in Canadair Information Circular 110-CL-215 dated October 27, 1975 or later approved revision thereto, or an FAA approved equivalent. (b) Equivalent alterations and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment becomes effective May 9, 1977.
92-21-04: 92-21-04 BOEING: Amendment 39-8384. Docket No. 92-NM-18-AD. \n\n\tApplicability: Model 737 series airplanes; as listed in Boeing Service Bulletin 737-52-1060, dated June 11, 1976; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a cargo door from opening in flight, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 2 years after the effective date of this AD, modify and test the main deck cargo door lock, viewing windows, and warning indication system, in accordance with Section III of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with 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 modification and test shall be done in accordance with of Boeing Service Bulletin 737-52-1060, dated June 11, 1976. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on November 24, 1992.
95-19-11: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 airplanes, that requires inspections to detect cracking of certain fittings of the tailplane spar, and replacement of the fittings with serviceable parts, if necessary. This amendment is prompted by reports of fatigue cracking of certain fittings in the tailplane spar. The actions specified by this AD are intended to prevent such cracking, which could result in structural degradation of the attachment of the horizontal stabilizer to the fuselage.
93-11-07: 93-11-07 MCDONNELL DOUGLAS: Amendment 39-8597. Docket 92-NM-132-AD. \n\n\tApplicability: Model DC-6, DC-6A, DC-6B, C-118A, and R6D-1 series airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\t(a)\tExcept as provided by paragraph (b) of this AD, inspect each Principal Structural Element (PSE) defined in Chapter 1, Section 6, and Chapter III, of McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 1992 (hereafter referred to as "the SID"), in accordance with the non-destructive inspection (NDI) methods set forth in Chapter II of the SID, and in accordance with the schedule specified in paragraphs (a)(1) and (a)(2) of this AD: \n\n\t\t(1)\tComplete the initial inspection of each PSE specified in Chapter I, Section 6, and Chapter III of the SID as follows: \n\n\t\t\t(i)\tFor PSE's that have not yet reached their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished no later than the threshold specified. \n\n\t\t\t(ii)\tFor PSE's that have exceeded their inspection threshold as of one year after the effective date of this AD, the initial inspection must be accomplished within on repeat (R) interval for the PSE, measured from a date one year after the effective date of this AD. \n\n\t\t(2)\tSubsequent inspections must be accomplished at intervals not to exceed the intervals specified in Chapter III, Section 1, of the SID for the specific NDI sequence code used at the previous inspection. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Within one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the PSE's defined in Chapter I, Section 6, and Chapter III of the SID. The NDI techniques set forth in the SID provide acceptable methods for accomplishing the inspections required by this AD. \n\n\t(c)\tDiscrepant structure detected during the inspections required by this AD must be replaced or repaired prior to further flight, in accordance with the McDonnell Douglas DC-6 Structural Repair Manual; or in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(d)\tAll inspection results (positive or negative) must be reported to the McDonnell Douglas Corporation in accordance with the instructions in the SID. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safetymay 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(f)\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(g)\tThe inspections and reporting requirements shall be done in accordance with McDonnell Douglas Corporation Report No. L26-014, DC-6 Supplemental Inspection Document (SID), dated January 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 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 the FAA, Los Angeles Aircraft Certification Office (ACO), 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(h)\tThis amendment becomes effective on July 22, 1993.
93-10-02: 93-10-02 TELEDYNE CONTINENTAL MOTORS: Amendment 39-8603. Docket 93-ANE-28. Applicability: Teledyne Continental Motors (TCM) O-200, O-300, IO/TSIO/LTSIO-360, O/IO/TSIO-470, IO/TSIO/LTSIO/GTSIO-520, and IO/TSIO/TSIOL-550 series reciprocating engines listed by serial number in TCM Mandatory Service Bulletin (MSB) No. 93-12, dated May 12, 1993, or that contain cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993; installed on but not limited to: Aeronca Models 15AC and S15AC; American Champion (Bellanca) Models 7ACA and 402; Beagle Model 206S; Beech Models Debonaire, Bonanza, and Baron; Bellanca Models 14-19, 14-19-2, 14-19-3, 14-19-3A, 17-30, 17-31, and 17-31TC; Cessna Models 150, 170, 172, 180, 182, 185, 188, 205, 206, 207, 210, 303, 310, 320, 335, 336, 337, 340, 401, 402, 404, 414, 421, and T41; Aero Commander Models 200, 500, and 685; Champion Models Citabria and Lancer; Maule Models Bee Dee M-4, M-4, M-4C, M-4S, M-4T, M-4-210, M-4-210C, M-4-210S,M-4-210T, and M-5-210C; Mooney Models 231 and 252; Navion series; Piper Models Arrow, Seneca, and PA46-310P; and Taylorcraft Model F-19 aircraft. Compliance: Required prior to further flight, unless previously accomplished. To prevent an engine failure due to a missing cylinder valve retainer key, accomplish the following: (a) For engines that have less than 25 hours time in service (TIS), or unknown TIS, on the effective date of the AD since new, rebuild, or factory overhaul, visually inspect each cylinder to determine if both valve retainer keys are in place on each valve, and if the roto coil, if applicable, is properly positioned, in accordance with TCM MSB No. 93-12, dated May 12, 1993. NOTE: Certain TCM engine models do not incorporate roto coils in the valve assembly. (1) If a valve retainer key is missing, or if a roto coil, if applicable, is mispositioned, repair or replace the cylinder, as necessary, in accordance with the applicable TCM Overhaul Manual. (2) If the valve retainer keys are in place, and the roto coil, if applicable, is correctly positioned, return engine to service in accordance with TCM MSB No. 93-12, dated May 12, 1993. (b) For engines with individually installed new service or chrome plated cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, that have less than 25 hours TIS on the effective date of this AD since installation of any cylinder(s), visually inspect each new service or chrome plated cylinder, and repair or replace the cylinder, as necessary, in accordance with paragraph (a) of this AD. (c) Uninstalled cylinder assemblies purchased from TCM between July 29, 1992, and March 30, 1993, must be inspected and repaired, as necessary, in accordance with paragraph (a) of this AD prior to installation on an engine. (d) For engines that have 25 hours or more TIS on the effective date of this AD, since new, rebuild, or factory overhaul, no inspection is required.(e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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. (f) The inspections shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM MSB No. 93-12 1-7 Original May 12, 1993 Total pages: 7. 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 Teledyne Continental Motors, P.O.Box 90, Mobile, AL 36601; telephone (205) 438-3411 ext. 305, fax (205) 438-3411 ext. 179. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective August 12, 1993, to all persons except those persons to whom it was made immediately effective by priority letter AD 93-10-02, issued May 17, 1993, which contained the requirements of this amendment.
93-11-06: 93-11-06 DE HAVILLAND, INC.: Amendment 39-8596. Docket 92-NM-204-AD. Applicability: Model DHC-7 series airplanes; serial numbers 3 through 37, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural failure, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the wing inboard leading edge and support structure (Modification No. 7/1632), in accordance with de Havilland Service Bulletin 7-57-14, dated June 25, 1982. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), ANE-170, FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with de Havilland Service Bulletin 7-57-14, dated June 25, 1982. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 22, 1993.
95-17-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Jetstream Aircraft Limited (JAL) Jetstream Models 3101 and 3201 airplanes. This action requires modifying the central annunciator panel test button circuit. A report of diode failure in this circuit and subsequent inadvertent engine shutdown on one of the affected airplanes prompted this action. The actions specified by this AD are intended to prevent failure of a diode in the central annunciator panel test button circuit, which could result in inadvertent engine shutdown while in flight if the central annunciator panel test button is pressed.
96-11-02: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Model 3101 airplanes. This action requires repetitively inspecting the spigot housing plate for cracks at the wing/fuselage forward attachment sliding joint, replacing any cracked housing plate, repetitively inspecting the spigots and spigot posts for corrosion and installing improved spigots if corrosion is found that exceeds certain limits, and eventually installing improved spigots if corrosion that does not exceed certain limits is found. For certain affected airplanes, this action requires repetitively inspecting the spigot bushes for migration gaps, replacing the bushes with modified bushes if gaps are found that exceed 0.5 inch, and eventually replacing the bushes with modified bushes if migration gaps are not found. Reports of bush migration gaps found on three of the affected airplanes and another report of corrosion and several cracks found on the spigot housing plate on a Jetstream Model 3101 airplane prompted this action. The actions specified by this AD are intended to prevent structural failure of the wing/fuselage area caused by a cracked or corroded spigot housing assembly.
99-04-20: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A. Model A109K2 helicopters. This action requires replacing a certain Breeze-Eastern rescue hoist (rescue hoist) with a different part-numbered airworthy rescue hoist. This amendment is prompted by an incident in which a rescue hoist cable broke due to cable damage, resulting in one fatality. The actions specified in this AD are intended to prevent the breaking of the rescue hoist cable, personal injury, or entanglement of the rescue hoist cable in the helicopter s main or tail rotor blades, and subsequent loss of control of the helicopter.
97-07-11: This amendment supersedes Airworthiness Directive (AD) 81-20-01, which currently requires repetitively inspecting the nose landing gear (NLG) actuator support structure and the front pressure bulkhead for cracks on Jetstream Aircraft Limited (JAL) HP137 Mk1 and Jetstream series 200 airplanes, and replacing any cracked part. This AD retains the repetitive inspections required by AD 81-20-01; requires repetitively inspecting the NLG retraction jack upper mounting fitting and attachment hardware for security bolt failure and for bolts with improper torque levels on the HP137 Mk1, Jetstream series 200, and Jetstream Model 3101 airplanes, and requires replacing any failed security bolts and adjusting any bolt with an improper torque level; and requires modifying the NLG retraction jack on all affected airplanes, as terminating action for the repetitive inspections. This AD results from reports of NLG jack mounting fitting failures on several of the affected airplanes, and the Federal Aviation Administration's policy on aging commuter-class aircraft. The actions specified by this AD are intended to prevent failure of the NLG caused by a cracked NLG actuator support structure or cracked front pressure bulkhead, which, if not detected and corrected, could lead to nose gear collapse and damage to the airplane.
97-11-08: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model CL-415 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller ground beta range was used improperly during flight. The actions specified in this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
97-23-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 and 0070 series airplanes, that requires replacement of the fusible pin in the upper torque link of the main landing gear with an improved pin. 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 reduced structural integrity and potential collapse of the main landing gear.
99-16-09: 99-16-09 BELL HELICOPTER TEXTRON CANADA: Amendment 39-11244; Docket No. 98-SW-52-AD. Issued July 28 1999. Applicability: Model 230 helicopters, serial numbers 23001 through 23038, certificated in any category. NOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Requiredas indicated, unless accomplished previously. To prevent loss of torque of the vertical fin attachment bolts (bolts), which could lead to fracture of the bolts, separation of the vertical fin from the helicopter, and subsequent loss of control of the helicopter accomplish the following: (a) Within 25 hours time-in-service (TIS), verify the torque on the bolts in accordance with Part I of the Accomplishment Instructions of Bell Helicopter Textron Alert Service Bulletin No. 230-98-14, Revision A, dated June 9, 1998 (ASB). (b) On or before the next 150 hour TIS inspection, inspect the vertical fin fitting and tail boom fitting for cracks, elongated bolt holes, distortion, and corrosion in accordance with Part II of the Accomplishment Instructions in the ASB. If elongation of a bolt hole is detected, incorporate the modifications specified in Bell Helicopter Textron Technical Bulletin No. 230- 98-23, Revision A, dated July 1, 1998. (c) After the inspection required by paragraph (b) and after at least 5 hours TIS but within 10 hours TIS, re-verify the torque on the bolts in accordance with Part III, Special Inspections, Step 1 of the Accomplishment Instructions in the ASB. (d) Thereafter, at intervals not to exceed 150 hours TIS, verify the torque of the vertical fin attachment bolts in accordance with the 150 flight hour scheduled inspections, Part III, of the Accomplishment Instructions in the ASB. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Rotorcraft Certification Office, Rotorcraft Directorate, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Certification Office. (f) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished. (g) The inspections shall be done in accordance with Bell Helicopter Textron Alert Service Bulletin No. 230-98-14, Revision A, dated June 9, 1998 and Bell Helicopter Textron Technical Bulletin No. 230-98-23, Revision A, dated July 1, 1998. These incorporations by reference were 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 Bell Helicopter Textron Canada, 12,800 Rue de l'Avenir, Mirabel, Quebec JON1LO, telephone (800) 463-3036, fax (514) 433-0272. Copies may be inspected at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on August 24, 1999. NOTE 3: The subject of this AD is addressed in Transport Canada (Canada) AD CF-98- 22, dated August 7, 1998.
98-13-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319 and A321-100 series airplanes, that requires adjustment of the landing gear unlocked-stop screw; replacement of the shear pins in the reduction gear box and the landing gear pulley assembly with new or serviceable shear pins; a one-time inspection to detect discrepancies of the landing gear cut-out valve; an operational test of the uplock mechanical control system; and follow-on corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent non-extension of one or more landing gears, consequent damage to the airplane structure, and possible injury to passengers and crewmembers.
97-16-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a one-time inspection of the main landing gear (MLG) retaining bolt to ensure that it is installed correctly, and adjustments or repairs, if necessary. This amendment is prompted by a report indicating that a disconnected retaining bolt was found in the MLG forward trunnion joint of a Model 767 series airplane. The actions specified by this AD are intended to prevent aft-acting trunnion loads from being transferred to the MLG beam, and consequent fracture and collapse of the MLG; this condition could result in the loss of control of the airplane on the ground.
98-13-29: This amendment adopts a new airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit positioning the power levers below the flight idle stop. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
97-18-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) airplanes that requires a one-time inspection of the direct current (DC) power distribution system for reliability, and correction or repair, of any fuse holders and associated electrical wiring, if necessary. This amendment is prompted by a report indicating that a loose fuse holder caused the DC power distribution system to short circuit on one of the affected airplanes, which resulted in a burnt wire between circuit breaker panel CBP-2 and junction box JB7. The actions specified by this AD are intended to prevent such short circuiting, which could result in a burnt wire, smoke entering the cockpit area, and consequent passenger injury due to smoke inhalation.
97-21-16: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 97-21-16 that was sent previously to all known U.S. owners and operators of Dassault Model Mystere-Falcon series airplanes by individual notices. This AD requires a revision to the Limitations section of the FAA-approved Airplane Flight Manual (AFM) to include procedures to use certain values to correctly gauge the minimum allowable N1 speed of the operative engines during operation in icing conditions. This action is prompted by a report indicating that erroneous minimum anti-icing N1 thrust setting indications were displayed on the Engine Indication Electronic Display (EIED). The actions specified by this AD are intended to prevent flightcrew use of erroneous N1 thrust setting information displayed on the EIED, which could result in in-flight shutdown of engine(s).
98-19-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A321 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to prohibit automatic landings and Category III operations on runways with a magnetic orientation of 170 degrees through 190 degrees inclusive. This amendment also provides for optional terminating action for the AFM revision. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent the use of erroneous automatic roll-out guidance generated by the flight management and guidance computer, which could result in the airplane departing the runway upon landing.
98-01-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of certain electrical terminals with new electrical terminals. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent loose electrical connections from causing an increase in electrical resistance, which could result in overheating at the electrical terminals and consequent smoke/fire in the airplane passenger cabin.
97-14-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect chafe wear on the upper diagonal engine mount tube, and replacement or repair, if necessary. This amendment requires the installation of chafe guards at the engine mounts, which terminates the currently required inspections. It also requires that the chafe guards then be repetitively inspected for chafe wear. This amendment is prompted by the development of a modification that will provide better protection of the subject area against future chafe wear. The actions specified by this AD are intended to prevent excessive chafe wear in the area of the upper diagonal engine mount tubes and trusses; if not detected and corrected, such wear could result in failure of the engine mount assembly and possible separation of the engine from the airplane.