Results
2001-17-16: This amendment supersedes an existing airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E helicopters that currently requires visually checking and inspecting each tail rotor blade (blade) for a crack at specified intervals. That AD also requires replacing any cracked blade with an airworthy blade. This amendment contains the same requirements but adds another blade to the applicability. This amendment is necessary because the added blade is manufactured using the same process as the blade that failed. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
86-21-08: 86-21-08 SOCATA: Amendment 39-5444. Applies to Models TB10 and TB20 (Serial Numbers 1 through 342, 344 through 381, 383 through 413, 415 through 422, 424, 430, 431, 433, and 439 through 441) airplanes certificated in any category. Compliance: Required within 50 hours time-in-service or 60 days, whichever occurs first, from the effective date of this AD, unless already accomplished. To prevent possible structural damage and loss of airframe integrity, accomplish the following: (a) Visually inspect the fuselage area under the battery tray for damage caused by battery electrolyte leaks. (1) If damage exists, before further flight, repair the damage or replace the damaged component(s) in accordance with Advisory Circular No. 43.13-1A and applicable manufacturer's maintenance information and modify the battery tray as specified in paragraph (a) (2) below. (2) If damage does not exist, modify the battery tray in accordance with the instructions in the "DESCRIPTION" Section1 of SOCATA Service Letter No. 18 dated February 1985. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. All persons affected by this AD may obtain copies of the documents referred to herein upon request to SOCATA Groupe Aerospatiale, B.P. 38, 65001 Tarbes, France, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 24, 1986.
2025-13-01: The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Canada Limited (BTCL) Model 407 and 427 helicopters. This AD was prompted by a report that certain expandable blade bolts installed on the main rotor blade may not have received the correct heat treatment, which could result in stress corrosion cracking of the expandable blade bolts. This AD requires removing the expandable blade bolts from service and replacing them with a part eligible for installation. This AD also prohibits the installation of an affected expandable blade bolt on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2017-02-11: We are adopting a new airworthiness directive (AD) for Alexander Schleicher GmbH & Co. Model ASK 21 gliders. 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 cable slack in gliders equipped with a rudder hand control [[Page 10265]] system leading to a short-term blockage of the rudder control system and reduced control. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-17-17: This amendment supersedes an existing airworthiness directive (AD) that applies to Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters. That AD currently requires either recurring liquid penetrant or eddy current inspections of the main rotor blade grip (grip) threads for a crack. If a crack is detected, that AD requires, before further flight, replacing the cracked grip with an airworthy grip. That AD also establishes a retirement life of 1200 hours time-in-service (TIS) for each grip. This AD contains the same requirements as the existing AD but adds two part numbers (P/N) to the applicability and requires only recurring eddy current inspections of the grip threads. This AD also requires reporting any results of the grip inspections to the FAA Rotorcraft Certification Office. This AD is prompted by the resultsof an accident investigation, an operator survey conducted by a trade association, various comments concerning the current AD, and a further analysis of field service data. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
62-26-04: 62-26-04 LOCKHEED: Amdt. 514 Part 507 Federal Register December 5, 1962. Applies to All Model 188A and Model 188C Aircraft. Compliance required as indicated. To permit early detection of cracks in both the closed and open section type elevator balance weight arms and to assure rework of uncracked arms and replacement of cracked arms, the failure of which could cause jamming of the elevator or adversely affect protection against flutter, the following shall be accomplished: (a) Unless already accomplished within the last 75 hours' time in service prior to the effective date of this AD, all elevator balance weight arms of the closed (square tube) type shall, within the next 100 hours' time in service following the effective date of this AD and at intervals thereafter not to exceed 175 hours' time in service from the last inspection, be inspected in the manner prescribed in (c). Any closed type arm found to be cracked shall be replaced prior to further flight with an uncracked closed type arm of the same part number, with an uncracked open type arm of the proper part number as prescribed by Lockheed Field Service Letter FS/249931L or with an FAA engineering approved replacement arm. The replacement shall be accomplished in accordance with Lockheed Service Bulletin 88/SB-567, Revision 1, or FAA engineering approved equivalent. (b) Unless already accomplished within the last 250 hours' time in service prior to the effective date of this AD, all elevator balance weight arms of the open (C-section) type shall, within the next 100 hours' time in service following the effective date of this AD and at intervals thereafter not to exceed 350 hours' time in service from the last inspection, be inspected in the manner prescribed in (c). Any open type arm found to be cracked shall be replaced prior to further flight with an uncracked arm of the same part number or with an FAA engineering approved equivalent arm. The replacement shall be accomplished in accordance with Lockheed Service Bulletin 88/SB-567, Revision 1, or FAA engineering approved equivalent. (c) Conduct close visual inspection of all external exposed surfaces of both types of arms and of the inner surfaces of open type arms in areas where external surfaces are hidden by clips. The close visual inspections shall be made with a magnifying glass or magnifying mirror of at least 3X magnification, with the elevator in full up position and with all elevator access doors at the trailing edge of the horizontal stabilizer, in the open position. (d) Within 350 hours' time in service after the effective date of this AD, all balance weight arms inspected per (a) and (b) and found to be uncracked shall, unless already accomplished, be reworked in the manner described by paragraphs B(2) through B(6) of Lockheed Service Bulletin 88/SB-567, Revision 1, or in an FAA engineering approved equivalent manner. (e) Closed type replacement arms installed per (a) and closed typeuncracked arms reworked per (d) are subject to the inspection for cracks in accordance with (c) at intervals not to exceed 175 hours' time in service. Open type replacement arms installed per (a) or (b) and open type uncracked arms reworked per (d) are subject to the inspection for cracks in accordance with (c) at intervals not to exceed 350 hours' time in service. (FAA engineering approved equivalent replacement arms installed per (a) or (b) will be subject to such special inspections as may be prescribed by FAA in conjunction with the approval of the use of such arms.) (f) The periodic inspections of (a), (b), and (e) may be discontinued after compliance with either of the following: (1) Modify elevator assembly in accordance with sections 2.A through 2.W of Lockheed Service Bulletin 88/SB-566C or later FAA-approved revision; or (2) If elevator assembly has been modified before February 3, 1966 in accordance with sections 2.A through 2.S of Lockheed Service Bulletin 88/SB-567B, inspect the horizontal stabilizer throughout the elevator travel for interference. (i) If interference exists, modify the elevator assembly in accordance with sections 2.A through 2.W of Lockheed Service Bulletin 88/SB-567C or later FAA-approved revision. (ii) If no interference exists, no further action is necessary. (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Field Service Letters FS/249931L dated September 9, 1960, FS/250044L dated November 28, 1960, Lockheed Service Bulletins 88/SB-567, revision 1, and 88/SB-567B, cover this same subject.) This supersedes the Airworthiness Directive on the same subject issued and made effective by telegram dated November 23, 1962. This directive effective December 4, 1962. Revised May 26, 1964. Revised February 5, 1966.
75-08-12: 75-08-12 HUGHES HELICOPTERS: Amendment 39-2162. Applies to Hughes 269 series helicopters certificated in all categories, including military model TH-55A, which are equipped with linear clutch actuators, P/N DL 1020M81C(12V), 269A4564, or DL 1020M82C(28V), including those helicopters on which Hughes Service Information Notice No. N-126, dated February 24, 1975, has been accomplished. (A) Prior to further flight, unless previously accomplished, remove the actuator and cover at the lug end of the linear clutch actuator in accordance with Hughes 269 series Maintenance Manual of Instructions, issued April 1973, Revision No. 2, January 1, 1974. (A)(1) Visually identify the markings on the four number 4-40 Allen screw heads which secure the lug to the housing. If any retainer screw has a single band of vertical lines around the outside diameter of the raised head, mutilate and discard the screw. Replace any retainer screw having such vertical lines with new screws having either of the following part numbers, and torque to five to seven inch-pounds: New Ny-Lock P/N P60HS440-12C or new Simmonds P/N S6370CESCS4-12. (A)(2) Operators who have complied with paragraph "d", per Hughes Service Information Notice No. N-126, dated February 24, 1975, by installing these new screws, are not required to repeat the replacement of the new screws if the procedures of paragraph (A)(1) of this AD have been followed. (A)(3) If the identifying markings on the outside diameter of the raised head consist of anything other than the single band of vertical lines, such as cross hatched band, double band of vertical lines, etc., the retainer screws need not be replaced. (B) After complying with paragraphs (A)(1), (A)(2), and (A)(3), as applicable, identify the actuators by hand impression stamping the letter "B" on the bottom line of the actuator data plate. (C) Reassemble and install the actuator in accordance with the Hughes Maintenance Manual of Instructions.(D) Record inspections and modifications per this AD in aircraft maintenance records in accordance with FAR 43.9. (E) Helicopters may be flown to a base where maintenance may be performed to comply with this AD per FAR's 21.197 and 21.199. (F) Equivalent inspection and modification procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective April 14, 1975, for all persons except those to whom it was made effective immediately by airmail letter dated March 7, 1975.
98-24-02 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time inspection to identify the part numbers of two dimmer controls for the overhead instrument panel light and circuit breaker lightplate located in the flight compartment. For airplanes on which a dimmer control having an incorrect part number is installed, that AD also requires replacing the dimmer control with a new part; modifying and reinstalling the existing dimmer control; or reinstalling a dimmer control following modification of the part by the part manufacturer. That AD was prompted by reports of smoke emitting from the overhead panels in the cockpit area. The actions specified by that AD are intended to prevent an electrical failure in the overhead dimmer control due to overheating of a printed circuit board capacitor in the dimmer control, which could result in rupture of the capacitor and smoke in the flight compartment. This amendment revises the term "serial numbers" in the applicability statement to "fuselage numbers."
93-09-12: 93-09-12 FOKKER: Amendment 39-8578. Docket 92-NM-197-AD. Applicability: Model F27 series airplanes; serial numbers 10102 through 10684, inclusive, 10686, 10687, and 10689 through 10692, inclusive; on which Dowty Rotol main undercarriage upper members, P/N 200463301, 200251300, 200251301, 200567300, or 200680300, are installed; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the main landing gear (MLG), accomplish the following: (a) Within 9 months after the effective date of this AD, perform a high frequency eddy current inspection to detect cracks in the upper members of the MLG, in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (1) If no crack is found, prior to further flight, mark the upper members in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (2) If any crack is found, prior to further flight, replace the cracked uppermember with one that has been inspected and has been found to be free of cracks, or with one that has been reworked, in accordance with the service bulletin. (b) Within 12,000 landings since the last overhaul, or within 6 months after the effective date of this AD, whichever occurs later, rework upper members of the MLG that have not been reworked previously, in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (c) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, report the finding of any crack that exceeds 0.1 inch (2.54 mm) to Dowty Aerospace Customer Support Center, Service Manager, P.O. Box 49, Sterling, Virginia 20167; or fax (703) 430-4932. Reports must include the extent and location of cracks, the part number or issue number of the cracked upper member, the total number of landings on the cracked upper member, and the total number of landings since overhaul of the cracked upper member. 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. (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 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 thisAD can be accomplished. (f) The inspection, marking, replacement, and rework procedures shall be done in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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 June 17, 1993.
88-11-08: 88-11-08 BRUCE INDUSTRIES, INC.: Amendment 39-5932. Applies to all ballasts, Part Number 05241-1, as installed on, but not limited to, aircraft modified in accordance with Supplemental Type Certificate (STC) Numbers SA1081NW, SA1315NM, SA1952NM, SA3144NM, and SA4042WE; and Civil Aviation Authority Airworthiness Approval Note No. 17027, Issue 2. Compliance required as indicated. NOTE: HITCO Alert Service Bulletin A9000203-33-20-01, dated May 2, 1988, lists specific aircraft modified in accordance with the referenced STC's; however, these ballasts may also be installed on other aircraft. To prevent fire caused by shorted and sparking ballast, accomplish the following, unless already accomplished: A. Within 30 days after the effective date of this airworthiness directive (AD), install a fuse assembly for each affected ballast in accordance with the accomplishment instructions of Bruce Industries, Inc., Alert Service Bulletin A05241-33-20-01, dated May 2, 1988.NOTE: HITCO Alert Service Bulletin A9000203-33-20-01, dated May 2, 1988, is considered an approved equivalent modification. 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, Los Angeles Aircraft Certification Office, 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 Los Angeles Aircraft Certification Office. 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 information from the manufacturer may obtain copies upon request to Bruce Industries, Inc., P.O. Box 1700, Dayton, Nevada 89403, Attention: Contracts Department; or (for airplanes with HITCO cabin interiors) HITCO, 1600 West 135th Street, Gardena, California 90249, Attention: Contracts Department. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This Amendment 39-5932 becomes effective June 10, 1988.
84-11-05: 84-11-05 BRITISH AEROSPACE: Amendment 39-4888. Applies to British Aerospace (BAe) HP.137 Jetstream Mk. 1, Jetstream Series 200, and Jetstream Model 3101 airplanes (all serial numbers through 619, except serial number 615), certificated in any category. Compliance: Required prior to further flight, unless already accomplished. To reduce the possibility of a malfunction causing the flaps to move to the lift dump position in flight, accomplish the following: a) For the HP.137 Jetstream Mk.1 and Jetstream Series 200 airplanes: 1) Fabricate and install in full view of the pilot, a temporary placard using letters of minimum .10 inch in height which states: "PRIOR TO EACH FLIGHT, COMPLETE THE FLAP OPERATIONAL CHECKS IN THE INSERT TO SECTION 4 OF THE AFM. MAXIMUM FLAP EXTENSION SPEED - 140 KNOTS IAS" 2) Temporarily blank out the flap extension speeds on the Limitations Placard and operate the airplane in accordance with these limitations. 3) Add the following information to Section 4 of the Airplane Flight Manual (AFM): i) Upon completion of "After Start Checks" accomplish Flaps Operational Check as follows: With POWER levers just forward of the GROUND IDLE range, check T.O. and DOWN positions. Retard the POWER levers to GROUND IDLE and check that the flaps extend to the DUMP position. Move POWER levers just forward of GROUND IDLE and check flaps return to DOWN position. Select FLAPS UP and check the flaps return to the UP position. Ensure that the position of flap selector switch corresponds with the indication on the flap position indicator. ii) If the flaps do not move to the correct position, remove the airplane from service and contact BAe (see note for address). 4) Add the following information to Section 3 of the AFM: i) Should the flaps fail to retract after takeoff, re-select the T.O. position. ii) Should the flaps fail to extend on selection, re-select to the UP position.iii) Should the flaps run to DOWN when selected to T.O. for approach, select the achieved position. iv) Do not use the Emergency Hydraulic System to lower the flaps when a malfunction has been identified. v) Depending on circumstances, either carry out a landing with flaps UP or with the flaps partially deflected, using the LANDING WITH FLAPS UP procedures detailed in Section 3 of the Flight Manual, or if the flaps are fully extended to the normal landing position, carry out a normal landing using normal procedures. LIFT DUMP should be available on touch-down. vi) If a malfunction has been identified, remove the airplane from service and contact BAe (see note for address). b) For Jetstream Model 3101 airplanes: 1) Fabricate and install in full view of the pilot, a temporary placard using letters of minimum .10 inch in height which states: "PRIOR TO EACH FLIGHT, COMPLETE THE FLAP OPERATIONAL CHECKS IN THE INSERT TO SECTION 4 OF THE AFM. MAXIMUM FLAP EXTENSION SPEED - 149 KNOTS IAS" 2) Temporarily blank out the flap extension speeds on the Limitations Placard and operate the airplane in accordance with these limitations. 3) Add the following information to Section 4 of the AFM: i) Upon completion of "After Start Checks" accomplish Flaps Operational Check as follows: Ensure each time by reference to the Wing Flaps Position Indicator, that the achieved position corresponds to the Selected position. Check that Lift Dump is only achieved with flaps selected to 50 degrees and Power Levers to Ground Idle. ii) If the flaps do not move to the correct position, remove the airplane from service and contact BAe (see note for address). 4) Add the following information to Section 3 of the AFM: i) Should the flaps fail to retract after takeoff, re-select previously selected position. ii) Should the flaps fail to extend on selection, re-select to the UP position. iii) Should the flaps run to 50 degrees when selected to 10 degrees or 20 degrees for approach, select the achieved position. iv) Do not use the Emergency Hydraulic System to lower the flaps when a malfunction has been identified. v) Depending on circumstances, either carry out a landing with flaps UP or with the flaps partially deflected, using the LANDING WITH FLAPS UP procedures detailed in Section 3 of the Flight Manual, or if the flaps are fully extended to the normal landing position, carry out a normal landing using normal procedures. LIFT DUMP should be available on touch-down. vi) If a malfunction has been identified, remove the airplane from service and contact BAe (see note for address). c) Insertion of a copy of this AD in front of the sections specified in paragraphs a)3), a)4), b)3), and b)4) above satisfies the requirements of these paragraphs. d) The requirements of paragraph c) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. e) Remove the temporary placards, AFM inserts and operational placard changes required elsewhere in this AD when BAe Modification JM5236 is accomplished. f) An equivalent means of compliance with this AD may be used, if approved, by Manager, Aircraft Certification Office, AEU-100, Europe, Africa & Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: Repair and parts information may be obtained from British Aerospace (BAe), Engineering Department, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041; telephone (703) 435-9100. This amendment becomes effective on July 17, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated June 6, 1984, and is identified asAD 84-11-05.
2001-17-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires a one-time detailed visual inspection to detect damage of the ladder plates and access cover areas of the upper surface of the wings; repair, if necessary; and installation of new O-ring seals. 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 damage of the upper wing ladder plates, which could result in displacement of the adjacent channel seals and consequent reduced lightning strike protection of the fuel tanks.
76-16-07: 76-16-07 CESSNA AVIATION: Amendment 39-2694. Applies to Cessna models 401 and 402 series airplanes and model 414 airplanes certificated in all categories, which have been modified in accordance with either Supplemental Type Certificate SA2424WE or SA117NW, incorporating Allison turboprop engines. Compliance required as indicated. To prevent and detect possible failures of the engine attachment tangs, of engine mount PN5002, accomplish the following: (a) Within 10 hours' time in service after the effective date this AD, unless already accomplished, loosen the engine attach bolts and compress the rubber mounts. Use steel shims to reduce the gap between the forward tang and AN970 washer (with the bushing and washers compressed against the aft tang) to no greater than 0.005 inches and retorque the bolts to 160-190 inch pounds. (b) Within 10 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed the time limits indicated below, visually inspect, with a glass of at least 8-power, the forward and aft tangs of all three engine attachment points on the engine support truss for cracks: TIME IN SERVICE ON ENGINE MOUNT TIME IN SERVICE BEFORE NEXT INSPECTION 0 to 1,000 hrs. 500 hrs. 1,000 to 2,000 hrs. 200 hrs. 2,000 and above 10 hrs. Example: Engine mount with 100 hours time in service on effective date of this AD. Inspections required at or before 110, 610, 1110, 1310, 1510, 1710, 1910, 2110, 2120, 2130, etc., hours. (c) If any crack is detected as a result of any of the inspections conducted in accordance with paragraph (b), before further flight the engine mount, P/N 5002, must be replaced with an uncracked engine mount of the same part number or an engine mount approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) The modification and repetitive inspections required by paragraphs (a) and (b) may be discontinued on engine mounts modified in accordance with American Jet Industries Service Bulletin 400-1 dated June 7, 1976, or later FAA-approved revision. (e) Equivalent inspections or modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued per FAR 21.197 and FAR 21.199 to authorize flight to perform the modification required by paragraph (a), the initial inspection required by paragraph (b), and the modification specified in paragraph (d). This supersedes amendment 39-2597 (41 F.R. 18647), AD 76-09-08. This amendment becomes effective August 20, 1976.
93-10-03: 93-10-03 AIRBUS INDUSTRIE: Amendment 39-8581. Docket 92-NM-224-AD. Applicability: Model A320 series airplanes, as listed in Airbus Industrie Service Bulletin A320-28-1040, Revision 1, dated April 3, 1992; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the occurrence of electrical arcing between the fuel probes and the center and inner wing fuel tanks, accomplish the following: (a) For airplanes on which Modification 22647 has not been accomplished: Within 9 months after the effective date of this AD, remove fuel probes 35QT, 36QT, 37QT, 38QT, and 39QT; install a nylon plate on each attachment bracket in the center fuel tank, Modification 22647; reinstall the fuel probes; and perform a functional check; in accordance with Airbus Industrie Service Bulletin A320-28-1040, Revision 1, dated April 3, 1992; or Revision 3, dated January 15, 1993. (b) For airplanes on which Modification 22855 has not been accomplished: Within 9 months after the effective date of this AD, remove fuel probes 21QT1, 21QT2, 22QT1, 22QT2, 23QT1, 23QT2, 25QT1, 25QT2, 26QT1, 26QT2, 27QT1, 27QT2, 29QT1, 29QT2, 31QT1, and 31QT2; install new support bracket assemblies on fuel probes 1 and 2 in the inner fuel tanks of the left- and right-hand wings, Modification 22855; reinstall fuel probes; and perform a functional check; in accordance with Airbus Industrie Service Bulletin A320-28-1040, Revision 1, dated April 3, 1992; or Revision 3, dated January 15, 1993. (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, 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 theexistence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) 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. (e) The removal, modification, reinstallation and functional check shall be done in accordance with the following Airbus Industrie service bulletins, which contain the specified effective pages, as applicable: Service Bulletin Referenced and Date Revision Level Page Number Date Shown on Page Shown on Page A320-28-1040, Revision 1, April 3, 1992 1-5, 7, 9 12-13, 27-29 6, 8, 10-11 14-26 1 (Original) April 3, 1992 January 31, 1992 A320-28-1040, Revision 3, January 15, 1993 1-4, 7, 9-23 26-38 5-6, 8 24-25 3 (Original) January 15, 1993 January 31, 1992 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on July 1, 1993.
92-19-09 R1: 92-19-09 R1 SHORT BROTHERS, PLC: Amendment 39-8716. Docket 93-NM-61-AD. Revises AD 92-19-09, Amendment 39-8367, which superseded AD 84-07-06 R1, Amendment 39-6036. Applicability: All Model SD3-30 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: Paragraphs (a), (b), (c), and (f) of this AD restate the requirements of those paragraphs as they appeared in AD 92-19-09, Amendment 39-8367; the requirements of those paragraphs entail specific one-time actions. As allowed by the phrase, "unless accomplished previously," if the requirements of those paragraphs have been accomplished previously, this AD does not require that they be repeated. NOTE 2: Paragraphs (d) and (e) of this AD restate the requirements for repetitive inspections contained in the same paragraphs of AD 92-19-09, Amendment 39-8367. The first inspection required by this AD must be performed within the specified repetitive inspection interval after the last inspection performed in accordance with paragraphs (d) and (e) of AD 92-19-09. To prevent reduced structural capability of the wing, accomplish the following: (a) Within 180 days after November 3, 1988 (the effective date of AD 84-07-06 R1, Amendment 39-6036), install a new closing panel in the aft baggage compartment in accordance with Shorts Service Bulletin SD3-25-30, dated January 8, 1982. (b) Within 180 days after November 3, 1988, inspect to detect fuel leakage and seal the fuselage crown in accordance with Shorts Service Bulletins SD3-53-01, Revision 2, dated January 19, 1977; SD3-53-18, dated November 25, 1977; and SD3-53-41, dated May 21, 1980. (c) Within 600 hours time-in-service after November 3, 1988, or prior to the accumulation of 4,800 total hours time-in-service, whichever occurs later, inspect to detect cracking and modify the wing drag links in accordance with Shorts Service Bulletin SD3-53-48, Revision 1, dated January 5, 1983. Replace damaged parts prior to further flight, in accordance with the service bulletin. (d) Within 90 days after November 3, 1988, inspect to detect corrosion or wear in the horizontal stabilizer (tailplane)-to-fuselage fittings, pins, and bushings in accordance with Shorts Service Bulletin SD3-55-16, Revision 3, dated November 1987. For airplanes that have accumulated less than 4,800 total hours time-in-service and are less than 2 years old as of November 3, 1988, accomplishment of this inspection may be deferred until the affected airplane reaches 4,800 total hours time-in-service or 2 years of age, whichever occurs first. Replace any worn or corroded parts prior to further flight, in accordance with the service bulletin. (1) If no pin has been replaced with a new pin, and if there is no corrosion found on any attachment fitting, repeat this inspection thereafter at intervals not to exceed 1,200 flight hours or within 6 months following the immediately preceding inspection, whichever occurs first. (2) If all the pins on one side have been replaced with new pins, repeat the inspection on that side within the next 4,800 flight hours or 2 years following replacement of the pins, whichever occurs first. Repeat this inspection thereafter at intervals not to exceed 2,400 flight hours or 1 year following the immediately preceding inspection, whichever occurs first. (e) For airplanes having serial numbers SH3002 through SH3090, inclusive: Within 300 hours time-in-service after November 3, 1988, or prior to the accumulation of 4,800 total hours time- in-service, whichever occurs later, inspect to detect cracked or broken rib/skin attachment cleats at left wing station 160 in accordance with Part A (Inspection) of paragraph 2.A. of the Accomplishment Instructions in Shorts Service Bulletin SD3-57-10, Revision 1, dated October 11, 1982; or Revision 2, dated January 4, 1993. Repeat this inspection within 2,400 hours time-in-service following the immediately preceding inspection, or within 300 hours time-in-service after November 17, 1992 (the effective date of AD 92-19-09, Amendment 39-8367), whichever occurs later. (1) If no crack is found, repeat this inspection of each bay thereafter at intervals not to exceed 2,400 hours time-in-service. (2) If any crack is found, prior to further flight, repair in accordance with Part B (Repair - Rear Bay) and/or Part C (Repair - Forward Bay) of paragraph 2.A. of the Accomplishment Instructions in the service bulletin; and repeat the inspection of the repaired bay thereafter at intervals not to exceed 9,600 hours time-in-service. (f) Within 180 days after November 3, 1988, modify the power control circuit in accordance with Shorts Service Bulletin SD3-76-01, dated September 8, 1981. (g) 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 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (h) 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. (i) The actions shall be done in accordance with Shorts Service Bulletin SD3-25-30, dated January 8, 1982; Shorts Service Bulletin SD3-53-01, Revision 2, dated January 19, 1977; Shorts Service Bulletin SD3-53-18, dated November 25, 1977; Shorts Service Bulletin SD3-53-41, dated May 21, 1980; Shorts Service Bulletin SD3-53-48, Revision 1, dated January 5, 1983; Short Service Bulletin SD3-55-16, Revision 3, dated November 1987; Shorts Service Bulletin SD3-76-01, dated September 8, 1981; Shorts Service Bulletin SD3-57-10, Revision 1, dated October 11, 1982; and Shorts Service Bulletin SD3-57-10, Revision 2, dated January 4, 1993. Revision 2 of Shorts Service Bulletin SD3-57-10 contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 3-13 1 October 11, 1982 2 2 January 4, 1993 This incorporation by reference of Shorts Service Bulletin SD3-57-10, Revision 2, dated January 4, 1993, is approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of the remainder of the service documents listed above 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 November 17, 1992 (57 FR 46772, October 13, 1992). Copies may be obtained from Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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. (j) This amendment becomes effective on November 26, 1993.
2017-02-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of skin cracking found at the corners of the aft entry and aft galley doorways. This AD requires repetitive inspections for cracking of the fuselage \n\n((Page 9493)) \n\nskin assembly and the bear strap at the corners of the aft entry and aft galley doorways, and repair if necessary, which terminates the repetitive inspections of the repaired areas. We are issuing this AD to address the unsafe condition on these products.
2017-02-06: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA-31T, PA-31T1, PA-31T2, PA-31T3, and PA- 31P-350 airplanes. This AD requires repetitive detailed visual inspections of the wiring below the main circuit breaker panel for proper clearance and evidence of damage and rerouting or replacing wires and/or parts as necessary. This AD was prompted by a fatal accident where evidence of thermal damage in this area was found. We are issuing this AD to correct the unsafe condition on these products.
2001-17-22: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 and MD-10 series airplanes, that requires an inspection of the one phase remote control circuit breakers (RCCB) in the main avionics compartment and center accessory compartment to determine their part numbers and serial numbers, and replacement of RCCB's with certain RCCB's, if necessary. This action is necessary to ensure that defective braze joints of certain latch assemblies of the RCCB are not installed on the airplane. Defective braze joints could fail and prevent the RCCB from tripping during an overload condition, which could result in a fire and smoke in certain wire bundles that are routed to and from the main avionics compartment or center accessory compartment. This action is intended to address the identified unsafe condition.
92-18-10: 92-18-10 BRITISH AEROSPACE: Amendment 39-8354. Docket 92-NM-34-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2045, inclusive; which have been modified in accordance with Pratt and Whitney Service Bulletin PW100-72-21097, dated November 8, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent severe structural damage to the airplane due to an internal engine fire within the intercompressor case, accomplish the following: (a) Within 90 days after modification in accordance with Pratt and Whitney Service Bulletin PW100-72-21097, dated November 8, 1991, or within 90 days after the effective date of this AD, whichever occurs later: (1) Install an intercompressor case (ICC) fire detector system, in accordance with British Aerospace Service Bulletin ATP-26-5-35225A, dated October 30, 1991. (2) Revise Section 0.25.0 of 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. "Modification No. Description 35225A Introduction of ICC Fire Detector at the Intercompressor Case." (3) Revise the FAA-approved AFM to include operating information pertaining to the ICC fire detection systems. This may be accomplished by inserting a copy of Temporary Revision No. T/24, Issue 1, dated February 17, 1992, into the AFM. (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, 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 Standardization Branch. (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 installation and revision of the AFM shall be done in accordance with Temporary Revision No. T/24, Issue 1, dated February 17, 1992; and British Aerospace Service Bulletin ATP-26-5-35225A, dated October 30, 1991, which contains the following list of effective pages: Page Number Revision Level Date 1-7, 9, 11, 13, 15, 17, 19, 21, 23, 25, 27, 29, 31, 33, 35, 37, 39, 41, 43 Original October 30, 1991 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, 36, 38, 40, 42 (These pages are not used) 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 British Aerospace, PLC, Librarian for Service Bulletins,P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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. (e) This amendment becomes effective on October 13, 1992.
2017-01-03: We are superseding Airworthiness Directive (AD) 2007-11-13 for all The Boeing Company Model 717-200 airplanes. AD 2007-11-13 required revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate new removal limits for certain components of the flap system and to reduce the inspection intervals for fatigue cracking of principal structural elements (PSE). This new AD requires revising the maintenance or inspection program, as applicable, to incorporate reduced intervals for the inspections for three PSEs and add nondestructive inspections (NDIs). This AD was prompted by a new Airworthiness Limitations Instruction (ALI) revision that incorporates NDI techniques and reduced repetitive inspection intervals for three PSEs. We are issuing this AD to address the unsafe condition on these products. \n\n((Page 9496))
2001-17-19: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes, and KC-10A and KDC-10 (military) airplanes, that requires certain modifications of the thrust reverser control and indication system and wiring on each engine. This amendment is prompted by a determination that the current thrust reverser systems do not adequately preclude unwanted deployment of a thrust reverser. These actions are necessary to prevent unwanted deployment of a thrust reverser, which could significantly jeopardize continued safety of flight and landing of the airplane.
2017-01-01: We are superseding airworthiness directive (AD) 2014-05-25 for all Rolls-Royce plc (RR) RB211-Trent 970-84, RB211-Trent 970B-84, RB211-Trent 972-84, RB211-Trent 972B-84, RB211-Trent 977-84, RB211- Trent 977B-84, and RB211-Trent 980-84 turbofan engines. AD 2014-05-25 required inspections of the low-pressure turbine (LPT) exhaust case and support assembly or tail bearing housing (TBH) to detect cracks or damage. This AD modifies the inspection schedule for the affected engines and adds an optional terminating action. This AD was prompted by RR performing additional analysis of inspection results and determining that the existing inspections need to be modified. We are issuing this AD to correct the unsafe condition on these products.
2010-24-02: 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: A design review has shown that the Lightning Sensor System (LSS) antenna which is optionally installed on certain Falcon 7X aeroplanes might, in the event of belly or gear-up landing, puncture the rear fuel tank, which could result in fuel leakage and post- landing fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-17-14: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International (CFMI) CFM56-5C4/1 series turbofan engines. This action requires that the LPT conical support, P/N 337-002-407-0, installed in CFM56-5C4/1 engines, be removed from service at or before reaching the cyclic life limit of 9,350 cycles-since-new (CSN). This amendment is prompted by the discovery of an error in the Time Limits Section of Chapter 5 of the CFM56-5C Engine Shop Manual. The manual incorrectly lists the published cyclic life limit of the CFMI CFM56-5C4/1 LPT conical support, (P/N) 337-002-407-0, as 15,000 CSN, rather than the certified value of 9,350 CSN. The actions specified in this AD are intended to prevent LPT conical supports from remaining in service beyond their certified cyclic life limit, which could result in an uncontained engine failure and damage to the airplane.
2017-01-05: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN 235-200, and CN-235-300 airplanes. This AD was prompted by reports of cracks in certain areas of the rear fuselage. This AD requires repetitive borescope and detailed visual inspections of the rear fuselage lateral beam and its external area, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.