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2009-21-10: We are adopting a new airworthiness directive (AD) for certain AVOX Systems and B/E Aerospace oxygen cylinder assemblies, as installed on various transport airplanes. This AD requires removing certain oxygen cylinder assemblies from the airplane. This AD was prompted by the reported rupture of a high-pressure gaseous oxygen cylinder, which had insufficient strength characteristics due to improper heat treatment. We are issuing this AD to prevent an oxygen cylinder from rupturing, which, depending on the location, could result in structural damage and rapid decompression of the airplane, damage to adjacent essential flight equipment, deprivation of the necessary oxygen supply for the flightcrew, and injury to cabin occupants or maintenance or other support personnel.
92-10-08: 92-10-08 BOEING: Amendment 39-8242. Docket No. 92-NM-77-AD.\n\n\tApplicability: Boeing Model 757-200 series airplanes equipped with Rolls-Royce RB211-535 series engines; as listed in Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent in-flight deployment of both thrust reverser sleeves on one engine, which could result in reduced controllability of the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days after the effective date of this AD, replace the restrictor union with a standard union, on each engine strut, in the return port of the thrust reverser directional control valve; and perform a functional test of the thrust reverser system; in accordance with Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992.\n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, 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 replacement and functional test shall be done in accordance with Boeing Alert Service Bulletin 757-78A0030, dated 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 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 FederalRegister, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on June 8, 1992.
90-06-09: 90-06-09 BOEING: Amendment 39-6488. Docket No. 89-NM-60-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specified that any such modification constitutes terminating action of the inspection requirements.\n \n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, 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, Seattle Aircraft Certification Office. \n\n\tC.\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\tThe modifications shall be done in accordance with Boeing Document D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727." 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6488, AD 90-06-09) becomes effective on April 17, 1990.
91-25-10: 91-25-10 MCDONNELL DOUGLAS: Amendment 39-8111. Docket No. 91-NM-229-AD. \n\n\tApplicability: Model DC-10-10 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the forward lower pressure bulkhead and consequent rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 40 landings or 10 days after the effective date of this AD, whichever occurs earlier, unless previously accomplished within the last 210 landings, conduct a visual inspection of the forward lower pressure bulkhead at Fuselage Station Y=1156 as described in paragraphs (a)(1) and (a)(2) of this AD, as applicable. Repeat the visual inspections of the bulkhead thereafter at intervals not to exceed 250 landings. \n\n\t\t(1)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, 30 through 43, 45 through 80, 83 through 86, 89 through 107, and 112 through 272, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978 (hereinafter referred to as "53-104"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect the aft side of the web area on the right-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t\t(2)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, and 30 through 222, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-102, dated August 15, 1977 (hereinafter referred to as "53-102"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect either the aft or forward side of the web area on the left-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t(b)\tIf cracks are found as a result of the inspections conducted in accordance with this AD,prior to further flight, repair in accordance with 53-102 or 53-104, as applicable. \n\n\t(c)\tInstallation of the doublers on the forward lower pressure bulkhead in accordance with 53-102 and 53-104 constitutes terminating action for the inspections required by this AD. \n\n\t(d)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the inspection requirements of this AD. \n\n\t(f)\tThe repair requirements shall be accomplished in accordance with McDonnell Douglas DC-10 Service Bulletin53-102, dated August 15, 1977; and McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978. 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, Technical Publications-Technical Administrative Support, C1-L5B, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8111, AD 91-25-10) becomes effective on December 27, 1991.
2009-24-13: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 525A airplanes. This AD requires you to repetitively inspect the thrust attenuator paddle assemblies for loose and damaged fasteners and for cracks. This AD also requires you to replace loose or damaged fasteners and replace cracked thrust attenuator paddles found during any inspection. This AD results from reports of fatigue cracks found in thrust attenuator paddles. We are issuing this AD to detect and correct loose and damaged fasteners and cracks in the thrust attenuator paddles, which could result in in- flight departure of the thrust attenuator paddles. This failure could lead to rudder and elevator damage and result in loss of control.
59-21-04: 59-21-04\tBOEING: Applies to all 707-100 Series Long Body Airplanes. \n\n\tCompliance required as indicated. \n\n\tThe rudder characteristics of this airplane are such that when yaw angles in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of aircraft directional control. Several incidents have shown that this can produce a dangerous flight condition. In order to minimize the probability of attaining these large yaw angles and to reduce the large rudder pedal forces needed for directional control, especially during flight with one outboard or both engines inoperative on the same side, the following must be accomplished at the next terminal where adequate facilities and personnel are available. \n\n\t(a)\tDeactivate the rudder feel spring installation. \n\n\t(b)\tThe emergency operating instructions section of the Airplane Flight Manual must be changed to include the following precautionary note: \n\n\tCAUTION. Therudder characteristics of this airplane are such that when side slip angles (yaw angles) in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of directional control. In order to minimize the probability of obtaining large side slips (yaw angles) during flight with one outboard or both engines on one side inoperative, maintain directional control with the rudder and maintain this amount of rudder if turns are made. Do not use excessive aileron or bank angles to maintain directional control. Side slip angles (yaw angles) of approximately ten degrees result in nearly full aileron control to maintain heading when inadequate rudder is applied. This provides means for pilot recognition of inadequate rudder application. Therefore, if during engine-out operation, more than thirty degrees of control wheel rotation toward the operating engine are required to maintain straight flight or steady turning flight, then oneor more of the following corrective actions should be taken immediately: \n\n\t(1)\tApply additional rudder if available toward operating engines. \n\n\t(2)\tIncrease airspeed. \n\n\t(3)\tDecrease thrust on the operating engines side. \n\n\tNOTE: - There is a noticeable stiffening of rudder pedal forces during the last two or three degrees of rudder deflection; therefore, if any maneuver requires full rudder deflection; the pilot should be certain to depress the rudder pedal fully. \n\n\t(Boeing Service Bulletin No. 619 dated October 5, 1959, covers details relative to the deactivation of the subject rudder feel spring installation. Boeing Airplane Company will initiate changes to the emergency operating procedures of the Airplane Flight Manual.) \n\n\tThis airworthiness directive sent by telegram to all operators of Boeing 707-100 aircraft on October 9, 1959.
81-14-01: 81-14-01 EMBRAER: Amendment 39-4145. Models EMB-110P1 and EMB-110P2, Serial Numbers 110001 through 110226, certificated in all categories. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo prevent failure of the rudder upper hinge support and associated structure of the vertical stabilizer, accomplish the following within the next 100 hours time in service after the effective date of the AD: \n\n\t(a)\tRemove the two existing rudder leading edge fairings adjacent to the rudder upper hinge and conduct a dye-penetrant inspection of the entire rudder upper hinge support (fin side). \n\n\t(b)\tIf the inspection reveals no cracks or only small cracks limited to Area "A" (See Figure 1), reinforce the support as indicated in Figure 2 and in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(c)\tIf one or more cracks are found in other areas of the hinge support, replace the rudder upper hinge support with a new support (P/N 110-3348) in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(d)\tMake appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tThis amendment becomes effective July 1, 1981.
78-10-01: 78-10-01 BEECH: Amendment 39-3210. Applies to Beech Models D18C, D18S, E18S, E18S-9700, G18S, H-18, C-45G, TC-45G, C-45H, TC-45J (SNB-5), JRB-6, 3N, 3M and 3NM modified in accordance with STC SA1243WE, SA1016WE, or SA360WE. \n\n\tTo preclude failure of the lower rudder torque tube, accomplish the following; unless already accomplished: \n\n\t(a)\tWithin the next 30 days after the effective date of this AD visually inspect the lower rudder torque tube for cracks in the area of the access hole as noted in figure 1 of this AD. (Reference Part Number 452606-7). \n\n\t(b)\tIf no cracks are found, reinspect at intervals not to exceed 30 days from the prior inspection. \n\n\t(c)\tIf cracks are found, prior to further flight: \n\n\t\t(1)\tIf any crack exceeds 1/2 inch in length, replace with a like serviceable unit, Part Number 452606-7, and reinspect per paragraph (d); \n\n\t\t(2)\tIf cracks are 1/2 inch or less in length, repair per a method approved by the Chief, Aircraft Engineering Division, FAAWestern Region, and reinspect per paragraph (d); \n\n\t(d)\tReinspect at intervals not to exceed 30 days from repair, replacement, or prior inspection. \n\n\t(e)\tThe requirements of this AD may be terminated when modifications are incorporated which are approved by the Chief, Aircraft Engineering Division. Submit proposed modifications schemes to: \n\n\tChief, Aircraft Engineering Division \n\tFAA Western Region \n\tP.O. Box 92007 \n\tWorldway Postal Center \n\tLos Angeles, California 90009 \n\nfor review and approval. \n\n\tThis amendment becomes effective May 17, 1978.
72-03-05: 72-03-05 MCDONNELL DOUGLAS: Amdt. 39-1389 as amended by Amendment 39-1414 is further amended by Amendment 39-1453. Applies to Model DC-9 (-10, -20, -30 and -40 Series and C-9A) airplanes listed in Douglas DC-9 Service Bulletin No. 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible jamming of the elevator and loss of elevator power assist in the down direction in the event of failure of the elevator boost cylinder rod end, accomplish the following: \n\n\tA.\tWithin the next 300 hours time in service after March 7, 1972, visually inspect the universal fitting, P/N 4918072-1, and rod end assembly, P/N 4918153-1, attaching the elevator power control actuating cylinders to the elevator structure, for proper installation per paragraph 2 of Douglas Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. If this inspection reveals an improper installation of the rod end assembly, remove and replace with a new part in accordance with the instructions specified in Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, prior to further flight. \n\n\tB.\tWithin the next 300 hours time in service after March 7, 1972, and at intervals not to exceed 300 hours time in service thereafter, visually inspect the left and right hand elevator boost cylinder rod end assemblies, P/N 4918153-1, for cracks or a failed part. If a cracked or failed part is found, replace with a new part prior to further flight. \n\n\tC.\tWithin 1200 hours time in service after March 7, 1972, unless already accomplished, perform the following inspections and modifications in accordance with the instructions contained in Douglas Service Bulletin 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions, or an equivalent inspection and modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tInspect the left hand and right hand elevator boost cylinder rod end assembly, P/N 4918153-1, for cracks or a failed part and determine the material hardness of undamaged parts. \n\n\tIf a failed or cracked part is found or if the material hardness is below 32.5 on the Rockwell "C" Scale (145,000 psi ult. tensile strength) or above 43 on the Rockwell "C" scale (200,000 psi ult. tensile strength), replace with a new part. \n\n\t\t(2)\tModify the left and right hand side of the horizontal stabilizer assembly, left and right hand elevators and hinge eyebolt, P/N YD-211-B or DMD6-9A1-501 and, \n\n\t\t(3)\tInstall new elevator boost cylinder rod end assembly retainer, P/N 4911152-1. \n\n\tD.\tThe requirements of this AD may be discontinued upon accomplishment of the inspections and modifications specified in S.B. 27-146, Revision 1, or later FAA-approved revisions or equivalent inspections and modifications approved by the Chief,Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1389 became effective March 7, 1972. \n\n\tAmendment 39-1414 became effective March 25, 1972. \n\n\tThis amendment 39-1453 becomes effective May 31, 1972.
2009-18-17: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) Model AB412 and AB412 EP helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI establishes a life limit for certain rescue hoist cable assemblies and introduces the term "hoist lift" for determining cable life instead of the term "hoist cycle." The MCAI also establishes a replacement time for each affected rescue hoist cable assembly (hoist cable assembly) for which the accumulated number of "hoist cycles" cannot be determined. The actions are intended to prevent failure of a hoist cable and inadvertent loss of a load.