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87-06-02: 87-06-02 HONEYWELL, INC., SPERRY COMMERCIAL FLIGHT SYSTEMS DIVISION (SPERRY CORPORATION, AEROSPACE AND MARINE GROUP): Amendment 39-5610. Applicable to the following models of Sperry Electronics Flight Instrument Systems (EFIS) Symbol Generators, which have not been modified to Mod Level S or subsequent: MODEL SPERRY PART NUMBER SG-810 7004544-901 SG-811 7004544-811 SG-610 7004544-902 NOTE: These systems are known to be installed in, but not limited to, deHavilland Model DHC-8, British Aerospace Model BAe 125-800, Cessna Model 650, and Aerospatiale Model ATR-42 series airplanes. Compliance is required as indicated, unless previously accomplished. To reduce the possibility of AHRS attitude and heading computations being contaminated, which can result in frozen attitude and heading displays on both instrument panels, accomplish the following: A. Prior to further flight, install a placard adjacent to the first pilot's electronic attitude direction indicator (EADI), in full view of the pilot, stating "FLIGHT INTO KNOWN IMC PROHIBITED." B. Modification of the Sperry EFIS Symbol Generator models listed above to Mod Level S or subsequent, or installation of the following Sperry EFIS Symbol Generator models, constitutes terminating action of the operational and placard requirements of paragraph A., above: MODEL SPERRY PART NUMBERS MOD LEVEL (OR SUBSEQUENT) SG-811 7004544-211 V SG-811 7004544-311 AD SG-811 7004544-411 U SG-611 7004544-611 S All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Honeywell Inc., Sperry Commercial Flight Systems Division (formerly Sperry Corporation, Aerospace and Marine Group), P.O. Box 29000, Phoenix, Arizona 85038-9000. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. This Amendment becomes effective May 11, 1987, as to all persons, except those persons to whom it was made immediately effective by Priority Letter AD 87-06-02, issued March 13, 1987.
89-19-01: 89-19-01 AIRBUS INDUSTRIE: Amendment 39-6317. (Docket No. 89-NM-77-AD) Applicability: Model A310 series airplanes, as listed in Airbus Industrie Service Bulletin A310-52-2017, Revision 2, dated December 22, 1987, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent frozen condensation from blocking the emergency exit doors' operating mechanism, accomplish the following: A. Within 100 hours time-in-service after the effective date of this AD, modify the emergency exit doors' opening mechanism, in accordance with paragraphs C.(1), C.(2), and C.(3) of Airbus Industrie Service Bulletin A310-52-2017, Revision 2, December 22, 1987. B. Within 9 months after the effective date of this AD, replace all sealing rings on the hinge rods, in accordance with paragraph C.(4) of Airbus Industrie Service Bulletin A310-52- 2017, Revision 2, dated December 22, 1987. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of 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 at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6317, AD 89-19-01) becomes effective on October 13, 1989.
97-06-13R1: This amendment rescinds airworthiness directive (AD) 97-06-13 for Rolls-Royce plc (RR) models RB211 Trent 892, 884, 877, 875, and 892B series turbofan engines. That AD requires inspecting and replacing certain angle gearbox and intermediate gearbox hardware, and on-going repetitive inspections of the magnetic chip detectors. That AD resulted from reports of loss of oil from the angle drive upper shroud tube, the intermediate gearbox housing, the external gearbox lower bevel box housing, and by reports of bearing failures. We intended the requirements of that AD to prevent loss of oil, which could cause an engine fire, and to prevent in-flight engine shutdowns and airplane diversions caused by oil loss and from bearing failures. Since we issued that AD, we determined that the inspections and replacements required by that AD are no longer required to correct an unsafe condition.
96-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires repetitive inspections to detect discrepancies of the slat universal joint and steady bearing assemblies, and replacement of any discrepant assembly with a new, like assembly. This amendment also requires replacement of all slat universal joint and steady bearing assemblies with improved assemblies, which would terminate the repetitive inspections. This amendment is prompted by reports of broken or missing inner races on the slat universal joint and steady bearing assemblies of the slat transmission system. The actions specified by this AD are intended to prevent cracking of the inner race, which could cause it to break off and, consequently, allow the slat universal joint and steady bearing assemblies to become worn; this situation could result in failure of the shaft of the slat transmission system, and subsequent uncommanded movement of the associated slat.
2018-18-18: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a revision of an airworthiness limitation items (ALI) document. This AD requires revising the maintenance or inspection program, as applicable, to incorporate the specified maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2006-20-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A310 airplanes. This AD requires revising the Limitations section of the airplane flight manual by incorporating restrictions for high altitude operations. This AD results from several incidents of pitch oscillations with high vertical loads that occurred during turbulence at high altitudes. We are issuing this AD to prevent pitch oscillations during turbulence, which could result in reduced controllability of the airplane.
2006-19-12: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires inspecting the lower web of the aft fairing of engine struts for any discoloration and doing any related investigative and corrective action if necessary; inspecting the heat shield castings for any damage and doing any corrective action if necessary; installing gap cover strips; and replacing insulation blankets with new insulation blankets. This AD results from a report that several discolored fairing lower webs and some damaged/deteriorated insulation blankets were found in the aft fairings of engine struts. We are issuing this AD to prevent cracking of lower webs of the aft fairings, which could result in flammable hydraulic fluid leaking onto or near an ignition source, and possibly result in an uncontrollable fire in the engine strut area.
2021-09-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-271N, A321-211, and A321-271N airplanes. This AD was prompted by reports of missing overhead stowage compartment (OHSC) X-fixation brackets or brackets that were incorrectly installed during assembly. This AD requires a special detailed inspection of the OHSC X-fixation brackets for missing or incorrectly installed brackets, and installation or replacement the OHSC X-fixation brackets if necessary; or modification of each OHSC; as specified in a European Union Aviation Safety Agency (EASA) AD, which will be incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2018-19-04: We are adopting a new airworthiness directive (AD) for certain Learjet, Inc. Models 28, 29, 31, 31A, 35, 35A, 36, 36A, 55, 55B, 55C, and 60 airplanes. This AD was prompted by fatigue cracks initiating in the flap support structure due to repetitive flap loads, which has caused flap nose roller support bracket failure. This AD requires replacement of the flap nose roller fitting, nose roller support bracket, and adjacent rib support structure with improved components. We are issuing this AD to address the unsafe condition on these products.
55-02-02: 55-02-02 LYCOMING: Applies to Model O-320 Engines Below Serial Number 612 Installed in Aircraft Equipped With Fixed Pitch Propellers. Compliance required as soon as possible but not later than February 28, 1955. Several immediate forced landings have occurred with aircraft equipped with the above engine and propeller combinations due to rapid loss of engine oil from the engine accessory drive adapter gasket location. To preclude this possibility, all such engines should be inspected to insure that the proper gasket is installed under the lower accessory drive adapter cover. For engines with fixed pitch propellers, Lycoming P/N 69551, gasket must be installed at this location. (Lycoming Service Bulletin No. 176 covers this same subject.)
2006-19-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. We are issuing this AD to require actions to correct the unsafe condition on these products.
67-22-08: 67-22-08 ROLLS-ROYCE: Amdt. No. 39-451, Part 39, Federal Register July 26, 1967. Applies to Spey Model 506-14 Engines. Compliance required as indicated, unless already accomplished. To prevent failure of the C.A.S.C. 105 and 125 Lucas fuel flow controls installed on Spey Model 506-14 engines due to wear of the splines on the input drive assembly, accomplish the following: (a) For fuel flow controls with 700 or more hours' total time in service on the effective date of this AD and that have not been overhauled, comply with paragraph (e) within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (b) For fuel flow controls with less than 700 hours' total time in service on the effective date of this AD and that have not been overhauled, comply with paragraph (e) before the accumulation of 800 hours' total time in service, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (c) For fuel flow controls that have been overhauled and that on the effective date of this AD, have 700 or more hours' time in service since overhaul, comply with paragraph (e) within the next 100 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (d) For fuel flow controls that have been overhauled and that on the effective date of this AD have less than 700 hours' time in service since overhaul, comply with paragraph (e) before the accumulation of 800 hours' time in service since overhaul, and thereafter at intervals not to exceed 800 hours' time in service from the last inspection. (e) Inspect the input drive assembly, in accordance with Rolls-Royce Service Bulletin Number SP 73- A109 dated February 2, 1967, or later ARB-approved issue, or FAA-approved equivalent. If wear is found, incorporate Rolls-Royce Modification 3258, or an FAA-approved equivalent, before further flight. (f) The repetitive inspection required by paragraphs (a) through (d) may be discontinued upon incorporation of Modification 3258, or an FAA-approved equivalent. This amendment effective August 25, 1967.
2021-09-09: The FAA is adopting a new airworthiness directive (AD) for certain Uninsured United Parachute Technologies, LLC (UPT) parachutes. This AD results from reserve pin covers (RPCs) catching on the parachute container flaps and preventing the reserve parachute from deploying. This AD requires modifying the RPC before the next parachute jump and replacing the RPC at the next reserve parachute packing. The FAA is issuing this AD to address the unsafe condition on these products.
2021-07-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC 155B and EC155B1 helicopters. This AD was prompted by a report of mechanical deformation of the protective cover of the ''SHEAR'' control pushbutton on the copilot collective stick. This AD requires replacement of the protective cover of the ''SHEAR'' control pushbutton on the pilot and copilot collective sticks and re- identification of the pilot and copilot collective sticks, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2018-19-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2, AS 365 N3, EC 155B, EC155B1, SA-365N1, and SA-366G1 helicopters. This AD requires repetitive inspections of the aft fuselage outer skin. This AD was prompted by several reports of aft fuselage outer skin disbonding. The actions of this AD are intended to address an unsafe condition on these products.
89-08-08: 89-08-08 BOEING: Amendment 39-6191. \n\n\tApplicability: Model 737-100 and 737-200 series airplanes, certificated in any category, which presently do not use nose gear compression logic to enable thrust reversers. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure timely deployment of reverse thrust when landing under adverse weather and runway conditions, accomplish the following: \n\n\tA.\tWithin 18 months from the effective date of this AD, install an FAA-approved modification to the Air/Ground Sensing System which causes the thrust reverser logic to be enabled by nose gear strut compression in addition to the present logic of the right main gear oleo compression. \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 may add any comments 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 for the accomplishment of the modification required by this AD. \n\n\tThis amendment (39-6191, AD 89-08-08) becomes effective on May 10, 1989.
2006-19-08: The FAA is adopting a new airworthiness directive (AD) for certain Stemme GmbH & Co. KG Model STEMME S10-VT sailplanes. This AD requires you to do a one-time inspection of all exhaust bends (each cylinder 1 to 4) in the area of the curvature bend near the cylinder flange, replace any damaged exhaust pipes found, and recondition the heat protection wrapping. This AD results from deformations and cracks found at an exhaust bend during maintenance work. We are issuing this AD to detect and correct cracks in the exhaust pipes. Damaged exhaust pipes could cause exhaust gases to expand into the engine compartment and/or carbon monoxide (CO) to leak into the cockpit section.
2018-17-15: We are superseding Airworthiness Directive (AD) 2018-02-14 for certain Honeywell International Inc. (Honeywell) TPE331 turboprop and TSE331 turboshaft engines. AD 2018-02-14 required inspection of the affected combustion chamber case assembly, replacement of those assemblies found cracked, and removal of affected assemblies on certain TPE331 and TSE331 engines. This AD retains the inspection and replacement requirements in AD 2018-02-04; revises the Applicability to add the TPE331-12 engine model and the related inspection action, correct references to certain engine models; and revises compliance to allow certain weld repair procedures. This AD was prompted by comments to revise the applicability and required actions of AD 2018-02-14 to include the TPE331-12B engine model, correct certain TPE engine model typographical errors, and to allow certain weld repair procedures. We are issuing this AD to address the unsafe condition on these products.
2000-10-07: This amendment adopts a new airworthiness directive (AD) that applies to Eurocopter Model EC 135 helicopters. This AD requires replacing a certain oil cooler fan splined drive shaft (shaft) with a different airworthy shaft and re-identifying the part numbers on the oil cooler fans. This amendment is prompted by two incidents in which the shaft broke. The actions specified by this AD are intended to prevent failure of the shaft, loss of oil cooling, and a subsequent engine shutdown during flight.
71-25-02: 71-25-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1349 as amended by Amendment 39-1375. Applies to Model BAC 1-11 200 and 400 series airplanes. Compliance is required as indicated. To prevent failures of the flap beam bracket to wing attachments due to loose or failed attachment bolts through the wing lower skin at flap beam locations 2, 3, 4, accomplish the following: (a) For 200 and 400 series airplanes which do not have parallel shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3065(b), PM 4407 Part A5 or A6, or PM 4790(c) incorporated, at flap beam locations 2 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 500 landings from the last inspection, inspect the six flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 2 for looseness orfailure in accordance with paragraph (h). (b) For 200 series airplanes which do not have paralleled shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3065(d), PM 4407 Part A7 or A8, or PM 4790(c) incorporated, at flap beam locations 3 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 950 landings, and thereafter at intervals not to exceed 1,000 landings from the last inspection, inspect the four flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 3 for looseness or failure in accordance with paragraph (h). (c) For 200 series airplanes which do not have paralleled shank bolts installed in accordance with paragraph (h)(2) of AD 70-18-1 or do not have BAC Modification PM 3216, PM 4407 Part A11 or A12, or PM 4790(c) incorporated, at flap beam locations 4 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD, unless already accomplished within the last 950 landings, and thereafter at intervals not to exceed 1,000 landings from the last inspection, inspect the four flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location 4 for looseness or failure in accordance with paragraph (h). NOTE: An inspection accomplished at a flap beam location in accordance with paragraph (a), (b), or (c) of AD 70-18-1 prior to the effective date of this AD may be considered to meet the initial inspection required by paragraph (a), (b), or (c), respectively, of this AD. (d) For 200 and 400 series airplanes which have an applicable Part A5, A6, A7, A8, A9, A10, A11, or A12 of BAC Modification PM 4407, or PM 3216 incorporated at a flap beam locations 2, 3, or 4 (both L.H. and R.H.), within the next 50 landings after the effective date of this AD or before the accumulation of 450 landings after incorporating BAC Modification PM 3216 or PM 4407 at an affected flap beam location, whichever occurs later, and thereafter at intervals not to exceed 500 landings from the last inspection, inspect the flap beam bracket attachment bolts through the wing lower skin at each affected flap beam location for looseness or failure in accordance with paragraph (h). (e) If failed or loose bolts through the wing lower skin are found during an inspection required by paragraph (a), (b), (c), or (d) comply with subparagraph (1), (2), or (3). (1) If more than one failed or loose bolt are found on any bracket, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i), (j), and (k). (2) If no more than one failed or loose bolt on each bracket at any flap beam location if found, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs ormodifications can be performed, comply with paragraphs (i) and (j) and either- (i) Comply with paragraph (k); or (ii) Replace each failed or loose bolt with a new taper bolt of the same part number or with a parallel shank bolt having a material strength of 140,000 to 165,000 p.s.i. and having a diameter compatible with the maximum diameter of the replaced taper bolt and within the next 300 landings after replacing the failed or loose bolt comply with paragraphs (i), (j), and (k). (3) If no failed bolt and no more than one loose bolt is found at any flap beam location, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i) and (j) and either - (i) Comply with paragraph (k); or (ii) Leave the loose bolt in service and within the next 300 landings after finding the loose bolt comply with paragraphs (i), (j), and (k). (f) For 200 and400 series airplanes which have any parallel shank bolts installed at a flap beam location as a repair for any failed or loose flap beam bracket attachment bolts through the wing lower skin in accordance with paragraph (h)(2) of AD 70-18-1, comply with the following: (1) At each affected flap beam location inspect all the flap beam bracket attachment bolts through the wing lower skin for failure or looseness in accordance with paragraph (h) as indicated below: (i) For airplanes with 1,200 or more landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 25 landings after the effective date of this AD unless already accomplished within the last 25 landings, and thereafter at intervals not to exceed 50 landings from the last inspection until paragraph (k) is complied with. (ii) For airplanes with 900 or more but less than 1,200 landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 50 landings after the effective date of this AD unless already accomplished within the last 50 landings, and thereafter at intervals not to exceed 100 landings from the last inspection until paragraph (k) is complied with. (iii) For airplanes with less than 900 landings on an affected flap beam location since the installation of the parallel shank bolts, within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, or before the accumulation of 300 landings on the affected flap beam location, whichever occurs later. (2) If any failed or loose bolts are found during an inspection required by this paragraph before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs or modifications can be performed, comply with paragraphs (i), (j), and (k). (3) Within the next 300 landings after the effective date of this AD comply with paragraphs (i), (j), and (k) at each affected flap beam location. (g) For 200 and 400 series airplanes, at those flap beam locations 2, 3, or 4 at which replacement bolts were installed or loose bolts were left in service as provided by paragraphs (d)(1) and (f)(2) of AD 70-18-1, as amended, comply with the following: (1) For flap beam locations at which a loose bolt or replacement bolt is still in service, before the accumulation of 300 landings on the loose bolt or replacement bolt comply with paragraphs (i), (j), and (k). (2) For flap beam locations at which a loose bolt or replacement bolt has been removed from service through modifications performed in accordance with paragraph (h) of AD 70-18-1, comply with paragraphs (i) and (j), unless already accomplished at the time of such modifications or subsequent thereto, as indicated below: (i) For flap beam locations modified in accordance with paragraph (h)(1) of AD 70-18-1, at the first inspection required by paragraph (d).(ii) For flap beam locations modified in accordance with paragraph (h)(2) of AD 70-18-1, at the first inspection required by paragraph (f). (iii) For flap beam locations modified in accordance with paragraph (h)(3) of AD 70-18-1, within the next 100 landings after the effective date of this AD. (h) Inspect the flap beam bracket attachment bolts through the wing lower skin for failure or looseness by applying a load to the nut on each bolt to ensure that the bolt has not failed or is not loose. NOTE: The inspection for security of the taper bolts cannot be adequately carried out at the bolt head because the shallow taper might maintain the bolt shank tight in spite of failure at the thread undercut. (i) At each affected flap beam location accomplish the following: (1) Visually inspect the two lower horizontal attachment bolts (one on each side of the flange) which pass through the forward flange of the flap beam attachment bracket and the rear spar lower boom angle for failure or looseness. (2) Visually inspect the wing structure in the area of the affected flap beam location for damage or fuel leaks. (3) If any failed or loose horizontal bolts or any damage to the wing structure or any fuel leaks are found during an inspection required by this paragraph, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, replace the failed or loose horizontal bolts, repair the damage to the wing structure, and seal the fuel leaks. (j) At each affected flap beam location accomplish the following: (1) Visually inspect both flap beam attachment brackets for cracks in the webs or flanges. NOTE: Particular attention should be given to Type A and Type B cracks as shown in Figure 1 of British Aircraft Corporation Service Newsletter 57/7, Issue 1, dated April 27, 1970. (2) If a crack is found during an inspection required by this paragraph, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, comply with ARB-approved instructions from the Service Manager, British Aircraft Corporation, Weybridge, Surrey, England, or an FAA-approved equivalent. (k) At each affected flap beam location replace all the flap beam bracket attachment bolts through the wing lower skin with new increased diameter BAC Modification PM 4790(c) parallel shank bolts in accordance with Part C of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 57-PM 4790 dated March 1, 1971, or an FAA-approved equivalent. (l) The repetitive inspection required by this AD may be discontinued at each flap beam location where the modifications specified by paragraph (k) have been incorporated. NOTE: These modifications may be accomplished in complying with Amendment 39- 1348. (m) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for BAC 1-11 200 and 400 series airplanes. (n) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region may adjust the repetitive inspection intervals specified in paragraphs (a), (b), (c), and (d) of this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Amendment 39-1349 superseded Amendment 39-1073 (35 F.R. 13879), AD 70-18-1, as amended by Amendment 39-1184 (36 F.R. 5976). Amendment 39-1349 became effective November 30, 1971. This Amendment 39-1375 becomes effective upon publication in the Federal Register.
2006-18-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-200, -300, -400, and -500 series airplanes equipped with an auxiliary fuel system installed in accordance with STC SA83NE, SA1078NE, SA725NE, ST00040NY, or ST01337NY. This AD requires a one-time deactivation of the auxiliary fuel system, repetitive venting of the auxiliary fuel tanks, and revising the Limitations section of the airplane flight manual to limit the maximum cargo weight. This AD results from a re-evaluation of the floor structure and cargo barriers conducted by the STC holder. We are issuing this AD to prevent structural overload of the auxiliary fuel tank support structure, which could cause the floor beams to fail and resultant damage to the primary flight controls and the auxiliary power unit fuel lines that pass through the floor beams, and consequent loss of control of the airplane. We are also issuing this AD to prevent structural overload of the cargo barriers, which couldcause the barriers to fail, allowing the cargo to shift, resulting in possible damage to the auxiliary fuel tanks, residual fuel leakage, and consequent increased risk of a fire.
59-02-02: 59-02-02 DOUGLAS: Applies to All DC-7 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been several incidents of the engine cowling moving forward in flight and striking the propeller. This has been caused by incorrect installation of the cowling on its mountings. In order to prevent incorrect installation of the cowling, more positive means of indexing and aligning must be provided. Pending installation of these means, special inspections are established. \n\n\t(1)\tEffective at next cowl removal, unless modification per paragraph (2) has already been accomplished, perform a special inspection each time any segment of cowl is removed and replaced to assure that cowl indexing means are in satisfactory condition and that cowling is properly positioned. \n\n\t(2)\tNot later than November 1, 1959, install improved supports for indexing and aligning the top left and right-hand cowling segments of each of the four powerplants. Douglas Service Bulletin No. 131 dated August 21, 1956, revised February 5, 1958, covers an acceptable means of accomplishing this change.
2021-08-10: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC- 10-30F (KC-10A and KDC-10), DC-10-40 \n\n((Page 20449)) \n\nand DC-10-40F airplanes; and Model MD-10-10F and MD-10-30F airplanes. This AD was prompted by a report that an operator found a crack in the upper flange of the pylon aft bulkhead bracket. This AD requires a general visual inspection of the left and right wing pylon at the aft bulkhead bracket for any lockbolt and collar; repetitive surface and open hole eddy current high frequency (ETHF) inspections of the left and right wing pylon at the aft bulkhead bracket for any cracking; and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2018-18-17: We are superseding Airworthiness Directive (AD) 2016-13-06, which applied to certain Saab AB, Saab Aeronautics Model 340A (SAAB/ SF340A) and SAAB 340B airplanes. AD 2016-13-06 required a revision of the applicable airplane flight manual (AFM), repetitive inspections of the horizontal stabilizer de-icing boots, and applicable corrective actions. This AD continues to require a revision of the applicable AFM, repetitive inspections of the horizontal stabilizer de-icing boots, and applicable corrective actions. This AD also requires replacement of single stitched de-icing boots with improved double stitched boots, and re-identification of the modified horizontal stabilizer leading edge. This AD was prompted by reports of ruptured horizontal stabilizer de- icing boots. We are issuing this AD to address the unsafe condition on these products.
2018-18-11: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS-365N2 and AS 365 N3 helicopters with a lower strobe light installed. This AD requires installing a cable mount, inspecting the lower strobe light wiring harness, and re-routing the wiring harness. This AD was prompted by reports of interference between the lower strobe light wiring harness and the helicopter structure. The actions of this AD are intended to prevent an unsafe condition on these helicopters.