Results
96-11-11: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9 series airplanes, that requires inspection(s) to detect cracking in the nose skin of the fuselage, and various follow-on actions. This amendment also provides for an optional modification, which would defer certain repetitive inspections, if no cracking is detected. This amendment is prompted by reports of cracking in the upper nose skin of the fuselage due to fatigue. The actions specified by this AD are intended to prevent fatigue-related cracking, which could compromise the structural integrity of the airplane.
86-17-08: 86-17-08 GROB WERKE GmbH (Burkhart Grob): Amendment 39-5399. Applies to Models G103 TWIN II and G103A TWIN II ACRO gliders serial numbers 33879- (K-117) through 34012-(K-245) certificated in any category. Compliance is required as indicated unless already accomplished. To prevent jamming of the outer airbrake pivot lever which could result in the loss of airbrake control, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, measure the airbrake pivot lever stop pad length in accordance with Part 1 of the "Instructions" section of Grob Technical Information No. TM 315-31, dated October 7, 1985. (b) If a stop pad of a length of less than 36 mm is found during the inspection required by Paragraph (a) of this AD, or if a stop pad is found that can be wedged under the wingskin, before further flight, install a stop pad extension in accordance with part 2 of the "Instructions" section of Grob Technical Information No. TM 315-31, dated October 7, 1985, and Grob Repair Instructions No. 315-31, dated October 7, 1985. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-0040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Grob Technical Information No. TM 315-31, dated October 7, 1985, and Grob Repair Instructions No. 315-31, dated October 7, 1985, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Grob Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents also may be examined at the Office of Regional Counsel, ANE-7, FAA New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 86-ANE-32, between the hours of 8:00 am and 4:30 pm; Monday thru Friday, except Federal holidays. This amendment becomes effective on September 10, 1986.
92-23-04: 92-23-04 BEECH: Amendment 39-8404. Docket No. 92-CE-32-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers 58 and 58A TH-1389 and TH-1396 through TH-1662 58TC and 58TCA TK-147 and TK-151 58P and 58PA TJ-436 and TJ-444 through TJ-497 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of engine throttle control caused by failure of the engine controls support angle attachment clips, accomplish the following: (a) Modify the engine controls support structure in accordance with the instructions to Beech Kit No. 58-5016-1 S as referenced in Beech Service Bulletin No. 2439, dated May 1992. NOTE 1: Beech Kit No. 58-5016-1 S consists of all the materials and instructions for replacing the engine controls support angle attachment clips with brackets, and may be obtained from the manufacturer at the address specified in paragraph (d) of this AD. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The modification required by this AD shall be done in accordance with the instructions to Beech Kit No. 58-5016-1 S as referenced in Beech Service Bulletin No. 2439, dated May 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 8, 1992.
2011-07-03: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: In early 2005, several reports had been received regarding discovery of cracks in rudder pulley brackets installed on Reims F406 aeroplanes. This pulley bracket, Part Number (P/N) 6015511-1, is installed on aeroplanes with the optional "Camera Hole'' modification. This condition, if not detected and corrected, could result in the loss of rudder control on the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-06-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. That AD currently requires repetitive detailed inspections of the slat track downstop assemblies to verify that proper hardware is installed, one-time torquing of the nut and bolt, and corrective actions if necessary. This new AD also requires replacing the hardware of the downstop assembly with new hardware of the downstop assembly, doing a detailed inspection or a borescope inspection of the slat cans on each wing and the lower rail of the slat main tracks for debris, replacing the bolts of the aft side guide with new bolts, and removing any debris found in the slat can. This AD also removes airplanes from the applicability. This AD results from reports of parts coming off the main slat track downstop assemblies. We are issuing this AD to prevent loose or missing parts from the main slat track downstop assemblies from falling into the slat can and causing a puncture, which could result in a fuel leak and consequent fire.
96-11-08: This amendment supersedes an existing airworthiness directive (AD), applicable to Robinson Helicopter Company (Robinson) Model R22 helicopters, that currently requires installing a low-rotor RPM caution light and resetting the low-RPM warning unit to activate the warning horn and caution light at 94% to 96% revolutions-per-minute (RPM). This amendment requires installation of an improved throttle governor; an adjustment to the low RPM warning unit threshold to increase the RPM at which the warning horn and caution light activate; and, revisions to the R22 Rotorcraft Flight Manual that prohibit flight with the improved throttle governor selected off, except in certain situations. This amendment is prompted by an FAA Technical Panel review of Model R22 accident history data which revealed that main rotor (M/R) blade stall at abnormally low M/R RPM resulted in accidents. The actions specified by this AD are intended to minimize the possibility of pilot mismanagement of the M/R RPM, which could result in unrecoverable M/R blade stall and subsequent loss of control of the helicopter.
84-02-04: 84-02-04 AIRBUS INDUSTRIE: Amendment 39-4795. Applies to the Model A300 B2-1A, B2- 1C, B4-2C, B2K-3C, B4-103, B2-203, and B4-203 series airplanes, certificated in all categories. To prevent failure of certain main landing gear components, within 180 days after the effective date of this AD or prior to accumulation of the number of landings specified in each paragraph below, whichever occurs later, accomplish the following, unless previously accomplished: A. Prior to the accumulation of 13,000 landings, replace the shock absorber sliding rod attachment fittings, part numbers C61643-4 and C61643-5, with reinforced components in accordance with the instructions of Messier-Hispano-Bugatti (MHB) Service Bulletin 470-32-172, Revision 1, dated June 10, 1981, for aircraft having the serial numbers specified in Airbus Industrie (AI) Service Bulletin A300-32-148, Revision 1, dated December 29, 1978. B. Prior to the accumulation of 5,000 landings, inspect the trunnion on the actuating cylinder side of the hinge arm, part number C65381-2, in accordance with the instructions of MHB Service Bulletin 470-32-386, Revision 1, dated September 30, 1981, on airplanes having serial numbers specified in AI Service Bulletin A300-32-328, dated August 31, 1981. 1. If no corrosion is found, install a seal to improve the lubrication of the hinge arm trunnion in accordance with the instructions of MHB Service Bulletin 470-32-385, dated August 14, 1981 (related to AI Service Bulletin A300-32-326, dated August 31, 1981), and repeat the above inspections at intervals not to exceed 2,000 landings. 2. If corrosion or cracks are found, remove the corrosion and cracks in accordance with the instructions of MHB Service Bulletin 470-32-386, Revision 1, dated September 30, 1981, and install the seal in accordance with paragraph B.1, above. Repeat the above inspections at intervals not to exceed 250 landings. 3. If the depth of material removed when performing the reworkof subparagraph B.2 is greater than one millimeter from the original profile, replace the hinge arm prior to further flight. C. Prior to the accumulation of 6,500 landings and thereafter at intervals not to exceed 400 landings, inspect the lateral inboard trunnion of the hinge arms, part numbers C65381- 2 and C65381-4, for cracks in accordance with the instructions of MHB Service Bulletin 470-32- 442, dated March 31, 1983, for aircraft having serial numbers specified in AI Service Bulletin A300-32-365, dated June 27, 1983. 1. For hinge arms that have incorporated modification MHB 595 in the trunnion located in the inboard position on the actuating cylinder side, the time limit is to be counted from the date of reconditioning. For all other cases, the time limit is to be counted from the day the arm was put into service. 2. The repetitive inspections required in paragraph C, above, may be terminated when the actions described in paragraph 2.C of MHB Service Bulletin 470-32-442, on the inboard, outboard, and forward trunnions are accomplished. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 inspections and/or modifications required by this AD. This amendment becomes effective February 27, 1984.
2011-06-04: 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: During a recent in-service event the flight crew of a Trent 700 powered A330 aircraft [[Page 13076]] reported a temporary Engine Pressure Ratio (EPR) shortfall on engine 2 during the take-off phase of the flight. * * * Data analysis confirmed a temporary fuel flow restriction and subsequent recovery, and indicated that also engine 1 experienced a temporary fuel flow restriction shortly after the initial event on engine 2 * * *. Based on previous industry-wide experience, the investigation of the event has focused on the possibility for ice to temporarily restrict the fuel flow. * * * * * * The scenario of ice being shed and causing a temporary blockage in the engine fuel system may lead to a temporary fuel flow restriction to the engine. This may result in a possible engine surge or stall condition, and in the engine not being able to provide the commanded thrust. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
96-11-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-200, -300, and -400 series airplanes, that currently requires inspection of each fuel feed line of the outboard engine in the engine strut to determine if interference with an adjacent pneumatic duct clamp has caused damage, and repair or replacement of the fuel feed tube, if necessary. That AD also currently requires inspection and replacement of the adjacent pneumatic duct clamp with a non-rotating type clamp, if necessary. This amendment requires modification of the upper gap area of the strut of the number 1 and 4 engines. This amendment is prompted by a report of fuel leakage in the strut of the number 4 engine due to a high profile clamp that chafed the fuel line. The actions specified by this AD are intended to prevent chafing of the fuel line in the strut of the number 1 and 4 engines, which could result in rupture of the fuel line and subsequent in-flightengine fire.
96-11-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) series airplanes, that requires modification of the slant panel insulation blankets on the slant pressure panel of the main landing gear. The amendment also requires a visual inspection to detect discrepancies of the left and right seal assemblies of the overwing emergency exit door, and replacement of any discrepant door seal. This amendment is prompted by a report that the flaps and landing gear did not extend or retract properly due to water accumulation in the slant pressure panel area. The actions specified by this AD are intended to prevent such water accumulation, which could result in the failure of the flaps or landing gear to properly extend or retract.