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2025-03-03: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model A109E, A109K2, A109S, AB412, AB412 EP, AB139, and AW139 helicopters. This AD was prompted by a report that certain rescue hoist cable assemblies may be equipped with a defective ball end. This AD requires inspecting certain rescue hoist cable assemblies and, depending on the results, replacing the rescue hoist cable assembly. This AD also allows installing certain rescue hoist cable assemblies and certain rescue hoists provided its requirements are met. These actions are 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.
86-24-13: 86-24-13 CESSNA AIRCRAFT COMPANY: Amendment 39-5484. Applies to Model 441 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Revise the airplane Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. (b) The requirements of paragraph (a) 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. (c) Airplanes maybe flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD, if used, must be approved by contacting the Manager, Wichita Aircraft Certification Office, ACE-115W, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the document referred to herein upon request to GTEC, P.O. Box 5217, Phoenix, Arizona 85010; Telephone (602) 231- 1000; or Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277; Telephone (316) 946-6143; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 15, 1986. APPENDIX 1 Supplement to the POH/AFM Cessna Model 441 Airplanes The ENGINE IGNITION OVERRIDE switches shall be selected to ON during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). *(3) Before selecting ANTI-ICE, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. *Note: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to the ANTI-ICE ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, and (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer. The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
78-08-02: 78-08-02 CANADAIR: Amendment 39-3179. Applies to Canadair CL-215-1A10 Airplanes, Serial Numbers 1001 through 1050 which incorporate aluminum alloy water door hinge plates 215-33159-2, -3, -6 or 7. Compliance required prior to U.S. airworthiness certification. Unless already accomplished replace the aluminum water door hinge plates, P/N 215- 33159-2, -3, -6 or -7 with steel hinge plates, P/N 215-33159-8 or approved equivalents in accordance with paragraph 2(d) of Canadair Service Information Circular No. 143-CL-215, Issue 3, Revision B, dated October 20, 1977, or an approved equivalent. Equivalent replacement parts and installation procedures must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. is amendment is effective April 14, 1978.
2000-07-24: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070 and 0100 series airplanes, that requires installation of new, improved bonding jumpers on the horizontal stabilizer. 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 ensure adequate electrical bonding between the horizontal and vertical stabilizers. Inadequate electrical bonding, in the event of a lightning strike, could cause electrical arcing, and result in damage to the hydraulic lines and consequent failure of the hydraulic systems.
2024-26-09: The FAA is superseding Airworthiness Directive (AD) 2021-10- 02, which applied to all Bombardier, Inc., Model BD-700-1A10 and BD- 700-1A11 airplanes. AD 2021-10-02 required repetitive general visual inspections of the left- and right-hand elevator torque tube bearings for any sand, dust, or corrosion; repetitive functional tests of the elevator control system; and replacement of the elevator torque tube bearings if necessary. This AD continues to require certain actions in AD 2021-10-02 and requires revising the existing maintenance or inspection program, as applicable, to incorporate a new airworthiness limitation. This AD was prompted by a determination that a new airworthiness limitation is necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2015-22-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by reports of missing plugs found prior to airplane delivery, during manufacturing inspections, at various locations in certain stringers of the lower lobe cargo compartments. This AD requires drilling a hole and installing and bonding plugs in certain stringers of the lower lobe cargo compartments. We are issuing this AD to detect and correct missing or misaligned plugs which, in the event of a fire, could cause an increased rate of loss of Halon in the lower cargo compartments, and result in the inability to extinguish a fire and consequent loss of control of the airplane.
90-24-06: 90-24-06 GARRETT ENGINE DIVISION, ALLIED-SIGNAL, INC. (formerly Garrett Turbine Engine Co., GTEC, formerly AiResearch Manufacturing Company of Arizona): Amendment 39-6685. Docket No. 90-ANE-15. Applicability: Models TFE731-2, -2A, -3, -3A, -3AR, -3B, -3BR, -3R, -5, -5AR, and -5R turbofan engines equipped with thermocouple lead assemblies, part numbers (P/N) 3073950-1/-2/-7/-15, 3074175-1, and P/N 3073950-1 reworked to P/N 3077031-1/-2, installed in aircraft certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent overtemperature and damage of turbine components, accomplish the following: a. Remove from service and replace with a serviceable part thermocouple lead assemblies with serial numbers listed in Table 1, in Garrett Service Bulletin (SB) TFE731-A77-3020, dated April 27, 1990, within 25 operating hours in service after the effective date of this AD, in accordance with the accomplishment instructions of the above Garrett SB. Engines with thermocouple lead assemblies with serial numbers having a "T" suffix are excluded from the requirements of this AD. b. Test suspect lead assemblies in accordance with Accomplishment Instructions of Garrett SB TFE731-A77-3020, to determine if additional maintenance action is required before further operation of the engine in service. c. Remove from service engines that had suspect lead assemblies removed as required by paragraph a. of this AD, in which the removed lead assembly tested faulty, until the engine has been determined to be airworthy in accordance with the accomplishment instruction of the SB. d. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. e. Upon submission of substantiating data by an owner or operator through a FAA Airworthiness Inspector, the Manager, Los Angeles Aircraft Certification Office, Transport Airplane Directorate, Aircraft Certification Service, Federal Aviation Administration, 3229 East Spring Street, Long Beach, California 90806- 2425, may approve an equivalent means of compliance or an adjustment of the compliance schedule which provides an equivalent level of safety. The removal, replacement, and testing of certain thermocouple lead assemblies and the testing of certain engines shall be done in accordance with Garrett SB TFE731-A77-3020, dated April 27, 1990. 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 Garrett General Aviation Services Division, Distribution Center, 2340 East University, Phoenix, Arizona 85034. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW., Room 8301, Washington, DC 20591. This amendment (39-6685, AD 90-24-06) becomes effective on November 13, 1990.
2015-22-02: We are superseding emergency airworthiness directive (AD) No. 2015-16-51 (Emergency AD 2015-16-51) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. Emergency AD 2015-16-51 required inspections of each inboard and outboard tail rotor pitch link assembly for axial or radial bearing play, and if there was axial or radial bearing play, removing the tail rotor pitch link and inspecting for wear. Emergency AD 2015-16-51 was prompted by several reports of worn tail rotor pitch link spherical bearings. We are issuing this supersedure to retain the inspection requirements in Emergency AD 2015- 16-51 while revising the applicability and compliance time to clarify that all Bell Model 429 helicopters require recurring inspections regardless of hours time-in-service (TIS) accumulated on the helicopter. These actions are intended to prevent pitch link failure and subsequent loss of control of the helicopter.
2002-13-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -30F (KC10A and KDC-10), -40, and -40F airplanes; Model MD-10-10F and -30F airplanes; and Model MD-11 and -11F airplanes. This AD requires repetitive tests for electrical continuity and resistance and repetitive inspections to detect discrepancies of the fuel boost/transfer pump connectors; and corrective actions, if necessary. This action is necessary to prevent arcing of connectors in the fuel boost/transfer pump circuit, which could result in a fire or explosion of the fuel tank. This action is intended to address the identified unsafe condition.
87-01-02: 87-01-02 BOEING: Amendment 39-5494. Applies to all Model 747 airplanes, certificated in any category, equipped with the single-piece escape slide at Door No. 3. To ensure that the escape slide pack remains in proper position on the door in the event of a minor crash landing, accomplish the following, unless already accomplished: \n\n\tA.\tWithin twelve months after the effective date of this AD, modify the escape slide attachment in accordance with Boeing Alert Service Bulletin 747-25A2710, dated July 15, 1986, or later FAA-approved revisions. \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\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\tAll persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 20, 1987.
2025-01-01: The FAA is adopting a new airworthiness directive (AD) for certain Britten-Norman Aerospace Ltd. Model BN-2, BN-2A, BN-2A-2, BN- 2A-3, BN-2A-6, BN-2A-8, BN-2A-9, BN-2A-20, BN-2A-21, BN-2A-26, BN-2A- 27, BN-2B-20, BN-2B-21, BN-2B-26, BN-2B-27, BN-2T, BN2T-4R, and BN2T-4S airplanes; and certain Model BN2A MK. III, BN2A MK. III-2, and BN2A MK. III-3 airplanes. This AD was prompted by the determination that, in order to ensure the continued structural integrity of certain landing gear and associated components, it is necessary to require removal of these components from service prior to exceeding established fatigue lives. This AD requires determining the number of landings on affected main landing gears (MLGs), nose landing gears (NLGs), and associated components; removing from service any part that has reached or exceeded the established fatigue life and installing a replacement part; and prohibiting the installation of any affected part unless the number of landings for that part is below the established fatigue life. The FAA is issuing this AD to address the unsafe condition on these products.
2015-22-03: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4164, PW4168, PW4168A, PW4164C, PW4164C/B, PW4164-1D, PW4168-1D, PW4168A-1D, PW4170, PW4164C-1D, PW4164C/B-1D, PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines including models with a ``-3'' suffix with a low-pressure turbine (LPT) 4th stage inner air seal (IAS), part number (P/N) 51N038, installed. This AD was prompted by the discovery, during routine overhaul of the LPT, of cracks in the barrel section of the LPT 4th stage IAS. This AD requires removal of the LPT 4th stage IAS, P/N 51N038, according to a prescribed schedule. We are issuing this AD to prevent failure of the LPT 4th stage IAS, which could lead to an uncontained IAS release, damage to the engine, and damage to the airplane.
89-03-07: 89-03-07 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6118. Applicability: Model HP 137 Mk l Jetstream Model 200, and Jetstream Model 3101 (includes Model 3100) (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated in the body of the AD after the effective date of this AD, unless already accomplished. To prevent reduction of strength of the main wing spar attachment structure, accomplish the following: (a) Upon the accumulation of 4,000 landings or within the next 400 landings, whichever occurs later, and thereafter at intervals of 2,000 landings, visually or dye penetrant inspect, as required, the Part Number (P/N) 13707B99 and P/N 13707B100 shear angles for cracks as described in BAe Alert Service Bulletin (ASB) Jetstream 57-A-JA880144, dated June 14, 1988, Section 2, ACCOMPLISHMENT INSTRUCTIONS. (1) If a crack is detected that is 1-1/2 inch (37 mm) in total length, or 1 inch (25 mm) vertically or longer, prior to further flight modify the airplane in accordance with BAe Modification JM5303, dated June 14, 1988, by replacing the shear angles with P/N 13707B125 and P/N 13707B126 shear angles. (2) If a crack is detected that is less than 1 inch vertically or 1-1/2 inch total length, re-inspect the shear angles thereafter at intervals not to exceed 100 landings, and prior to an additional 400 landings modify the airplane in accordance with BAe Modification JM5303, dated June 14, 1988. (b) If no record of landings is available, 1 hour time-in-service equals 2 landings may be used in determining the compliance times in this AD. (c) The inspections described in paragraph (a) above are not required when the airplane's left and right shear angles have been modified by BAe Modification JM5303, dated June 14, 1988. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to British Aerospace PLC, Manager, Product Support, Civil Aircraft Division, Prestwick Airport, Ayrshire, KA9 2RW, Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, D.C. 20041; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6118, AD 89-03-07) becomes effective on February 26, 1989.
85-26-04: 85-26-04 FOKKER B.V.: Amendment 39-5195. Applies to Model F27 airplanes as indicated in the applicability statement of each service bulletin listed below, certificated in any category. Compliance is required within the time interval specified in each of the following paragraphs, unless already accomplished: A. To prevent collapse of the main landing gear, within 120 days after the effective date of this AD, inspect the drag stay tube for cracks, in accordance with Fokker Service Bulletin F27/32-147 dated September 1, 1981, and replace if cracks are found. B. To prevent damage to the elevator trim tab, the elevator control bracket support, and the elevator control bracket supporting rib structure, modify the structure in accordance with Fokker Service Bulletin F27/55-31 dated May 31, 1965, within 120 days after the effective date of this AD. C. To prevent failure of the wing/fuselage joint, inspect and modify the joint in accordance with Fokker Service Bulletin F27/57-54, Revision 1, dated April 2, 1984, within 180 days after the effective date of this AD or prior to the accumulation of 45,000 landings, whichever occurs later. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, 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. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Manager, Maintenance and Engineering, Fokker B.V., Product Support, P.O. Box 7600, 11172J Schiphol Oost, The Netherlands. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 EastMarginal Way South, Seattle, Washington. This amendment becomes effective January 26, 1986.
87-18-11: 87-18-11 MCDONNELL DOUGLAS HELICOPTER COMPANY (MDHC) (Hughes Helicopters, Inc.): Amendment 39-5678. Applies to all Model 369D, E, F, and FF helicopters, certificated in any category, equipped with MDHC main transmission (P/N 369D25100-BSC or- 501) which has tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) installed. Compliance is required as indicated, unless previously accomplished. To prevent possible loss of tail rotor control, accomplish the following: (a) Within the next 25 hours' time-in-service after the effective date of this AD, perform a one-time magnetic particle and visual inspection on the main transmission tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) on helicopters with the following serialized main rotor transmission in accordance with procedures detailed in paragraphs (c) through (f) of this AD. TRANSMISSION SERIAL NUMBER 1989 1992 and 1993 1998 through 2000 2002 through 2082 2084 and 2085 If the tail rotor output drive pinion shaft serial number is contained in the list below, remove the shaft from service prior to further flight. TAIL ROTOR OUTPUT DRIVE PINION SHAFT SERIAL NUMBERS 1474 through 1502 1504 through 1547 1549 through 1561 1563 and 1564 1566 (b) Within the next 100 hours' time-in-service after the effective date of this AD, perform a one-time magnetic particle and visual inspection on the main transmission tail rotor output drive pinion shaft (P/N 369D25125-BSC or -11) on all affected helicopters with transmission serial numbers other than those listed above in accordance with procedures detailed in paragraphs (c) through (f) of this AD. (c) Verify that the tail rotor output drive pinion shaft has an undercut style fillet radius as shown in Figure 1 of MDHC Mandatory SIN DN-147/EN-35/FN-24, dated April 23, 1987, or FAA-approved equivalent. Remove parts which do not have the undercut from service prior to further flight. NOTE:Tail rotor output drive pinion shafts removed from service in accordance with paragraph (c) may be returned to MDHC for rework if a magnetic particle inspection of the part does not show any crack indications. (d) Perform a magnetic particle inspection of the tail rotor output drive pinion shaft. Remove parts which show indications of cracking found during magnetic particle inspection from service prior to further flight. (e) Inspect the tail rotor output drive pinion shafts for scratches, tooling marks, corrosion, or other minor surface defects in the fillet radius or elsewhere on the shaft in accordance with paragraphs c. (4), c. (5), and c. (6) of MDHC Mandatory SIN DN-147/EN- 35/FN-24, dated April 23, 1987. Prior to further flight, rework discrepant shafts that show no indication of cracks in accordance with procedures stated in paragraph d. of MDHC Mandatory SIN DN-147/EN-35/FN-24, dated April 23, 1987. (f) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. The procedure shall be done in accordance with MDHC SIN DN-147/EN-35/FN-24, dated April 23, 1987. This incorporation by reference was approved by the Director of-the Federal Register in accordance with 5 U.S.C. 552 (a) (1). Copies may be obtained from MDHC, 500 E. McDowell Road, Mesa, Arizona. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L. Street, NW., Room 8401, Washington, D.C. This amendment becomes effective September 1, 1987.
74-09-06: 74-09-06 CONSOLIDATED AERONAUTICS: Amendment 39-1826. Applies to all Model LA-4-200 airplanes through Serial Number 601. Compliance required, unless already accomplished, within the next twenty-five (25) hours time in service after the effective date of this AD. To preclude the possibility of engine stoppage resulting from contamination in the fuel injector, accomplish the following: 1. Inspect the restrictor fitting, P/N 2-6750-41, to determine if it has a flush or recessed insert in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Service Bulletin No. B51, or later FAA approved revision. 2. If the restrictor fitting has a recessed insert, no further action is required. 3. If the restrictor fitting has a flush insert, accomplish the following: a. Disassemble and clean the areas of the fuel injector specified in Lake Aircraft, Division of Consolidated Aeronautics, Service Bulletin No. B51, or later FAA approved revision or by FAA approved equivalent method. b. Remove the restrictor fitting and replace with P/N 2-6750-83, or later FAA approved equivalent. 4. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. The manufacturer's specifications and procedures identified and described in this directive 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 the Chief Engineer, Lake Aircraft, Division of Consolidated Aeronautics, Inc., P. O. Box 312, Sanford, Maine 04073. These documents may also be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes theincorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. This amendment becomes effective May 10, 1974.
76-07-03: 76-07-03 FAIRCHILD: Amendment 39-2565. Applies to all FH-227 airplanes incorporating the outward opening large cargo door per STC SA2246WE. Compliance required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. (a) To prevent inadvertent opening of the large cargo door in flight, accomplish the alteration in paragraph 2, Accomplishment Instructions, in Fairchild Service Bulletin FH-227-52-17, dated October 27, 1975, for FH-227 airplanes, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective April 6, 1976.
77-05-05: 77-05-05 ADS SUPPLY COMPANY, AIR SPARES INTERNATIONAL, INC. AND SPENCER AIRCRAFT INDUSTRIES: Amendment 39-2849 as amended by Amendment 39-2868 and 39-2881 is further amended by Amendment 39-3199. Applies to various unapproved appliances, identified herein by the Boeing part number, sold by or procured through ADS Supply Company, Bellevue, Washington, Air Spares International, Inc., Seattle, Washington, or Spencer Aircraft Industries, Seattle, Washington, and installed in various Boeing model airplanes. Compliance required as indicated. Accomplish the following: A. Before further flight, except as provided in paragraph F, remove part number 65-52811 - Landing Gear Accessory Unit. B. Before further flight, except as provided in paragraph G, remove part number 65-52809 - Fire Detection Accessory Unit and part number 69-37307 - Engine and Fire Control Module. C. By March 18, 1977, remove the following appliances: (Additional dash numbers identify airline configurations.) Boeing Part No. Unit 65-52801- APU Accessory Unit 65-52807- Flap/Slat Position Switching Unit 69-37335- Fuel System Module Assembly 65-52804- Audio Accessory Unit 65-60211- Landing Gear Accessory Unit 69-37369- Ground Proximity System Test Accessory Module 69-37336- Ground Proximity Aural Warning Accessory Module 65-52805- Flight Instrument Accessory Unit 69-37346- Window and Pitot Heat Module 69-37338- Gyro Switching Panel D. By April 2, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-49808- Electrical Power Relay Module 65-52803- Window Heat Accessory Unit 65-52808- Compartment Overheat Accessory Unit 65-52810- Air Conditioning Accessory Unit 69-37314- AC System Generator and APU Module 69-37315- Generator Drive Standby Power Module 69-37317- Hydraulic Pump Module 69-37319- Air Conditioning Module 69-37320- Engine and Wing Anti-Ice Module 69-37324- Cabin Temperature Module 69-55179- Light Dimming Module 69-37344- VHF Navigation and Compass Switching Unit 65-52806- Miscellaneous Solid State Switching Module 69-37357- Thrust Reverser Override Module 69-37352- Door Warning Annunciator E. By April 8, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-37568- Landing Gear Accessory Unit 65-60209- Engine Fire Detection Control Unit Assembly 65-24917- Autopilot Accessory Unit 69-37313- Flight Control Module 65-24920- Fire Detector Module 69-37321- Electrical Module Assembly 65-60214- Flight Instrument Accessory Unit F. Operations with part number 65-52811 - Landing Gear Accessory Unit may continue until March 18, 1977, provided that before further flight a placard is installed adjacent to the speed brake handle stating "DO NOT ARM." Airplanes may be flown in accordance with FAR 21.197 to a maintenance base to accomplish the above. G. Operations with part number 65-52809 - Fire Detection Accessory Unit and part number 69- 37307 - Engine and APU Fire Control Module may continue until March 18, 1977, provided that before further flight, and daily thereafter, conduct tests in accordance with a procedure available from the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Airplanes may be flown in accordance with FAR 21.197 to a maintenance base to accomplish the above. H. By May 6, 1977, remove the following appliances: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 69-37339- Stall Warning Test Module 65-79479- Autobrake Accessory Unit 69-37334- Cabin Altimeter and Rate of Climb Module 65-73606- Engine Accessory Unit 65-52812- Autopilot Accessory Unit 65B-46136- Fire Detector Module I. By May 27, 1977, remove the following appliance: (Additional dash numbers identify airline configuration.) Boeing Part No. Unit 65-52802-1 Autopilot Switching Unit J. By May 26, 1978, (notwithstanding the dates of compliance listed in paragraphs A through I above) remove all appliances with Boeing part numbers listed in paragraphs A through I above which have been sold by or procured through Spencer Aircraft Industries (additional dash numbers identify airline configuration). K. Upon request of the operator, an FAA Principal Inspector, subject to the prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the compliance schedule in this AD for specific appliances if the request contains substantiating data to justify the increase for that operator. Amendment 39-2849 deleted Amendment 39-2837, AD 77-04-03. Amendment 39-2849 became effective March 10, 1977. Amendment 39-2868 became effective April 7, 1977. Amendment 39-2881 became effective April 28, 1977. This Amendment 39-3199 becomes effective May 9, 1978.
2002-12-15: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney PW4000 series turbofan engines. That AD requires operators to perform initial and repetitive inspections for cracking of high pressure compressor (HPC) front drum rotors based on cycle usage. That AD also requires the removal from service of any cracked HPC front drum rotors. This amendment clarifies inspection requirements for cracking of HPC front drum rotors that have fewer than 1,000 cycles-since-new (CSN). This amendment is prompted by comments from operators seeking more clarity about the inspection requirements of paragraph (a)(1) of that AD. The actions specified by this AD are intended to prevent HPC drum rotor failure from cracks that could result in an uncontained engine failure and damage to the airplane.
2025-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a full-scale fatigue test that found cracks on the main landing gear (MLG) bay rear skin panel at the stringer run-out at Frame 46 and Stringer 32 on the left-hand and right-hand sides. This AD requires repetitive special detailed inspections (SDIs) of the affected area for cracking and applicable corrective actions, 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.
2025-01-04: The FAA is adopting a new airworthiness directive (AD) for certain DAHER AEROSPACE (DAHER) Model TBM 700 airplanes. This AD was prompted by reports of wear of the inner flap actuator drive nut. This AD requires cleaning and lubricating the internal actuator rods, measuring the play between the drive nuts and the internal actuator rods, and if any play is found, replacing the drive nuts. This AD also allows replacing the drive nuts with certain other design drive nuts as terminating action for the requirements. The FAA is issuing this AD to address the unsafe condition on these products.
2002-12-14: This amendment supersedes an existing airworthiness directive (AD) for specified Eurocopter France (ECF) model helicopters that currently requires inserting statements into the Limitations section of the Rotorcraft Flight Manual (RFM) prohibiting flight under certain atmospheric conditions. This amendment contains the same requirements but corrects, expands, and updates the applicability. This amendment is prompted by an incident in which a Multi-Purpose Air Intake (MPAI) inlet seal deflated after the P2 air system line, which feeds the seal, clogged due to the formation of ice. The actions specified by this AD are intended to prevent clogging of the MPAI seal P2 air system line due to ice formation, which could result in deflation of the MPAI seal, loss of engine power, and subsequent loss of control of the helicopter.
67-31-03: 67-31-03 BRITISH AIRCRAFT: Amdt. 39-519, Part 39, Federal Register November 30, 1967. Applies to Model BAC 1-11 200 and 400 Series Airplanes. Compliance required as indicated, unless already accomplished. To prevent reversal of the rudder feel function, within the next 500 hours' time in service after the effective date of this AD, accomplish the following: (a) Replace the paired links located in the rudder feel simulator linkage, Hobson P/N CH 504-071 or CH 504-280 with redesigned Hobson slotted links, P/N CH 504-446 in accordance with British Aircraft Corporation on BAC 1-11 Alert Service Bulletin PM 3290, or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. (b) Attach Hobson slotted links P/N CH 504-446 with bolts P/N CH 127803-25 (NAS 1108-25) and CH-127803-22 (NAS 1108-22), or self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH 524-129-3. If bolts P/N CH127803-25 (NAS 1108-25) and CH 127803-22 (NAS 1108-22) are used, replace these bolts with self-retained bolt P/N CH 127800 (NAS 1108-27-SR) and rivet P/N CH-524-129-3 during the next overhaul of the rudder feel simulator units. This amendment effective November 30, 1967.
52-25-01: 52-25-01 DOUGLAS: Applies to All Models DC3 Aircraft Equipped With Vacuum Systems. \n\n\tTo be accomplished not later than May 1, 1953. \n\n\tTo guard against the possibility of excessive air temperatures and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: \n\n\t1.\tInstall a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Figure 2. The 3/8-inch plug fitting is intended for pumps such as the Model 3P-211 and 3P-485. For smaller pumps such as the 3P-207, an AN 840-6D fitting, incorporating the same modification as shown below, should be used. Brass fittings of the same design as the above dual fittings are acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it issues from the adapter, or \n\n\t2.\tEmploy an oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning. \n\n\t(Douglas Service Letter A-129-T-1271/WB-11-Q-4 dated April 1, 1949, covers this type modification.)
2025-01-07: The FAA is superseding Airworthiness Directive (AD) 2022-11- 01, which applied to certain Airbus SAS Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2022-11-01 required a detailed inspection (DET) of the main landing gear (MLG) support rib 5 lower flange, a fluorescent penetrant inspection (FPI) around the spot facing of certain fastener holes if necessary, and applicable corrective actions. This AD was prompted by the determination that additional airplanes are affected by the unsafe condition. This AD continues to require the actions in AD 2022-11-01 and adds airplanes to the applicability, 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.