Results
2002-22-16: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (ECF) helicopters. The existing AD requires visually inspecting the four engine exhaust pipe ejector (ejector) attachment lugs (lugs), the starter-generator (S-G) attachment flange (flange) and attachment half-clamps (half-clamps) for cracks, and the S-G shaft for radial play. This amendment will retain the current requirements except will not require measuring the radial play. This amendment will also require measuring each S-G engine clamp torque and vibration level and recording the S-G vibration level on a component history card or equivalent record. If the S-G vibration level is equal to or higher than 0.5 inches per second (IPS), this superseding AD requires repairing or replacing the S-G, as necessary. This amendment is prompted by additional cases of S-G damage and the need for additional corrective actions. The actions specified by this AD are intended to prevent excessive S-G vibration, which could lead to separation of an ejector, impact with the main or tail rotor, and subsequent loss of control of the helicopter.
72-03-06: 72-03-06 ALLISON: Amdt. 39-1390. Applies to Models 250-B15A, 250-B15E, 250-B15G, 250-B17, 250-C10B, 250-C10D, 250-C18, 250-C18A, 250-C18B, 250-C18C, 250-C19 and 250-C20 engines. Compliance: Required as indicated, unless already accomplished. To ensure adequate life limit margin for Allison P/Ns 6857912 and 6871872 second stage turbine wheels, accomplish the following: A) Within the next 50 hours' time in service after the effective date of this AD, remove from service all P/Ns 6857912 and 6871872 second stage stabilizer trim and to maintain stabilizer control capability, accomplish the following: (a) For airplanes incorporating stabilizer trim modules having over 1500 hours' time in service. B) Prior to their exceeding 1550 hours' time in service, remove from service all P/Ns 6857912 and 6871872 second stage turbine wheels having 1500 hours or less time in service on the effective date of this AD. Allison Commercial Service Letter No. 250CSL-10, dated December 9, 1971, pertains to this subject. This amendment becomes effective February 8, 1972.
2016-01-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by reports that the inner bore of some main landing gear (MLG) unit bogie beams were insufficiently re-protected against corrosion after inspection or maintenance actions were accomplished. This AD requires for certain MLG units, determining which revision of the component maintenance manual (CMM) was used to accomplish the most recent MLG unit overhaul; a detailed inspection for missing or damaged paint, and if necessary, a detailed inspection of the cadmium plating for discrepancies, measurement of the depth of the cadmium plating, a general visual inspection of the base metal for corrosion or damage, a detailed inspection of repaired areas for cracking or corrosion; and corrective actions if necessary. We are issuing this AD to detect and correct corrosion in the bore of each MLG unit bogie beam, which could result in collapse of a MLG unit, and subsequent damage to the airplane and injury to occupants.
88-25-11: 88-25-11 MOONEY: Amendment 39-6085. Applicability: Models M20J (Serial Numbers 24-0084, 24-0378 through 24-1645, and 24-3000 through 24-3056) and M20K (Serial Numbers 25-0001 through 25-1160) certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent in-flight opening of the baggage door, accomplish the following: (a) Modify the auxiliary exit mechanism in the baggage door, install a placard, and incorporate the Pilots Operating Handbook/Airplane Flight Manual Supplement as specified in Mooney Aircraft Corporation Service Bulletin No. M20-239, dated September 28, 1988, and operate the airplane in accordance with these instructions. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, FAA, Fort Worth, Texas 76193-0150. All persons affected by this directive may obtain copies of the document referred to herein upon request to the Mooney Aircraft Corporation, P. O. Box 72, Kerrville, Texas 78029; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6085, AD 88-25-11) becomes effective on January 5, 1989.
89-07-02: 89-07-02 McDONNELL DOUGLAS: Amendment 39-6158. \n\n\tApplicability: McDonnell Douglas Model DC-8 series airplanes, equipped with rudder drive torque tube crank assembly, P/N 5647102-1 or -501, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of directional control of the airplane in critical flight regimes due to fatigue failure of the rudder drive torque tube crank assembly, accomplish the following: \n\n\tA.\tWithin the next 1,000 hours time-in-service after the effective date of this AD, unless already accomplished within the last 2,600 hours time-in-service, conduct an eddy current inspection of the rudder drive torque tube crank assembly, in accordance with the accomplishment instructions in McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, repeat the inspection in accordance with paragraph A. of this AD at intervals not to exceed 3,600 hours time-in-service. \n\n\tC.\tIf cracks are found, accomplish one of the following: \n\n\t\t1.\tReplace the cracked rudder drive crank assembly (P/N 5647102-1 or -501) with P/N 5647102-501, in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, and repeat inspections in accordance with paragraph B. of this AD; or \n\n\t\t2.\tReplace the rudder drive crank assembly with P/N 5647102-503 in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988. \n\n\tD.\tReplacement of the rudder drive crank assembly with P/N 5647102-503, in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6158, AD 89-07-02) becomes effective April 26, 1989.
73-11-08: 73-11-08 SIAI-MARCHETTI: Amdt. 39-1648. Applies to SIAI Marchetti Model S.205 airplanes, Serial Numbers 001, 002, 003, 101 through 399, and 4-101 through 4-212. Compliance is required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To provide a means for periodic lubrication of the main and nose landing gear torque link pins and bolts accomplish the following in accordance with SIAI Marchetti Service Bulletin No. SB 205B35 dated March 13, 1972, or an FAA-approved equivalent: (a) Remove the existing main and nose landing gear center torque link hinge bolts and main and nose landing gear upper and lower torque link to landing gear pins. (b) Clean the bushings by removing rust residue; install the following bolts, pins, and grease fittings in the locations indicated, and check the fit between the pins and bushings. (1) Install new pins with grease fittings, P/N 205-9-043-01, in the upper and lower main gear torque link to main gear leg connections with the grease fittings pointing toward the airplane centerline. (2) Install new bolts with grease fittings, P/N 205-9-063-01, in the main landing gear upper to lower torque link connections. (3) Install new pins, P/N 205-9-137-11 and P/N 205-9-138-11, in the upper and lower torque link to nose landing gear leg connections, respectively, and install grease fittings, P/N 205-9-154-01. (4) Install a new bolt with grease fitting, P/N 205-9-153-01, in the nose landing gear upper to lower torque link connection. This amendment becomes effective June 22, 1973.
2016-01-06: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB139 and AW139 helicopters. This AD requires inspecting each full ice protection system tail rotor slip ring (slip ring) for chatter marks, witness marks, or scoring, and determining the depth of each mounting hole. Based on the findings from the inspection, this AD requires either re-identifying the slip ring or replacing the slip ring. This AD is prompted by two incidents of the slip ring body separating from the supporting flange due to improper torque. These actions are intended to prevent separation of the mounting flange from the slip ring body and subsequent loss of control of the helicopter.
85-06-05: 85-06-05 MCDONNELL DOUGLAS: Amendment 39-5018. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) airplanes, certificated in all categories, equipped with Sundstrand P/N 26340061-04 battery charger. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the potential for a localized fire and the potential loss of the Battery Direct and Battery Buses which provide emergency electrical power, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, modify Sundstrand P/N 26340061-04 battery chargers whose serial numbers are listed in Section I, paragraph 4.A. of Sundstrand Service Bulletin 26340061-24-2 dated February 24, 1984, in accordance with the Accomplishment Instructions of the Sundstrand service bulletin as referenced by McDonnell Douglas DC-9 Service Bulletin 24-73, dated March 21, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tWithin 180 days after the effective date of this AD, modify all other Sundstrand P/N 26340061-04 battery chargers not affected by paragraph A. of this AD, in accordance with the Accomplishment Instructions of Sundstrand Service Bulletin 26340061-24-2 dated February 24, 1984, as referenced by McDonnell Douglas DC-9 Service Bulletin 24-73, dated March 21, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and FAR 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective May 20, 1985.
87-03-07: 87-03-07 BOEING: Amendment 39-5523. Applies to Boeing Model 767-200 airplanes equipped with Bendix brakes, Part Numbers 2607092-1 and -2, certificated in any category. To preclude possible runway overshoot during certain runway-limited takeoffs or landings, due to erroneous braking performance information in the Airplane Flight Manual (AFM), accomplish either paragraph A. or B., below, within 30 days after the effective date of this AD, unless already accomplished. \n\n\tA.\tAmend the applicable FAA-approved AFM's, Boeing Documents D6T11320 and D6T11321, to include the information contained in subject FAA-approved revisions below: \n\n\tD6T11320.222, Revision 13; \n\tD6T11320.231, Revision 13; \n\tD6T11321.223, Revision 16; \n\tD6T11321.232, Revision 16; \n\tRevision 2 to Appendix 8F to D6T11321; or \n\n\tB.\tAmend the applicable FAA-approved AFM's, Boeing Documents D6T11320 and D6T11321, by incorporating the following performance adjustments: \n\n\t\t1.\tTAKEOFF SPEEDS - Pre-correction (original) V1 speeds are reduced by two (2) knots for gross weights of 280,000 lbs. and greater, and by one (1) knot for gross weights below 280,000 lbs. \n\n\t\t2.\tTAKEOFF PERFORMANCE-LIMITED WEIGHTS - Pre-correction FIELD LENGTH LIMITS weights are reduced by: \n\n\n\n FIELD LENGTH\nLIMITED WEIGHT 1000 LBS.\nWEIGHT DECREMENT (LBS.) FOR FLAP POSITION SHOWN \t\t\t \n\t\t\t\t\n\t\t\t\t\t\t\t 1\t 5\t 15\t 20\n\t380 & Above\t\t\t\t\t4900\t4900\t4400\t4500\n\t360\t\t\t\t\t\t4600\t4700\t4400\t4300\n\t340\t\t\t\t\t\t4300\t4500\t4300\t4000\n\t320\t\t\t\t\t\t4000\t4100\t4000\t3600 \n\t300\t\t\t\t\t\t3600\t3500\t2600\t2500 \n\t280\t\t\t\t\t\t2800\t2100\t1300\t1300 \n\t260\t\t\t\t\t\t1200\t1100\t1200\t1200 \n\t240 & Below\t\t\t\t\t1000\t1100\t1200\t1200 \n\n\tTo determine corrected runway length (as in obstacle clearance calculations), increase gross weight by the above amounts before entering the FIELD LENGTH LIMITS chart. \n\t\t3.\tLANDING FIELD LENGTH LIMITS - For gross weights above 280,000 lbs., landing field length required is increased by 900 feet over the pre-correction value. For gross weights of 280,000 lbs. and below, the landing field length required is increased by 350 feet over the pre-correction value. \n\n\tC.\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\tAll persons affected by this directive who have not already received copies of the Airplane Flight Manual performance information may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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 February 26, 1987.
2024-26-03: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, and -400ER series airplanes. This AD was prompted by a report of multiple engine indicating and crew alerting system messages during potable water servicing after the water leaked onto the electronics equipment cooling air filter. This AD requires installation of hoseducts around the left-side section 43 potable water supply hoses and connections, a potable water system leakage test, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
88-13-04: 88-13-04 BOEING: Amendment 39-5947. Applies to Boeing Model 767 series airplanes, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent severe damage to the airplane in the event of a cargo compartment fire, due to fire extinguishant distribution system reversals or covered extinguishant discharge nozzles, accomplish the following: \n\n\tA.\tWithin the next 24 hours (1 day) after the effective date of this AD, accomplish either of the following: \n\n\t\t1.\tConduct the cargo compartment fire extinguishant distribution system part number inspection, in accordance with Boeing Alert Service Bulletin 767-26A0036, dated March 11, 1988; or \n\n\t\t2.\tConduct the functional flow check of the cargo compartment Halon fire extinguishant distribution system using guidelines in the applicable section of Maintenance Manual 26-23-00. Verify that the flow is distributed to the proper cargo compartment. \n\n\tB.\tWithin the next 30 days afterthe effective date of this AD, inspect the cargo fire extinguishant nozzles in accordance with either Boeing Alert Service Bulletin 767-26A0036, dated March 11, 1988, or Boeing Service Letter 767-SL-26-11, dated March 10, 1988. \n\n\tC.\tAny detected cargo fire extinguishant distribution system reversals and/or covered extinguishant nozzles must be corrected, in accordance with the Boeing Model 767 Maintenance Manual, prior to further flight with baggage or cargo in either the forward or aft cargo compartments. \n\n\tD.\tWithin 7 days, report a complete description of the findings from the accomplishment of the requirements paragraph A., above, from which it is determined that the flow is not distributed to the proper cargo compartment; and from the requirements of paragraph B., above, from which it is determined that a nozzle is covered; to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168. \n\n\tE.\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 Seattle Aircraft Certification Office. \n\n\tF.\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 tests required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5947, supersedes telegraphic AD T88-06-51 issued March 11, 1988. \n\n\tThis amendment, 39-5947, becomes effective June 20, 1988.
85-06-51: 85-06-51 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5050. Applies to Allison Model 250-C30 and -C30S engines, which incorporate P/N 23001915 magnetic plugs in the power and accessory gearbox cover and housing assembly, installed in Sikorsky S-76A helicopters certificated in any category. Within the next 50 hours time in service after the effective date of this AD, but not later than May 15, 1985, perform the following: Replace the two P/N 23001915 magnetic plugs installed in the power and accessory gearbox cover and housing assembly with two P/N 6871534 magnetic plugs, which do not provide for automatic burnoff of accumulated metal fuzz, in accordance with Allison Commercial Engine Alert Bulletin 250-C30, -C30S CEB-A- 72-3098, Revision 1 dated January 15, 1985, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) Sections 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. 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 Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-14, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective May 10, 1985, to all those persons except those persons to whom it was made immediately effective by telegraphic AD T85-06-51, issued March 29, 1985, which contained this amendment.
51-26-01: 51-26-01 BELL: Applies to All Models 47B, 47B3, 47D, 47D1 Helicopters. A. Compliance required by October 15, 1951, unless Bell Service Instruction 67S1 has been accomplished already. To provide additional strength to preclude the possibility of tail rotor failures, wrap each tail rotor blade across the junction of the stainless steel leading edge at the root end area of each blade with two strips of unidirectional fiberglass cloth, Bell P/N 47-642-020-14. (Bell Service Bulletin No. 75 covers this same subject.) B. Compliance required daily. Inspect the tail rotor stainless steel leading edge for evidence of loosening or lifting. Carefully inspect the 3/32 radius, the flanges of leading edge at forward edge of reinforcement plates, and the entire root area for cracks. Replace blades immediately if any of these conditions exist. (Bell Service Bulletin No. 75, revised October 11, 1951, covers this same subject.) This supersedes AD 51-23-01.
2016-01-04: We are superseding Airworthiness Directive (AD) 2005-01-09, which applied to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. AD 2005-01-09 required a one-time detailed inspection for discrepancies of the frame web and inner chords on the forward edge frame of the number 5 main entry door cutout, and corrective action if necessary. This new AD adds repetitive high frequency eddy current (HFEC) inspections for cracking of the frame inner chords (forward and aft), and corrective action if necessary. This AD was prompted by additional cracking found in the same area after completion of the one-time detailed inspection. We are issuing this AD to detect and correct discrepancies of the frame web and inner chords, which could result in cracking, subsequent severing of the frame, and consequent rapid depressurization of the airplane.
2024-26-04: The FAA is superseding Airworthiness Directive (AD) 2023-09- 01, which applied to all Airbus SAS Model A318 series airplanes; Model A319 series airplanes; Model A320-211, -212, -214, -216, -231, -232, - 233, -251N, -252N, -253N, -271N, -272N, and -273N airplanes; and Model A321 series airplanes. AD 2023-09-01 was prompted by a report that certain overheat detection system (OHDS) sensing elements installed at certain positions might not properly detect thermal bleed leak events due to a quality escape during the manufacturing process. AD 2023-09-01 required a one-time detailed inspection of each affected part installed at an affected position and replacement if necessary and prohibited the installation of affected parts at affected positions. Since the FAA issued AD 2023-09-01, a new airplane model (A321-253NY) has been certified by EASA, on which affected parts could be installed in service. This AD continues to require the actions in AD 2023-09-01, and revises the applicability to include Model A321-253NY airplanes, 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.
2016-01-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-400 series airplanes, as modified by a certain supplemental type certificate. This AD was prompted by the discovery of a design drawing error regarding placards that identified incorrect squibs and pressure switches for certain fire extinguisher bottles. This AD requires a detailed inspection of certain cargo placards to determine if they are the correct placards and in the correct location, a detailed inspection of the harnesses to verify that they are marked and installed correctly, and corrective action if necessary. We are issuing this AD to detect and correct incorrectly installed harnesses for the cargo fire suppression system bottles, which could result in an incorrect activation sequence of the bottles, the inability to suppress a cargo fire quickly, and a possible uncontrollable fire.
88-25-10: 88-25-10 EMPRESA BRASILEIRA DE AERONAUTICA, S.A. (EMBRAER): Amendment 39-6086. Applicability: Models EMB-110P1 and EMB-110P2 (serial numbers (S/N) 110001 up to and including S/N 110466) airplanes equipped with multi position flap control switch P/N 110- 898-14, certificated in any category. Compliance: Within the next 50 hours time-in-service after the effective date of this AD, unless previously accomplished. To reduce the potential for inadvertent full flap extension that could result in loss of control of the airplane in a critical phase of flight, accomplish the following: (a) Replace the flap control switch, P/N 110-898-14, with flap control switch P/N 110-898-14, Revision S, in accordance with Part I of EMBRAER Service Bulletin (SB) 110-027-0084, dated March 23, 1988; or (b) Modify the flap control switch, P/N 110-898-14, in accordance with Part II of EMBRAER SB 110-027-0084, dated March 23, 1988, and electrically test the reassembled switch and adjust the potentiometer, if required, to resistance values specified for P/N 110-898- 14, Revision G, after the above modification in accordance with Section 2A "Adjusting the Potentiometer" as described in EMBRAER "Maintenance Manual with Illustrated Parts List", No. T.P. 27-50-00/646, dated February 15, 1985. The above modification, test and adjustment must be performed by an appropriately rated repair station. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. All persons affected by this directive may obtain copies of the documents referred to herein upon request to EMBRAER, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315, 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 (39-6086, AD 88-25-10) becomes effective January 5, 1989.
68-02-05: 68-02-05 MCDONNELL DOUGLAS: Amdt. 39-559. Applies to Model DC-9 Series airplanes. \n\n\tType Certificate Data Sheet No. A6WE, Revision 5, established a service life limit of 26,700 landings for the Nose Landing Gear Shock Strut Restrictor Assembly which is a component of the Nose Landing Gear Cylinder Assembly on DC-9 Series airplanes. The Nose Landing Gear Shock Strut Restrictor Assembly is available under three (3) part numbers. P/N 5958435-501 (Models DC-9-11, -12, -13, -14, -15 and -15F) and P/N 5920616-1 (Models DC-9-31, 32 and -32F) have a 3/8-inch hole near the packing groove at the upper end of the support assembly and are affected by this AD. The third part, P/N 5958435-1 (Models DC-9-11, -12, -13, -14, -15 and -15F) which has no hole, is not affected by this AD. \n\n\tAs a result of further fatigue testing, McDonnell Douglas has established a new service life limit of 8,000 landings for P/N 5958435-501 and P/N 5920616-1 due to fatigue failure in the vicinity of the hole. \n\n\tLater revisions of Type Certificate Data Sheet No. A6WE will list the new service life limit for these parts. \n\n\tTo prevent fatigue failure: \n\n\tAs of the effective date of this AD, the service life limit of P/N 5958435-501 and P/N 5920616-1 Nose Landing Gear Shock Strut Restrictor Support Assembly is 8,000 landings. \n\n\tThis amendment becomes effective on February 29, 1968.
89-15-02: 89-15-02 BOEING: Amendment 39-6260. \n\tApplicability: Model 747 series airplanes, as listed in Boeing Service Bulletin 747-27- 2228, Revision 1, dated October 26, 1984, certificated in any category. \n\n\tCompliance: Required within the next 18 months following the effective date of this AD, unless previously accomplished. \n\n\tTo prevent rejected takeoffs as a result of false takeoff warnings, accomplish the following: \n\n\tA.\tReplace the stabilizer limit switch assembly mounting brackets, in accordance with Boeing Service Bulletin 747-27-2228, Revision 1, dated October 26, 1984. \n\n\t\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6260, AD 89-15-02) becomes effective on August 14, 1989.
2015-25-03: We are superseding Airworthiness Directive (AD) 2013-23-03, which applies to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, and 747SR series airplanes. AD 2013-23-03 required a detailed inspection of certain attach fittings for a cylindrical defect, and replacement if necessary. For certain airplanes, this new AD requires new inspections of the inboard actuator attach fittings for machining defects, and overhaul or replacement if necessary. This new AD also limits the compliance time for doing the replacement for certain other airplanes. This AD was prompted by a report that a machining defect was also found on some of the actuator assemblies inspected during manufacture. This defect could lead to fatigue cracking and subsequent fracture. We are issuing this AD to detect and correct defective inboard actuator attach fittings which, combined with loss of the outboard actuator load path, couldresult in uncontrolled retraction of the outboard flap, damage to flight control systems, and consequent reduced controllability of the airplane.
54-20-02: 54-20-02 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. In order that cracks in the fore and aft transmission support assemblies (S14-20-2503) may be detected, these assemblies should be inspected daily, without removing the support assemblies from the helicopter, in accordance with the following procedure: 1. Remove the paint, grease and foreign matter from all welds and from the areas of the tubes within 3 inches of a weld on both upper and lower ends. 2. Inspect for cracks all areas of the tubes within 2 inches of a weld and all welds visually, and, where possible, with the assistance of a 5- to 7-power glass. 3. Assemblies found with a crack should be replaced immediately. 4. Protect the exposed areas of metal with any suitable corrosion preventive. The manufacturer is presently investigating the reasons for the occurrence of such cracks and a permanent repair is expected in the near future which, when incorporated, will make these daily inspections unnecessary. These inspections are in addition to those required by AD 54-16- 01. (Revision C to Sikorsky Information Circular No. 1435-383 covers this same subject.) When transmission support, S14-20-4603, is installed in place of support S14-20-2503, the above inspection may be performed at every intermediate inspection rather than on a daily basis. (Sikorsky Service Information Circular No. 1420-548, dated December 3, 1954, covers the installation instructions.)
2003-16-03: This amendment supersedes an existing airworthiness directive (AD) that applies to Turbomeca Arriel 1A, 1 A1, 1 A2, 1 B, 1 C, 1 C1, 1 C2, 1 D, and 1 D1 turboshaft engines. That AD currently requires repetitive checks for engine rubbing noise during gas generator rundown following engine shutdown, and for free rotation of the gas generator by rotating the compressor manually after the last flight of the day. In addition, the AD 95-11-01 requires installation of modification TU 202 or TU 197 as terminating action to the repetitive checks. This amendment adds additional engine models to the applicability section, eliminates the installation of modification TU 197 as a terminating action to the repetitive checks, requires additional inspections for engines that have modification TU 197 installed, and requires the replacement of modifications TU 76 and TU 197 with modification TU 202, as a terminating action to the repetitive checks and inspections. This amendment is prompted by areport of an in-flight engine shutdown on an engine that had modification TU 197 installed, and the need to update the modification standard on certain engine models. We are issuing this AD to prevent engine failure due to rubbing of the 2nd stage turbine disk on the 2nd stage turbine nozzle guide vanes, which could result in complete engine failure and damage to the helicopter.
88-24-16: 88-24-16 CESSNA: Amendment 39-6078. Applies to Model S550 series airplanes, Serial Numbers (S/N) S550-0001 through S550-0039, and S550-0041 through S550-0120, except the lavatory vanities on S550-0100 through S550-0120; and Model 650 series airplanes, S/N 650-0001 through 650-0126, except the lavatory vanities on S/N 650-0087 and 650-0105 through 650-0126; certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude wiring failure, which can result in cabin smoke and/or fire, accomplish the following: A. For Cessna Model S550 series airplanes: Before next activation of the airplane's electrical power, disconnect the electrical power to the interior cabinetry in accordance with the accomplishment instructions of Cessna Alert Service Bulletin SBAS550-25-16, dated February 3, 1987. 1. Electrical wiring may be reconnected following modification of the interior cabinetry wiring and electrical components described in,and in accordance with, Cessna Service Letter SLS550-25-02, Revision 4, dated October 21, 1988. B. For Cessna Model 650 series airplanes: Before next activation of the airplane's electrical power, disconnect the electrical power to the interior cabinetry in accordance with the accomplishment instructions of Cessna Alert Service Bulletin SBA650-25-12, dated February 3, 1987. 1. Electrical wiring may be reconnected following modification of the interior cabinetry wiring and electrical components described in, and in accordance with, Cessna Service Letter SL650-25-02, Revision 4, dated October 21, 1988. 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, Wichita Aircraft Certification Office, FAA, Central Region. NOTE: The request for alternate means of compliance should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Wichita Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment supersedes AD 87-03-15, Amendment 39-5647, effective July 6, 1987, as to all persons except those to whom it was made immediately effective by Priority Letter AD, 87-03-15 issued February 6, 1987. This amendment, 39-6078, becomes effective December 12, 1988.
2002-21-01: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Britax Sell GmbH & Co. OHG water boilers, coffee makers, and beverage makers. That AD currently requires inspecting the wiring for indications of overheating or electrical arcing, and if indications are found, replacing the wiring. This amendment requires replacing the wiring on those water boilers, coffee makers, and beverage makers whether or not they show indications of overheating or electrical arcing. This amendment is prompted by revisions to the manufacturer's service bulletin that were not incorporated in the proposed rule. The actions specified by this AD are intended to prevent a fire in the galley compartment due to inadequate crimping of the electrical terminal contact pins, which could result in smoke in the cockpit and cabin and loss of control of the airplane. \n\nDATES: Effective November 27, 2002. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of November 27, 2002. The incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 15, 2002 (66 FR 29467; May 31, 2001).
2002-21-15: This amendment adopts a new airworthiness directive (AD), that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc., Garrett Engine Division, Garrett Turbine Engine Company, and AiResearch Manufacturing Company of Arizona) TPE331 series turboprop and TSE331-3U series turboshaft engines. This amendment requires replacing second stage turbine stator assemblies, part numbers (P/N's) 894528-1, -2, -3, -5, -6, -10, and -11, with serviceable turbine stator assemblies. This amendment is prompted by reports of six uncontained separations of the second stage turbine wheels associated with obstructed internal cooling holes or passage in the vanes of the second stage turbine stator which may result in contact and rub into the turbine rotor. The actions specified by this AD are intended to prevent uncontained turbine rotor separation and damage to the aircraft.