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2019-14-08: The FAA is superseding Airworthiness Directive (AD) 2016-07- 22, which applied to all Airbus SAS 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); and Model A310 series airplanes. AD 2016-07-22 required modifying the electrical routing installation at the right-hand (RH) and left-hand (LH) wings to achieve a minimum distance between wiring bundles and surrounding structures. This new AD retains the requirements of AD 2016-07-22 and, for certain airplanes, adds a requirement to further modify the electrical installations in both wings, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of missing installation information for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
94-04-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Industrie Models A300, A310, and A300-600 series airplanes. This action requires repetitive deployment tests of the ram air turbine (RAT) and checks of the adjustment of the locking rod. This amendment is prompted by reports of failure of the RAT to rotate when necessary, due to maladjustment of the locking rod. The actions specified in this AD are intended to ensure the availability of the RAT in case of need.
90-18-03: 90-18-03 McDONNELL DOUGLAS: Amendment 39-6701. Docket No. 89-NM-197-AD.\n\n\tApplicability: Model DC-9 and C-9 (Military) series airplanes, including Model DC-9-80 series and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tWithin the threshold for inspections specified in the service bulletins listed in Table 2.1 or Table 2.2, as applicable, of "DC-9/MD-80 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1572, Revision A, dated June 1, 1990 (hereinafter referred to as "The Document"), or within one repetitive inspection period specified in those service bulletins after the effective date of this AD, whichever is later, inspect for cracks in accordance with those service bulletins. Repeat these inspections at intervals specified in the service bulletins listed in Table 2.1 or Table 2.2, as applicable, of The Document.\n\n\t\t1.\tIf cracks are found during any inspection, prior to further flight, either accomplish the terminating modification in accordance with paragraph B. of this AD, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: Detection of discrepancies other than cracking necessitates appropriate corrective action in accordance with the provisions of Part 43 of the Federal Aviation Regulations (FAR).\n\n\t\t2.\tModification in accordance with paragraph B. of this AD terminates the individual inspection requirements of the applicable service bulletin.\n\n\tB.\tPrior to reaching the incorporation thresholds listed in Table 2.1 or Table 2.2, as applicable, of The Document, or within 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications specified in the service bulletins listed in Table 2.1 or Table 2.2, as applicable, of The Document.\n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for those specified inspection requirements. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\tThe inspections and modifications shall be done in accordance with the "DC-9/MD-80 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1572, Revision A, dated June 1, 1990, which incorporates the following list of affected pages:\n\n\nPage Number\nRevision\nDate\ni\nA\nJune 1, 1990\nii\nOriginal\t\nSeptember 12, 1989\niii - v\t\nA\nJune 1, 1990\n1 - 36\nA\nJune 1, 1990\n\t\t\t\n\tThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, C1-HCO (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6701, AD 90-18-03) becomes effective on September 24, 1990.
84-03-52 R1: 84-03-52 R1 McDONNELL DOUGLAS: Amendment 39-4869. Applies to McDonnell Douglas Model DC-9 and Military C-9 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent degradation of available roll control, possible loss of an engine at critical flight regime, and/or loss of normal MLG retraction/extension capability, accomplish the following, unless previously accomplished: \n\n\tA.\tWithin five (5) calendar days after the effective date of this AD: \n\n\t\t1.\tOpen left and right inboard MLG doors and install doorkeepers. (See Maintenance Manual, Chapter 32-00, paragraph entitled "General Maintenance Practice.") \n\n\t\t2.\tLocate an area convenient to the secondary latch, P/N 9953874, or bracket, P/N 2919899-1, to install safety wire. Secure lateral control mixer shield assembly to adjacent structure (mixer assembly, P/N 5924667) with .032-inch or .040-inch inconel or stainless steel safety wire and verify the safety wiring installation. \n\n\t\t3.\tWhenever the lateral control mixer shield has been opened, the shield shall, upon closing, be properly secured and safety wired with .032-inch or .040-inch inconel or stainless steel safety wire. The installation of the safety wire shall be verified by a representative of the operator and recorded in the aircraft records prior to further flight. \n\n\t\t4.\tRemove doorkeepers and close left and right MLG doors. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Removal of the mixer shields in accordance with McDonnell Douglas Service Bulletin 27-247, dated February 16, 1984, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, is an approved alternate means of compliance for the DC-9-10 through -80 and Military C-9 series airplanes.All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to 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 the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective June 4, 1984, and was effective earlier to those recipients of telegraphic AD T84-03-52 dated January 27, 1984.
89-14-02: 89-14-02 McDONNELL DOUGLAS: Amendment 39-6245. \n\n\tApplicability: Model DC-8, DC-9 and C-9 (Military) series airplanes, including Model DC-9-80 series airplanes and Model MD-88 airplanes. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the rudder pedal bracket assembly, which could result in the loss of rudder and braking control at either the captain's or first officer's positions, accomplish the following: \n\n\tA.\tPrior to the accumulation of 40,000 landings or within 30 days after the effective date of this AD, whichever occurs later, perform either a visual or dye penetrant inspection for cracks of the captain's and first officer's rudder pedal bracket, part numbers (P/N) 5616067 and 5616068, respectively, in accordance with McDonnell Douglas Alert Service Bulletins A27-273 (for Model DC-8 series) or A27-307 (for Model DC-9 and DC-9-80 series and Model MD-88), as applicable, both dated May 16, 1989. \n\n\tNOTE: McDonnell Douglas Alert Service Bulletins A27-273 (DC-8) and A27-307, both dated May 16, 1989, are hereinafter referred to as ASB A27-273 and ASB A27-307, respectively. \n\n\t\t1.\tIf an initial visual inspection is accomplished, and no cracks are found, perform a dye penetrant inspection of the rudder pedal bracket assembly within 180 days after the visual inspection, and thereafter accomplish dye penetrant inspections at intervals not to exceed 12 months or 2,500 landings, whichever occurs earlier. \n\n\t\t2.\tIf an initial dye penetrant inspection is accomplished, and no cracks are found, accomplish repetitive dye penetrant inspections at intervals not to exceed 12 months or 2,500 landings, whichever occurs earlier. \n\n\tB.\tIf cracks are detected, prior to further flight, remove and replace the rudder pedal bracket assembly in accordance with ASB A27-273 or A27-307, as applicable. Prior to the accumulation of 40,000 landings after replacement with the new part, resume the repetitive inspections in accordance with paragraph A., above. \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, 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 will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\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 initial inspection 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-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6245, AD 89-14-02) becomes effective on July 5, 1989.
81-21-01: 81-21-01 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4227. Applies to Model SA315B helicopters, equipped with Eastern Rotorcraft Corporation (ERC) cargo hook assemblies, P/N 17112-4, Serial Numbers 1 through 103, in accordance with Supplemental Type Certificate (STC) SH1735SW, certificated in all categories (Airworthiness Docket No. 81-ASW-33). Compliance required as indicated. To prevent possible failure of the ERC cargo hook support legs, P/N 12579-1, due to fatigue cracks, accomplish the following, unless already accomplished, within the next 100 hours' time in service after the effective date of this AD: a. For suspension assemblies, P/N 17112-4, which have accumulated 1,000 lifts or calendar months of service, whichever occurs first, accomplish a magnetic particle inspection of the lugs, P/N 12579-1, in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-05, dated March 11, 1981, or an FAA-approved equivalent.b. If one lug is found to have cracks, remove and replace all four lugs in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-04, dated January 20, 1981, or an FAA-approved equivalent. c. If no lugs are cracked, reinstall and accomplish magnetic particle inspections at intervals of 1,000 lifts or 12 calendar months, whichever occurs first, as required by paragraph a. of this AD. d. The inspections required by paragraph a. of this AD are not required after compliance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-04. e. The helicopter may be flown in accordance with FAR 21.197 to a base where inspections can be performed. f. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of lifts may be determined by multiplying each helicopter's hours' time in service by the operator's fleet average lifts per hour for the helicopter type. This amendment becomes effective November 4, 1981.
2019-14-03: The FAA is superseding Airworthiness Directive (AD) 2016-07- 12, which applied to certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2016-07-12 required repetitive inspections for damage and cracking of the aft fixed fairing (AFF) of the pylons, and repair if necessary. This AD retains the requirements of AD 2016- 07-12 and requires additional repetitive inspections at the upper spar at a certain rib area and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of the AFF of the pylons due to fatigue damage of the structure and reports of cracks on a certain rib of a modified AFF of the pylons. The FAA is issuing this AD to address the unsafe condition on these products.
94-24-02: This amendment supersedes an existing airwothiness directive (AD), applicable to certain Canadair Model CL-600-2B19 series airplanes, that currently requires a revision to the FAA- approved Airplane Flight Manual (AFM) to restrict altitude and airspeed operations of the airplane under certain conditions of hydraulic system failure. This amendment requires the removal of all elevator flutter dampers and requires a revision to the AFM that advises the flight crew of the need to perform daily checks to verify proper operation of the elevator control system. This amendment is prompted by reports that the installation of the stronger shear pins may jam or restrict movement of the elevator. The actions specified in this AD are intended to prevent failure of the lugs and/or pins, which may increase the likelihood of jamming or restricting movement of the elevator and the resultant adverse affect on the controllability of the airplane.
92-04-06: 92-04-06 AIRBUS INDUSTRIE: Amendment 39-8177. Docket 91-NM-263-AD. Applicability: Model A320 Series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent excessive backlash at the elevator, which could lead to reduced controllability of the airplane, accomplish the following: (a) Within 30 days after the effective date of this AD, measure the deflection at each elevator trailing edge in accordance with paragraph 2.B.(1) of Airbus Service Bulletin A320-27- 1043, dated October 7, 1991. (1) If the measured elevator deflection is less than or equal to 4 mm, (0.16 inch), with zero play, repeat the elevator deflection inspections, in accordance with the following schedule: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, repeat the inspection at intervals not to exceed 12,000 hours time in-service. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the inspection at intervals not to exceed 350 hours time in-service. (2) If the measured elevator deflection is greater than 4 mm (0.16 inch), and less than or equal to 10 mm (0.40 inch), repeat the elevator deflection inspections, in accordance with the following schedule: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, repeat the inspection at intervals not to exceed 3,000 hours time in-service. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the inspection at intervals not to exceed 7 calendar days. (3) If the measured elevator deflection is greater than 10 mm (0.40 inch), and less than or equal to 15 mm (0.60 inch), accomplish the following: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the elevator deflection inspections daily. Within 50 additional hours time in-service, accomplish the procedures of paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin. Prior to further flight, replace worn parts in accordance with the Service Bulletin. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, prior to further flight, replace worn parts, in accordance with the Service Bulletin. (4) If the measured elevator deflection is greater than 15 mm (0.60 inch), prior to further flight, replace worn parts and accomplish the procedures of paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5), in the Service Bulletin. (b) If worn or out-of-tolerance components of the elevator servo controls and attachments are replaced in accordance with Airbus Industrie Service Bulletin A320-27-1043, paragraphs 2.B.(2), 2.B(3), 2.B.(4), and 2.B.(5), after such replacement, repeat the elevator deflection inspections at intervals specified in paragraph (a) of this AD. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) 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. (e) The inspections and replacements required by this AD shall be done in accordance with Airbus Service Bulletin A320-27-1043, dated October 7, 1991. This incorporation by reference was approved by the Director of the Federal Registerin accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (f) This amendment (39-8177, AD 92-04-06) becomes effective on March 6, 1992.
2019-16-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A320-251N and A320-271N airplanes. This AD was prompted by analysis and laboratory testing of the behavior of the flight control laws, which identified reduced efficiency of the angle of attack (AoA) protection that may result in excessive pitch attitude in certain configurations in combination with specific maneuvers commanded by the flight crew. This AD requires revising the existing airplane flight manual (AFM) to incorporate operational limitations, 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.
81-15-05: 81-15-05 CESSNA: Amendment 39-4168. Applies to Model P210N (Serial Numbers P21000001 through P2100069O) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To further reduce the possibility of engine detonation and improve the airplane climb performance within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: A) Perform the engine and airplane modifications in accordance with Cessna Single- Engine Customer Care Service Information Letter SE81-35 dated May 29, 1981, and SE81-35 Supplement # 1 dated June 29, 1981. B) Install the cabin pressurization sonic nozzle identified as Cessna Assembly Part Number 2150001-11 in accordance with the aircraft service manual. NOTE: This part, previously required by Airworthiness Directive (AD) 81-01- 04, was installed on all airplanes manufactured subsequent to the airplane serial numbers included in AD 81-01-04. C) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program Office, FAA Central Region, Room 238, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4285. Cessna Single-Engine Customer Care Service Letter SE81-35, applicable to this AD, recommends compliance by November 1, 1981. This AD supersedes AD 81-01-04, Amendment 39-4007. This amendment becomes effective July 27, 1981.
84-21-02 R1: 84-21-02 R1 BOEING: Amendment 39-4936 as revised by Amendment 39-6430. Docket No. 89-NM-159-AD.\n\n\tApplicability: Model 747 series airplanes, certificated in all categories, listed in Section 3.0 of Boeing Document No. D6-35022, "Supplemental Structural Inspection Document" (SSID), Revision C, dated April 1989.\n\n\tCompliance: Required as indicated in the body of the AD, unless previously accomplished.\n\n\tTo ensure the continuing structural integrity of the total Boeing Model 747 fleet, accomplish the following on the candidate fleet:\n\n\tA. Within 3 months after the effective date of this amendment, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required Damage Tolerance Rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document D6-35022, Revision C, dated April 1989. (The required DTR value for each SSI is listed in the document.) The revision to the maintenance program shall include and beimplemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\tB. Cracked structure must be repaired before further flight, in accordance with an FAA-approved method.\n\n\tC. Aircraft may be ferried to a maintenance base for required repair, in accordance with FAR 21.197 and 21.199.\n\n\tD. 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, 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\tE. Operators who have acceptably incorporated Boeing Document No. D6-35022, Revision C, dated April 1989, into their approved maintenance program are exempt from the provisions of this AD.\n\n\tNOTE: Acceptable incorporation is considered to include the reporting requirements of Section 6.0 of the SSID.\n\n\tBoeing Supplemental Structure Inspection Document (SSID) D6-35022, Revision C, dated April 1989, identified and described in this directive, is incorporated by reference and made a part hereof pursuant to 5 U.S.C. 552(a) (1).\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 AD revises AD 84-21-02, Amendment 39-4936.\n\n\tThis amendment (39-6430, AD 84-21-02 R1) becomes effective on February 12, 1990.
2019-16-04: The FAA is superseding Airworthiness Directive (AD) 2019-03-04 for all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines with a certain engine 1st-stage low-pressure compressor (LPC) rotor assembly, referred to after this as the ``engine fan hub assembly,'' installed. AD 2019-03-04 required a visual inspection of the engine fan hub assembly for damage, a one-time eddy current inspection (ECI) of the fan hub blade slot bottom and blade slot front edge for cracks, and removal of parts if damage or defects are found. For certain GP7270 and GP7277 model turbofan [[Page 41618]] engines, this AD continues to require a one-time ECI of the engine fan hub blade slot bottom and blade slot front edge for cracks and a visual inspection of the engine fan hub assembly for damage. For all GP7270 and GP7277 model turbofan engines, this AD also requires an independent inspection of the engine fan hub assembly prior to reassembly of the engine fan hub blade lock assembly. For certain serial-numbered GP7270 and GP7277 model turbofan engines, this AD requires replacement of the engine fan hub blade lock assembly. This AD was prompted by an uncontained failure of the engine fan hub. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-05R1: We are adopting a new airworthiness directive (AD) to revise AD 2003-17-05, which applies to Short Brothers & Harland (Shorts) Models SC-7 Series 2 and SC-7 Series 3 airplanes. AD 2003-17-05 currently establishes a technical service life for these airplanes and allows you to incorporate modifications, inspections, and replacements of certain life limited items to extend the life limits of these airplanes. Since we issued AD 2003-17-05, Shorts Service Bulletin SB 51-51 was revised to Revision 8, dated July 5, 2006, and the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, issued an AD for the European Community to correct an unsafe condition for the specified product. AD 2003-17-05 contains conflicting information on the repetitive visual inspection requirement. Consequently, this AD would retain the technical service life for these airplanes; would continue to allow modifications, inspections, and replacementsof certain life limited items to extend the life limits of these airplanes; and would clarify the repetitive visual inspection requirement between one of the service bulletins and the maintenance program if an operator chooses to extend the life limit. The actions specified by this AD are intended to clarify the inspection information to prevent failure of critical structure of the aircraft caused by fatigue.
61-24-04: 61-24-04 LOCKHEED: Amdt. 367 Part 507 Federal Register November 14, 1961. Applies to All Models 049, 149, 649, 749, and 1049 Series Aircraft Having 25,000 Or More Hours' Time In Service. Compliance required as indicated. As a result of reports of numerous cases of cracking in the horizontal stabilizer rear spar- to-fuselage attachment, the following inspections must be accomplished within the next 400 hours' time in service after effective date of this AD, unless already accomplished within the last 4,300 hours' time in service and at intervals of 4,700 hours' time in service. Inspect the rear spar web (P/N 271488-4) for cracks in the 0.38 inch radius adjacent to the stabilizer-to-fuselage fitting on both the left and right sides of the airplane. If cracks are found, they must be repaired prior to further flight in accordance with Lockheed Service Letter FS/250615, or FAA approved equivalent. The above inspection may be discontinued upon incorporation of the repair or reinforcement provisions of the Lockheed Service Letter, or FAA approved equivalent. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective December 14, 1961.
98-08-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0070 and Mark 0100 series airplanes, that requires a one-time visual inspection to detect heat damage of the fuselage skin and stubwing structure. This proposal also would require either repetitive leak tests of the seals of the bleed air system, or repair of any heat-damaged structure, as necessary; and replacement of corrujoint seals with new improved seals. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the leakage of hot air from the corrujoint seals of the low- and high-pressure check valves located in the stubwings, which could result in heat damage to the fuselage skin and stubwing structure, and consequent reduced structural integrity of the airplane.
89-19-06: 89-19-06 BOEING: Amendment 39-6321. (Docket No. 89-NM-52-AD) \n\tApplicability: Model 757 series airplanes, equipped with Air Cruisers escape slides having the part numbers listed in Air Cruisers Service Bulletin 105-25-28, Revision 2, dated March 28, 1989, and with Air Cruisers slide/rafts having the part numbers listed in Air Cruisers Service Bulletin 105-25-29, dated March 2, 1989, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the escape slides or slide/rafts deploy properly, accomplish the following: \n\n\tA.\tInstall a cable retainer and cover flap, in accordance with Air Cruisers Service Bulletin 105-25-28, Revision 2, dated March 28, 1989, or Air Cruisers Service Bulletin 105-25- 29, dated March 2, 1989, as applicable. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\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, or Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719. 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 (39-6321) becomes effective on October 14, 1989.
2009-04-02: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney (PW) PW4090 and PW4090-3 turbofan engines with front turbine hub, part number (P/N) 53L601, installed. This AD reduces the published life limit of those front turbine hubs, from 12,000 cycles- since-new (CSN) to 9,370 CSN. This AD also removes from service those front turbine hubs using a drawdown schedule. This AD results from PW updating the low-cycle-fatigue (LCF) life analysis for front turbine hubs, P/N 53L601. We are issuing this AD to prevent an uncontained failure of the front turbine hub, resulting in an in-flight engine shutdown and possible damage to the airplane.
99-15-11: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires repetitively removing the nose landing gear steering selector valve and installing either a new nose landing gear steering selector valve or one that has been overhauled in accordance with the appropriate component maintenance manual. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent the inability to steer the airplane because of wear in the nose landing gear steering selector differential, which could result in loss of control of the airplane during take-off, landing, or taxi operations.
2007-04-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-400 series airplanes. That AD currently requires replacement of the decompression panels that are located in the smoke barrier between the passenger and main deck cargo compartment with new panels of an improved design. This new AD requires modification of the decompression panels on the smoke barrier in the main deck cargo compartment, or replacement of the smoke barrier with an improved smoke barrier, as applicable. This new AD also requires repetitive inspections of the decompression (vent) panels on the smoke barrier and corrective actions if necessary. This new AD also adds airplanes to the applicability. This AD results from reports of decompression panels on the smoke barrier opening in flight and on the ground without a decompression event. We are issuing this AD to prevent inadvertent opening or tearing of decompression panels, which could result in degraded cargo fire detection and suppression capability, smoke penetration into an occupied compartment, and an uncontrolled cargo fire, if a fire occurs in the main deck cargo compartment.
98-01-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A320 series airplanes, that requires an inspection to detect moisture and migrated bushings of the guide fittings of the safety locking pins of the passenger doors, removal of any moisture, application of grease, and reinstallation of any migrated bushing. This amendment also requires installation of a greasing nipple on the guide fitting of the locking pin and on three telescopic rods on the passenger doors. This amendment is prompted by reports of difficulty opening the passenger doors due to jamming of the locking pin. The actions specified by this AD are intended to prevent such jamming of the locking pin, which could result in inability to open the passenger door. This condition, if not corrected, could impede or delay passengers from exiting the airplane during an emergency.
2019-14-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS 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); and Model A310 series airplanes. This AD was prompted by a determination that a certain aircraft maintenance manual (AMM) task provided instructions for a visual inspection of composite and metallic vertical tailplane (VTP) attachment fittings, but the inspection method did not specify detection of delamination length, which could possibly extend beyond the defined allowable limits. This AD requires a review of airplane maintenance records, and, depending on the results, one-time detailed and ultrasonic inspections of the affected parts and applicable corrective actions, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
77-20-01: 77-20-01 SIKORSKY AIRCRAFT: Amendment 39-3045 as amended by Amendment 39- 3064. Applies to all Sikorsky Model S-64E and S-64F helicopters. Compliance required as indicated, unless already accomplished. 1. To prevent cracking and possible failure of main transmission lower planetary plates, P/N 6435-20229-102, inspect for cracks in accordance with Sikorsky Service Bulletin No. 64B35-7 prior to the accumulation of 1300 hours time in service, or within the next 30 hours time in service after receipt of this telegram, whichever is later, and every 70 hours time in service thereafter. Cracked plates must be removed before further flight. 2. Effective October 30, 1977, P/N 6435-20229-102 plates with 2000 or more hours total time in service must be removed from service. 3. For P/N 6435-20229-102 plates with 1300 or more hours total time in service after receipt of this telegram, inspect main transmission oil filter pack daily for magnesium chips. If chips are found, remove main transmission from service before further flight. 4. In lieu of Paragraphs 1, 2, and 3 above, plates may be inspected, reworked, and reidentified as P/N 6435-20229-102-TS-107 in accordance with Sikorsky Service Bulletin 64B35-7A or later FAA approved revisions. 5. Reworked plates, P/N 6435-20229-102-TS-107, shall be retired prior to the accumulation of 2,600 hours total time in service. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Sikorsky Alert Service Bulletin No. 64B35-7 refers to this subject. Amendment 39-3045 became effective upon receipt of telegraphic AD for all operators which received notice by telegraphicAD and became effective upon publication in the Federal Register for all others. This amendment 39-3064 becomes effective upon publication in the Federal Register.
83-05-09: 83-05-09 BOEING: Amendment 39-4585. Applies to all Boeing Model 747 series airplanes certificated in all categories listed in Boeing Service Bulletin 747-32-2261 Rev. 1, or later FAA approved revisions. To prevent wing landing gear jury strut spindle failures, accomplish the following: \n\n\tA.\tUnless already accomplished within the last 375 landings, within the next 375 landings after the effective date of this AD or prior to the accumulation of 7625 landings, whichever is later, and thereafter at intervals not to exceed 750 landings, magnetic particle or dye penetrant inspect the wing landing gear jury strut spindles for cracks in accordance with Table I of Boeing Service Bulletin 747-32-2261 Rev. 1, or later FAA approved revisions. Cracked parts are to be replaced prior to further flight. \n\n\tB.\tUpon the installation of the improved spindles in accordance with Boeing Service Bulletin 747-32-2261 Rev. 1, or later FAA approved revisions, the requirements of this AD are terminated. \n\n\tC.\tAlternate means of compliance with this AD which provides an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of flight cycles may be determined by dividing each airplane's hours time in service by the operator's fleet average from takeoff to landing for the airplane type. If the gear/jury strut spindle cycles and hours are different from the airplane cycles and hours, the gear/jury strut spindle times shall be used. \n\n\tE.\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 inspections and/or modifications required by 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 toBoeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment becomes effective April 18, 1983.
2019-15-03: The FAA is adopting a new airworthiness directive (AD) for all 328 Support Services GmbH Model 328-100 airplanes. This AD was prompted by a report indicating that undetected cracks may develop at the roll spoiler bearing arms. This AD requires a one-time non-destructive test (NDT) inspection for cracks in the roll spoiler bearing arms and, if necessary, corrective actions. The agency is issuing this AD to address the unsafe condition on these products.