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81-24-04: 81-24-04 SWEARINGEN: Amendment 39-4261. Applies to the following airplane models approved for flight into known icing: Model SA226-T (Serial Numbers T-205E; T-215E, T-201 through T-275 and T-277 through T-291); Model SA226-T(B) (Serial Numbers T-276; T-303E; and T-292 through T-419); Model SA226-AT (Serial Numbers AT-003E, AT-038E, AT-062E, AT-064E, and AT-001 through AT-419); and Model SA-226-TC (Serial Numbers TC-211E, TC-211EE, TC-211EEE, TC-211EEEE, TC-202E, TC-208E, TC-215E, TC-222E, TC-222EE, TC-227E, TC-228E, TC-229E, TC-234E, TC-237E, TC-238E, TC-239E, TC-255E, TC-246E, and TC-201 through TC-419) airplanes. (Airworthiness Directive Docket No. 81-ASW-37.) Compliance is required within the next 10 hours' time in service after the effective date of this AD unless already accomplished. To prevent operation in icing conditions wherein ice shed from the propeller spinner could be ingested into the engine inlet, resulting in flameout and subsequent total loss of engine power, accomplish the following: (a) Strike from the Type of Operations paragraph in the Operation Limitations Section of the FAA approved Airplane Flight Manual the words, "and icing conditions." (b) Install a placard, minimum 1/4 inch lettering, on the instrument panel in plain view of the pilot stating, "Flight into known icing conditions prohibited." NOTE: Installation of an auto ignition system in accordance with Fairchild Swearingen Corporation Service Bulletin SB 74-002 dated October 22, 1981, removes the limitations in (a) and (b) above. (c) Any alternate equivalent method of compliance with this airworthiness directive must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. 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 personsaffected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Director of Product Support, Fairchild Swearingen Corporation, P.O. Box 32486, San Antonio, Texas 78284. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas, and at the FAA Headquarters, 800 Independence Avenue, SW., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at their headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective November 19, 1981.
2015-06-04: We are superseding Airworthiness Directive (AD) 2011-13-07 for all Dassault Aviation Model FALCON 7X airplanes. AD 2011-13-07 requires revising the airplane flight manual (AFM) to include a procedure to power off a radio-altimeter or revert to the correct radio-altimeter output. This new AD requires revising the AFM to include a simpler procedure to revert to the correct radio-altimeter output. This AD was prompted by an analysis which showed that AFM procedures could be simplified. We are issuing this AD to ensure that the flightcrew has procedures in the event of a radio-altimeter lock-up, which inhibits the display of warnings along with certain abnormal conditions, during the switch into landing mode during altitude cruise. If not corrected, this could result in the flightcrew being unaware of possible system failures that require immediate action by the flightcrew, leading to possible loss of control of the airplane.
2000-07-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-07-51 that was sent previously to all known U.S. owners and operators of McDonnell Douglas Model 717-200 series airplanes by individual notices. This AD requires coiling and stowing of electrical wires between the glareshield control panel and the Integrated Standby Instrument System; and revising the abnormal procedures of the Procedures section of the Airplane Flight Manual to include procedures for identifying and pulling certain circuit breakers if the altimeter Captain's Primary Flight Display (PFD) data become unreliable. This action is prompted by a report of two incidents in which an intermittent loss of altitude data occurred simultaneously on the Captain's PFD, First Officer's PFD, and the Integrated Standby Instrument System (ISIS) altitude display due to a voltage drop in the power distribution control unit. The actions specified by this AD are intended to prevent loss of all altitude information and subsequent essential navigation data for continued safe flight and landing.
2000-09-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that currently requires various inspections and functional tests to detect discrepancies of the thrust reverser control and indication system, and correction of any discrepancy found. This amendment adds an appendix and revises certain actions in the existing AD. This amendment is prompted by a report indicating that completion of the cone brake test of the center drive unit is ineffective for certain airplanes. The actions specified in this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
2022-16-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by the discovery that overwing emergency exit door (OWEED) handle covers were difficult to open on some airplanes. This AD requires replacing the existing OWEED handle cover brackets with newly designed OWEED handle cover brackets and installing placards regarding this replacement, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
97-11-04: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 412 and 412EP helicopters, that requires creation of a component history card or equivalent record using a Retirement Index Number (RIN) system; establishes a system for tracking increases to the accumulated RIN; and establishes a maximum accumulated RIN for certain main rotor masts (masts) and main rotor spline plates (spline plates). This amendment is prompted by fatigue analyses and tests that show certain masts and spline plates fail earlier than originally anticipated because of an unanticipated high number of takeoffs and external load lifts utilizing high power settings, in addition to the time-in-service (TIS) accrued under normal operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the mast or spline plate, which could result in failure of the main rotor system and subsequent loss of control of the helicopter.
2000-09-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires tests, inspections, and adjustments of the thrust reverser system. That AD also requires installation of a terminating modification, and repetitive follow-on actions. This amendment revises certain actions in the existing AD. This amendment is prompted by a report indicating that certain instructions referenced in the existing AD for accomplishment of the cone brake test of the center drive unit are not accurate for certain airplanes. The actions specified in this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
82-16-02: 82-16-02 FOKKER B.V.: Amendment 39-4424. Applies to Model F28 Series 1000 and 4000 airplanes certificated in all categories, serial numbers as indicated below. Note: Some serial numbers listed may actually be 2000, 3000, 5000, or 6000 airplanes that are not presently eligible for U.S. certification. Those serial numbers may be disregarded insofar as this AD is concerned. 1. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes with serial numbers (S/N's) 11004 through 11016. Compliance required within the next 750 hours time in service. To prevent inadvertent cross connection of the engine fire extinguishing bottle electrical wiring, install placards and inspect and rework the wiring in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/26-2, Revision 1, dated March 19, 1970. B. Applies to airplanes with S/N's 11003, 11004, 11006, and 11009 through 11012. Compliance required within the next 900 hours time in service. To preclude inadvertent fuel transfer, install a 1.0 p.s.i. check valve and rework the defueling control valve wiring in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28-3 dated January 6, 1970. C. Applies to airplanes with S/N's 11004 through 11016, 11021 through 11052, 11054 through 11061, 11063 through 11066, and 11991 through 11993. Compliance required within the next 100 hours time in service. To preclude fuel leakage, inspect fuel supply tubes for chafing damage, repair or replace such tubes as necessary, and provide adequate chafing protection in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28- 8 dated December 24, 1969 (S/N's 11004 through 11016), or Service Bulletin F28/28-22, Revision 1, dated December 18, 1972 (S/N's 11021 through 11052, 11054 through 11061, 11063 through 11066, and 11991 through 11993). D. Applies to airplanes with S/N's 11053, 11062, 11077, 11080, 11081, 11090 through 11093, 11108 through 11112, 11114 through 11116, 11118, 11120 through 11124, 11126 through 11128, 11130, 11133, 11135, 11138 through 11142, and 11144. Compliance required within the next 100 hours time in service. To preclude a fuselage fire, perform both of the following: (1) Inspect the APU fuel supply line for interference with electrical wiring and replace as necessary; and (2) Modify the fuel supply line installation and electrical wiring to provide adequate clearance in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28-32, Revision 1, dated September 3, 1979. E. Applies to all airplanes having check valve Part No. 123312-2-1 installed in the Auxiliary Power Unit (APU) bleed air duct. Compliance required within the next 100 hours time in service and at no greater than 3000 hour intervals time in service thereafter. To preclude damage to the APU, inspect the check valve for wear and replace, as necessary, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/36-9, Revision 1, dated February 16, 1973. F. Applies to airplanes with S/N's 11003 through 11056 and 11991 through 11993. Compliance required within the next 100 hours time in service. To ensure proper functioning of the fire seal, inspect the seventh stage bleed air duct fire seal and modify, as necessary, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/36- 10 dated February 12, 1973. G. Applies to airplanes with S/N's 11003 through 11101, and 11991 through 11993. Initial compliance required within the next 100 hours time in service and on a daily basis thereafter. To detect failure of the APU extension silencer and thereby preclude failure of APU exhaust jet pipe, inspect the extension silencer in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/49-24 dated February 23, 1976. These inspections may be discontinued upon installation of an improved APU extension silencer in accordance with Fokker Service Bulletin F28/49-21, Revision 1, dated May 10, 1976. H. Applies to airplanes with S/N's 11003 through 11131, and 11991 through 11993. Compliance required within the next 1500 hours time in service. To ensure adequate drainage of fuel leakage from the APU compartment, modify the APU enclosure drain system in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/49-25 dated July 18, 1977. I. Applies to airplanes with S/N's 11003 through 11013. Compliance required within the next 750 hours time in service. To maintain the integrity of the firewall, close the unused holes in the left hand and right hand engine nacelle firewalls in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/54-2, Revision 1, dated June 15, 1970. J. Applies to airplanes with S/N's 11003 through 11073, 11075, and 11991 through 11993. Compliance required within the next 150 hours time in service. To prevent control cable failure due to corrosion, inspect, replace as necessary, and treat HPC and RPM control cables in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/76-16, Revision 1, dated October 6, 1975. K. Applies to airplanes with S/N's 11003 through 11124, 11126 through 11132, 11134, 11991, and 11992. Compliance required within the next 100 hours time in service. To preclude inadvertent closure of the fire shutoff valves, inspect and correct microswitch adjustment, as necessary, and install seal wire (safety wire) on fire switch guards in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/76-20 dated January 1, 1979. 2. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. 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). This amendment becomes effective August 30, 1982.
2015-05-08: We are adopting a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower rainbow fittings on the outer wing are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the upper and lower rainbow fittings on the outer wing to detect cracks propagating from fasteners attaching the fittings to skin panels, and related investigative and corrective actions if necessary; and replacement of the upper and lower rainbow fittings on the outer wing. We are issuing this AD to prevent fatigue cracking of the upper and lower rainbow fittings on the outer wing and skin-panel- to-fitting fastener holes, which could result in reduced structural integrity of the airplane and possible separation of the wing from the airplane.
2000-09-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. This amendment requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems do not provide an adequate level of safety; the latching and locking mechanisms are not of adequate design to prevent structural deformation in the event of component jamming; and that there is an absence of ameans to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of the door, flight control, or severe structural damage.
2000-09-02: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; an inspection of the door wire bundle; and repair or replacement of discrepant parts. This amendment also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems do not provide an adequate level of safety, and that the means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked is inadequate. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage.
2015-05-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports of cracking on the skin panels and skin splice joints and angles at certain stringers at various locations between certain fuselage stations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised maintenance requirements and airworthiness limitations, and incorporating structural repairs and modifications to preclude widespread fatigue damage (WFD). We are issuing this AD to detect and correct WFD, which could adversely affect the structural integrity of the airplane.
2010-12-51: This document publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (AD) 2010-12-51, which was sent previously to all known U.S. owners and operators of the specified Agusta model helicopters by individual letters. This AD requires, before further flight, removing the forward boot from the hub-locking nut (nut) and inserting a gauge between the tail rotor control rod (rod) and nut until the gauge stops. This AD then requires, depending on the depth measurement from the face of the nut, either reidentifying the tail rotor gearbox (TGB) with a new part number (P/N) or replacing the TGB and the associated parts with airworthy parts. This AD is prompted by a report of a missing rod bushing (bushing) from a 90- degree TGB installed on a Model AW119 MKII helicopter. The Agusta Model A119 helicopters also have the affected TGB installed; therefore, they are also included in the applicability of this AD. The actions specified by this AD are intendedto detect a missing bushing in the TGB and to prevent abnormal vibration, damage to the tail rotor system, loss of the yaw control function, and subsequent loss of control of the helicopter.
2000-08-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires modification of the high pressure bleed valve controller of each engine. This amendment is prompted by reports of failure of the bleed air system components such as the thermal compensators and bleed air ducts. The actions specified by this AD are intended to prevent such failures of the bleed air system components, which could result in high temperature air leaking into the cabin and/or cargo areas and could possibly require an emergency landing and evacuation.
81-01-08: 81-01-08 ISRAEL AIRCRAFT INDUSTRIES, LIMITED (formerly Aero Commander, North American Rockwell Corporation): Amendment 39-4011. Applies to certain Model 1121, 1121A, 1121B, 1123, and 1124 airplanes, certificated in all categories. Compliance required as indicated. To preclude the possibility of structural failure of the 25 percent wing spar, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, or the modification required by paragraph (b) of this AD has been accomplished, install a placard in clear view of the pilots in accordance with the instructions in PART A: PLACARD INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - Below 26,000 FT - 315 Kts CAS - Above 26,000 FT - 0.765 M"; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With or without fuel in tip tanks: Below 22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged and without fuel in tip tanks: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M"; or (3) No. WW-24-17A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With autopilot disengaged: Below22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M". (b) Within the next 600 hours time in service or the next 90 days after the effective date of this AD, whichever occurs first, unless already accomplished, install additional rivets in the 25 percent wing spar between wing stations Xw-33 and Xw-47.5, left and right, in accordance with the instructions in PART B: RIVET INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186; or (3) No.WW-24A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269. (c) The placard required by paragraph (a) may be removed when the modification required by paragraph (b) is completed. (d) If an equivalent means of compliance is used in complying with paragraphs (a) or (b) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 16, 1981.
2015-05-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes; and Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports indicating that the counterweights in some hub assemblies of the ram air turbine (RAT) could be understrength and fracture when the RAT is rotating, and that some RAT hub assemblies were delivered with balance washer retention screws that were incorrectly heat-treated, and therefore, susceptible to fracture and cracking. This AD requires a part number and serial number inspection to determine if certain RAT hub assemblies are installed; and, for affected RAT hub assemblies, doing an inspection for missing and fractured balance washer screws, and replacement or rework if necessary. We are issuing this AD to prevent an inoperative RAT, which, following a dual engine shutdown in flight, will cause loss of all hydraulic power to the primary flight controls, resulting in subsequent loss of control of the airplane.
2015-05-07: We are superseding Airworthiness Directive (AD) 2015-02-06 for certain Bombardier, Inc. Model CL-600-2B16 (CL-604 Variant) airplanes. AD 2015-02-06 required a revision to the airplane flight manual, a revision to the maintenance or inspection program, as applicable, and replacement of horizontal stabilizer trim actuators (HSTAs) having certain part numbers. This new AD continues to require those actions and corrects certain typographical errors. This AD was prompted by the discovery of three typographical errors in AD 2015-02-06. We are issuing this AD to detect and correct loose spur gear bolts on the HSTA, which, if combined with the failure of the primary load path, could lead to failure of the HSTA and subsequent loss of the airplane.
99-24-13: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires a revision to the Airplane Flight Manual (AFM) to prohibit in-flight operations of the autopilot coupled to flight director #2 during certain conditions; and installation of an associated warning placard. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the autopilot to automatically disconnect from flight director #2, as intended, at a low altitude during windshear conditions. Such failure could result in reduced controllability of the airplane.
85-15-01 R2: 85-15-01 R2 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (AEROSPATIALE): Amendment 39-5093 as amended by Amendment 39-5679 is further amended by amendment 39-6021. Applies to Aerospatiale Model SA 365 series helicopters, certificated in any category, when equipped with main rotor masts with Part Numbers 365A31- 1060-23 or -25, or 365A31-1179-03, -20, or -21. Compliance with this amendment to the AD is required as indicated after the effective date of this amendment, unless already accomplished. To prevent possible failure of the main rotor mast, accomplish the following: (a) For helicopters which have 250 hours or more time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph (d) within 50 hours time in service. (b) For those helicopters which have less than 250 hours time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph (d) before reaching 300 hourstime in service. (c) For those helicopters exhibiting a severe tracking defect, inspect in accordance with paragraph (d) before further flight. (d) Remove the main rotor hub from the main rotor mast and inspect the mast in accordance with Service Bulletin No. 05.08 (for Model SA 365C series helicopters) and Service Bulletin No. 05.04 (for Model SA 365N helicopters) or FAA-approved equivalent, as appropriate. (e) Replace any cracked mast with a serviceable part. (f) Reinstall the main rotor hub in accordance with Service Bulletin No. 05.08, Service Bulletin 05.04, or FAA-approved equivalent, after completion of the inspection and rework of paragraphs (d) and (e). (g) Conduct the following repetitive inspections: (i) Repeat the inspections of paragraph (d) at intervals not to exceed 300 hours time in service from the last inspection. (ii) Visually inspect the upper mast flange-to-shaft radius within the next 50 hours time in service from the effective date of this amendment and thereafter at intervals not to exceed 50 hours time in service from the last inspection. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface cracks. Conduct magnetic particle or dye penetrant inspections of all areas where finish deterioration is found. Remove polyurethane shock-proofing coating of the upper main rotor shaft, if installed, to allow more effective inspections of this area (Service Bulletin SA 365 No. 01-17 provides information concerning the shock-proofing coating and its removal). (h) (Removed) (i) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, FAA, P.O. Box 1689, Fort Worth, Texas 76101, or by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium, APO NY 09667. (j) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. This amendment, 39-6021, becomes effective October 19, 1988. This amendment, 39-6021, further amends Amendment 39-5093 (50 FR 29649; July 22, 1985), AD 85-15-01, as amended by Amendment 39-5679 (52 FR 27787; July 24, 1987) AD 85- 15-01 R1.
2015-03-03: We are adopting a new airworthiness directive (AD) for certain Airbus 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). This AD was prompted by a report of chafing found on the overflow sensor harness of the surge tank, and subsequent contact between the electrical wiring and fuel tank structure. This AD requires a one-time inspection for chafing of the overflow sensor harness, and repair if necessary. This AD also requires modification of the sensor harness. We are issuing this AD to prevent chafing of the harness and subsequent contact between the electrical wiring and fuel tank structure, which could result in electrical arcing and a fuel tank explosion and consequent loss of the airplane.
2000-08-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires repetitive inspections to detect damage of certain taxi light assemblies, and replacement with a new or serviceable part, if necessary. This AD also requires eventual replacement of certain taxi light assemblies with improved parts, which constitutes terminating action for the repetitive inspections. This amendment is prompted by a report that a damaged taxi light detached from an airplane and was ingested into the airplane engines. The actions specified by this AD are intended to prevent damage to the taxi light assembly, which could result in detachment of the taxi light assembly from the airplane, ingestion of taxi light debris into an engine, and consequent loss of thrust from one or both engines.
90-08-11: 90-08-11 BRITISH AEROSPACE: Amendment 39-6568. Docket No. 89-NM-234-AD. Applicability: Model BAe 146-100A, Serial Numbers E1002 and subsequent; Model BAe 146-200A, Serial Numbers E2012 and subsequent; and Model BAe 146-300A, Serial Numbers E3118 and subsequent; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent loss of wing flap asymmetry protection and reduced airplane controllability, accomplish the following: A. Install an improved wing flap electronic control unit (ECU) in accordance with British Aerospace Service Bulletin 27-95-70420A, dated April 27, 1989. NOTE: The British Aerospace Service Bulletin references Dowty Rotol Service Bulletin 146-27-75 for additional instructions. B. Install a warning placard on the front face of the ECU, in accordance with British Aerospace Service Bulletin 27-95-70420A, dated April 27, 1989. The warning placard states: "WARNING - This equipment must not be removed or re-racked in flight." C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6568, AD 90-08-11) becomes effective on May 14, 1990.
2000-08-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing 777 series airplanes, that requires a one-time inspection to detect cracking of the fastener holes common to the upper wing skins and trailing edge panels of both wings, and corrective actions, if necessary. This amendment also requires coldwork of the fastener holes and installation of new or serviceable fasteners. This amendment is prompted by a report indicating that fatigue cracks have been found in the upper wing skin of both wings. The actions specified by this AD are intended to prevent fatigue cracking of the upper wing skin, which could result in reduced structural integrity of the wing.
89-25-13: 89-25-13 AIRBUS INDUSTRIE: Amendment 39-6413. Docket No. 89-NM-118-AD. Applicability: All Models A300, A310, and A300-600 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear (NLG), accomplish the following: A. Prior to the accumulation of 26,000 landings or within 30 days after the effective date of this AD, whichever occurs later, modify the NLG barrel, in accordance with one of the following service bulletins, as applicable: Airplane Model Service Bulletins A300 A300-32-385, Rev. 1, dated October 15, 1988 A310 A310-32-2039, Rev. 1, dated October 15, 1988 A300-600 A300-32-6022, Rev. 1, dated October 15, 1988 NOTE: The above-referenced service bulletins reference Messier-Hispano-Bugatti Service Bulletin 470-32-577 for additional modification procedures. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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 documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6413, AD 89-25-13) becomes effective on January 12, 1990.
2000-08-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company CF6-80A, CF6-80C2, and CF6-80E1 series turbofan engines, that currently requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer s Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action adds additional eddy current inspections (ECI) for the high pressure turbine rotor (HPTR) Stage 1 and 2 disks for all affected engine models, and would add fan forward shaft inspections for the CF6-80C2 engine model only. This amendment is prompted by additional focused inspection procedures for critical life-limited rotating engine parts that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.