Results
81-16-09: 81-16-09 CESSNA: Amendment 39-4182. Applies to the following airplanes certificated in any category: \n\n\n\nModel\nSerial Numbers\n172N, 172P\n17271035 thru 17274523 \nR172K\nR1722930 thru R1723425\n172RG\n172RG0001 thru 172RG0789\nF172\nF17201750 thru F17202134 \nFR172\nFR1720631 thru FR1720675\n\n\n\tCOMPLIANCE: Required as indicated unless already accomplished in accordance with AD 81-04-04, Amendment 39-4042. \n\n\tTo ensure the integrity of the elevator control system, accomplish the following within the next 25 hours time-in-service after the effective date of this AD. \n\n\tA)\tRemove the MS24665-134 cotter pins, AN310-3 nuts and AN23-12 clevis bolts that attach both elevator cable clevises (forks) to the aft elevator bellcrank. \n\n\tB)\tClean the mating surfaces of the bellcrank and elevator cable clevises (forks). \n\n\tC)\tVisually inspect to assure that there is clearance between the elevator cable clevises (forks) and bellcrank. \n\n\tD)\tInstall the AN23-12 clevis bolts with the head to the right side for the upper bolt and left side for the lower bolt and the AN310-3 nuts removed in paragraph A. Install new MS24665-134 cotter pins. Assure that the elevator cable clevises (forks) can swivel freely. \n\n\tE)\tCheck elevator cable tension, 30 ñ 10 lbs. \n\n\tF)\tConduct operational check of elevator control system. \n\n\tNOTE: While Cessna Single Engine Service Information Letter SE80-78, Revision 1, dated July 13, 1981, pertains to this subject, the action required in this AD is more comprehensive. \n\n\tThis amendment supersedes AD 81-04-04, Amendment 39-4042. \n\n\tThis amendment becomes effective August 13, 1981.
2008-21-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 series and CF6-80E1 series turbofan engines. This AD requires installing skin doubler pads and deflectors on stage 5 of certain low-pressure turbine (LPT) cases, or replacing those LPT cases with LPT cases that have skin doubler pads and deflectors already installed. This AD results from four events in which hardware fragments were liberated into the engine flowpath and wore through LPT cases on CF6-80C2 and CF6-80E1 series engines. We are issuing this AD to prevent an uncontained release of engine debris and loss of the structural integrity of the mount system that supports the engine. Loss of the mount system structural integrity could result in the engine separating from the airplane.
69-13-03: 69-13-03 PIPER: Amdt. 39-785 as amended by Amendment 39-1749. Applies to Piper PA-23, PA-23-160, PA-23-235, PA-23-250, PA-E23-250 and PA-30 airplanes equipped with Stewart-Warner "Southwind" model 940 series heater. To prevent carbon monoxide from entering the airplane cabin, accomplish the following: (a) Within 25 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, remove the heater exhaust tube shroud and by means of a magnet determine if Stewart-Warner P/N 486238 exhaust extension (Piper P/N 754-708) is mild steel (magnetic) or stainless steel (non-magnetic). Mild steel extensions, regardless of condition, must be replaced with stainless steel extensions, when available. (b) If stainless steel extensions are not available, a mild steel extension may continue to be used but must be visually inspected for deterioration at intervals not to exceed 25 hours time-in-service. If inspection reveals deteriorationin the form of cracks, corrosion, rust or flaking, the exhaust tube must be replaced and if with a new or non-deteriorated mild steel P/N 486238 tube, it must continue to be inspected in accordance with this paragraph. (c) (1) For heaters having 900 or more hours' time in service, unless already accomplished within the last 400 hours' time in service after the effective date of this airworthiness directive, overhaul the heater assembly within the next 100 hours' time in service and every 500 hours thereafter in accordance with Stewart-Warner Service Manual PM-10035 dated July, 1966 or an equivalent procedure approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. An overhaul consists of a complete disassembly, cleaning, repair, reassembly and test as described in the above service manual. (2) Heaters having less than 900 hours' time in service on the effective date of this AD shall be overhauled in accordance with paragraph (1) prior to the accumulation of 1000 hours' time in service and every 500 hours thereafter. (3) In complying with (1) and (2) above, if the owner or operator cannot document heater operating time, aircraft time should be used. (d) If the overhaul described in paragraphs (c)(1) and (c)(2) above includes replacement of heat exchanger P/N G488636 with a new unit, the time to next overhaul may be extended to 1000 hours in lieu of 500 hours provided a new nameplate Stewart-Warner P/N 704897 or an equivalent approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region, is attached to the heater adjacent to the existing nameplate, and inscribed with unit Model No., Serial No., Aircraft Registration No. and hours of service time at installation. (Stewart-Warner Corp. South Wind Division Service Bulletin No. 73-2 covers this subject.) Amendment 39-785 was effective July 2, 1969. This amendment 39-1749 is effective December 14, 1973.
93-16-10: 93-16-10 AIRBUS INDUSTRIE: Amendment 39-8667. Docket 93-NM-34-AD. Applicability: Model A320 series airplanes having manufacturer's serial numbers (MSN) 002 through 021 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To detect fatigue cracking in the upper stringer which may result in loss of structural integrity, accomplish the following: (a) Prior to the accumulation of 10,000 total landings after the effective date of this AD, perform a detailed visual inspection to detect cracks in the front and rear faces and at the crown fittings of the upper stringers of the center wing box between frame (FR)36 and FR42, in accordance with Airbus A320 Service Bulletin No. A320-57-1030, dated August 12, 1991. NOTE 1: Particular attention should be paid to the strut fittings and reinforcing plate ends when performing this inspection. (1) If no crack is found, repeat the inspection thereafter at intervalsnot to exceed 7,500 landings, in accordance with the service bulletin. (2) If any crack is found, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113. Following accomplishment of this repair, no further action is required by this AD. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) 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. (d) The inspection shall be done in accordance with Airbus A320 Service Bulletin No. A320-57-1030, dated August 12, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 13, 1993.
2020-14-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes, Model A319 series airplanes, Model A320 series airplanes, and Model A321 series airplanes. This AD was prompted by reports of main landing gear (MLG) torque link apex pin rupture in service. This AD requires replacement of certain MLG torque link apex pins and, for certain other pins, a one-time magnetic particle inspection (MPI) for cracking, and replacement if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD 2020- 0130, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2007-10-14: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracking has been found in the nose landing gear steering jack piston rod adjacent to the eye-end. This was caused by the application of excessive tightening torque applied to the eye-end whilst being assembled during component overhaul. Failure of the steering jack piston during operation will result in loss of nose wheel steering, which may lead to loss of directional control during critical phases of take-off and landing. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective June 26, 2007. On June 26, 2007, the Director of the Federal Register approved the incorporation by reference of APPH Ltd. Service Bulletin 32-76, Revision 1, dated August 2003, as referenced in BAE Systems British Aerospace Jetstream Series 3100 & 3200 Service Bulletin 32-JA030644, Original Issue: October 6, 2003, listed in this AD. As of May 22, 2003 (68 FR 16195, April 3, 2003), the Director of the Federal Register approved the incorporation by reference of APPH Ltd. Service Bulletin 32-76, pages 1, 2, and 4 through 7, dated October 2002; and page 3, Erratum 1, dated November 2002, as referenced in BAE Systems British Aerospace Jetstream Mandatory Service Bulletin 32- JA020741, Original Issue: November 2, 2002, listed in this AD.
94-09-06: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard 14RF series, 14SF series, and Hamilton Standard/British Aerospace 6/5500/F series propellers. This action requires a one-time inspection for cracks in the propeller blade taper bore. This amendment is prompted by reports of two incidents where the incident aircraft lost a portion of a propeller blade inflight. The actions specified in this AD are intended to prevent loss of a propeller blade due to cracks initiating in the blade taper bore, that can result in possible aircraft damage, and possible loss of aircraft control.
2000-22-21: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model DC-10, Model MD-10, and Model MD-11 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to ensure that the flight crew is advised of appropriate procedures for disabling certain fuel pump electrical circuits following failure of a fuel pump electrical connector. For certain airplanes, this action also requires revising the AFM to prohibit resetting of tripped fuel pump circuit breakers. This action is necessary to prevent continued arcing following a short circuit of the fuel pump electrical connector, which could damage the conduit that protects the power lead inside the fuel tank, and result in the creation of a potential ignition source in the fuel tank. This action is intended to address the identified unsafe condition.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director ofthe Federal Register as of December 5, 2000.\n\n\tComments for inclusion in the Rules Docket must be received on or before January 19, 2001.
84-10-01 R1: 84-10-01 R1 CESSNA: Amendment 39-4863 is further amended by Amendment 39-5940. Applies to the following series and serial numbered airplanes certificated in any category: \n\n\nSERIES\nSERIAL NUMBERS\n180\n30000 thru 50911; 18050912 thru 18053000 (1953 thru 1978) 18053001 thru 18053203 (1979 thru 1981) (optional tanks only) \n182\n33000 thru 53007; 18253008 thru 18266590 (1956 thru 1978)\nR182\nR18200001 thru R18200583 (1978) \n185\n185-0001 thru 18503683 (1961 thru 1978) \n18503684 thru 18504414 (1979 thru 1983) \n(optional tanks only) \n188\n188-0446 thru 18803856 (1972 thru 1981) \n(wing tanks only) \n18800967T thru 18803966T (1972 thru 1983) \nT188\nT18803307T thru T18803966T (1979 thru 1983)\n190/195\n7001 thru 7999; 16000 thru 16183 \n210-5 (205)\n205-0001 thru 205-0577 (1963 and 1964) \n206, U206, TU206 \n206-0001 thru U20604649 (1964 thru 1978)\nP206, TP206\nP206-0001 thru P20600647 (1965 thru 1970) \n207, T207\n20700001 thru 20700771 (1969 thru 1984)\n210\n57001 thru 57575; 21057576 thru 21058818 (1960 thru 1966)\nT210\nT210-0001 thru T210-0197 (1966) \nA182\nA182-0001 thru A182-0146 (1966 thru 1974)\nF182\nF18200001 thru F18200094 (1976 thru 1978)\nFR182\nFR18200001 thru FR18200020 (1978) \n\n\tCompliance: Required as indicated, unless already accomplished: \n\n\tTo prevent power loss or engine stoppage due to water contamination of fuel system, accomplish the following: \n\n\t(a)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, install quick drains in the fuel tank sumps and fuel tank reservoirs where applicable, in accordance with the kits specified by Cessna Service Letters SE79-45 dated September 10, 1979, and SE84-8 dated March 16, 1984, or using equivalent aircraft standard hardware. \n\n\t(b)\tWithin the next 50 hours time-in-service after the effective date of this AD, inspect the fuel tank filler area for proper sealing in accordance with the following: \n\n\t\t(1)\tOn all applicable airplanes: \n\n\t\t\t(i)\tVisually inspect the wing aft of the fuel filler for indications of inflight fuel leakage. \n\n\t\t\t(ii)\tVisually inspect the fuel cap locking mechanism and seals for cracking, distortion, and any condition which might prevent sealing. \n\n\t\t\t(iii)\tRemove the fuel filler caps and inspect the adapter sealing face for distortion, scratches, corrosion or any condition which may prevent the cap from sealing. \n\n\t\t(2)\tIn addition, on all applicable airplanes except models 190 and 195 airplanes: \n\n\t\t\t(i)\tVisually check the sealing and security of the attachment of the adapter flange to the adapter plate paying particular attention to the adhesive (if present) between the parts. \n\n\t\t\t(ii)\tCheck the fuel cap seal by actuating the locking tab and noting that force is maintained between the cap, seal, and adapter when the tab is in the overcenter locked position or conduct a fuel cap seal test in accordance with Cessna Single Engine Service Information Letter SE82-34 dated July23, 1982. \n\n\t\t(3)\tCorrect any deficiencies disclosed by the above inspections by parts replacement or adjustment, as required, before returning the airplane to service. \n\n\t(c)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, except models 190 and 195, conduct an inspection for fuel tank wrinkles in accordance with the following: \n\n\t\t(1)\tDrain the wing fuel tanks. \n\n\t\t(2)\tNote any wrinkles which retain fluid after draining. Remove diagonal wrinkles across the \ninboard rear corner in the vicinity of the fuel tank drain by installation of Cessna drain kit described in Service Letter SE84-9 dated March 23, 1984, or by replacement of the fuel bladder. Verify that no wrinkles exist in the tank sump drain area before returning the airplane to service. \n\n\tNOTE: The manufacturer has identified some new bladder cells which may require installation with a special adapter to prevent the formation of the above described wrinkles and has included this part with these bladder cells. Use of this part, or the drain kit, may be necessary to eliminate these wrinkles. \n\n\t\t(3)\tIf wrinkles are found in the tank bottom at a location other than diagonally across the inboard rear corner, determine the amount of fluid which is trapped by these wrinkles in accordance with the following: \n\n\t\t\t(i)\tPlace the airplane in the normal ground (water) attitude. \n\n\t\t\t(ii)\tService tank(s) with enough fuel to completely cover bottom of tank surface. Drain tank and note any wrinkles which retain fuel. \n\n\t\t\t(iii)\tDirect all trapped fluid to the tank drain area, using a non-absorbent squeegee or other tool compatible with the fuel bladder, and drain and measure the fluid retained in both tanks. \n\n\t\t\t(iv)\tIf this total does not exceed three ounces, no further action is required. \n\n\t\t\t(v)\tIf the total quantity drained exceeds three ounces, check the snaps and fasteners \nfor security. If necessary, blend and smooth the tankbottom to remove wrinkles. Blending may include replacement of the protective tape on the corners or edges to maintain a tank surface which will not trap excess fluid. Caution: Excessive blending or smoothing may cause leaks to develop in the tank. \n\n\t\t\t(vi)\tIf the tanks trap fluid in excess of three ounces after compliance with paragraph (v) above accomplish either paragraph (A) or paragraph (B) as follows: \n\n\t\t\t\t(A)\tFabricate using letters at least .10 inches in height, and install a placard in full view of the pilot which states as follows: \n\n\t\t\t\t\t"Prior to flight following exposure to rain, sleet, snow, or after fueling from an unfiltered fuel source: \n\n\t\t\t\t\t1.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t2.\tPlace the airplane on a level surface and lower the tail to within 5 inches of the ground (on nose gear airplanes). \n\n\t\t\t\t\t3.\tRock the wings 10 inches up and 10 inchesdown at least 12 times. \n\n\t\t\t\t\t4.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t5.\tIf water is found in step 4 above, repeat steps 3 and 4 until no additional water is detected, or drain the entire airplane fuel system. \n\n\t\t\t\t(B)\tInstall reduced diameter (raised filler neck) fuel caps on all fuel filler openings in accordance with Cessna Service Kit SK182-85 dated September 10, 1984. If SK182-85 is accomplished, paragraph (d) below no longer applies. \n\n\t(d)\tWithin 12 months after initial compliance with this AD, and each 12 months thereafter, reinspect the fuel filler installation of airplanes that require the placard per paragraph (c)(3)(vi) in accordance with paragraph (b) of this AD. \n\n\t(e)\tThe placard required by paragraph (c)(3)(vi) may be fabricated and installed by the airplane owner, or operator, providing that this person possesses at least a private pilot license. \n\n\t(f)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished if it is determined that no water is present in the tank from which fuel will be used. \n\n\t(g)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. Fuel cells and quick drain valves that are approved for the applicable airplanes are approved as an equivalent means of compliance in replacement of corresponding parts required to be installed \nby this AD. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine the document(s) referred to herein at the Federal Aviation Administration, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment revises AD 84-10-01, Amendment 39-4863 (49 FR 21507, May 22, 1984), effective May 22, 1984. \n\n\tThis amendment, 39-5940, becomes effective on July 5, 1988.
2020-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes. This AD was prompted by an analysis by the design approval holder (DAH) that identified structural areas that are susceptible to widespread fatigue damage (WFD). Following this analysis, the DAH determined that the SATCOM antenna doubler installation does not meet the extended service goal (ESG) requirements. This AD requires inspecting affected fastener holes of the SATCOM antenna doubler for cracking, and applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.