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88-01-10 R1: 88-01-10 R1 SHORT BROTHERS: Amendment 39-5819 as amended by amendment 39-6011. Applies to Model SD3-60 series airplanes, Serial Numbers SH3601 through SH3667, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude failure of the horizontal stabilizer attach fittings, accomplish the following: A. Within the next 3 months after the effective date of this AD, inspect the interference fit bushings in each of the four horizontal stabilizer attach fittings in accordance with Shorts Service Bulletin Number SD360-55-10, dated November 1985. B. If the bushing is found to be loose in its fitting and the movement exceeds 0.005 inch, replace the fitting before further flight. C. If the bushing is found to be loose in its fitting and the movement does not exceed 0.005 inch, replace the fitting within the next 60 days. D. 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 may add any comments and then send it to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by 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 Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment, 39-6011, amends AD 88-01-10, Amendment 39-5819. This Amendment, 39-6011, becomes effective October 10, 1988.
64-27-04: 64-27-04 VERTOL: Amdt. 39-9 Part 39 (New) Federal Register December 5, 1964. Applies to Models H-21 and 42 Series Helicopters. Compliance required as indicated. As a result of a fatigue failure of a wood rotor blade root socket, P/N 22R1364-1, accomplish the following: (a) Conduct a daily visual inspection, using a magnifying glass of at least 8-power, of wood rotor blade root sockets, P/N 22R1364-1, with 750 or more hours' time in service as of the effective date of this AD, for cracks in the slot area between the inboard clamp bolt and the relief hole at the inboard end of the slot while supporting the rotor blade tip so that the blade does not rest on the droop stop. (b) Replace any cracked socket before further flight. (c) Within 25 hours' time in service after the effective date of this AD retire from service all wood rotor blade root sockets, P/N 22R1364-1, having 725 or more hours' time in service on the effective date of this AD. (d) Upon theaccumulation of 750 hours' time in service, retire from service all wood rotor blade root sockets, P/N 22R1364-1, having less than 725 hours' time in service on the effective date of this AD. This directive effective December 10, 1964.
64-24-05: 64-24-05 PIPER: Amdt. 826 Part 507 Federal Register October 24, 1964. Applies to Model PA-25-235 Aircraft, Serial Numbers 25-02, 25-2000 through 25-2931. Compliance required within 50 hours' time in service after the effective date of this AD unless already accomplished. Air leaks, which permit entrance of engine fumes into the cockpit, exist in the area of the fuselage right main landing gear fittings. To correct this condition, accomplish the following: Install seals, Piper Kit Number 756824 or FAA approved equivalent, at the front and rear right main landing gear fittings as indicated on the sketch on the reverse side of Piper Service Bulletin No. 221 dated August 27, 1964. (Piper Service Bulletin No. 221 dated August 27, 1964, pertains to this same subject.) This directive effective October 24, 1964.
2018-12-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the rear spar web and lower chord on the left and right wings. This AD requires repetitive detailed inspections for cracking of the rear spar web and lower chord, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
88-18-05: 88-18-05 SHORT BROTHERS, PLC: Amendment 39-5993. Applies to Model SD3-60 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent pitot tubes from becoming inoperative due to icing, which could result in erroneous airspeed and altitude indication, accomplish the following: A. Within the next 180 days after the effective date of this AD, replace pitot tubes having the code letter "Z" adjacent to the serial number with one containing a code letter other than "Z," in accordance with accomplishment instructions in Service Bulletin SD360-34-09, dated March 1984. 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 may add any comments and then send it to 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 for the accomplishment of inspections and/or modifications required by 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 Short Brothers, PLC, Service Representative, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5993, becomes effective September 7, 1988.
2005-18-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A340-200 and A340-300 series airplanes. This AD requires a one-time inspection for discrepancies of the spotfacing for the pylon-to-engine attachment bolts on the pyramid forward fitting of the engine pylon, and repair if necessary. This AD results from a report that, during a routine inspection, it was found that the diameter of the spotfacings was too small for two of the pylon-to- engine attachment bolts on the pyramid forward fitting. We are issuing this AD to prevent reduced structural integrity of the pylon-to-engine attachment bolts on the pyramid forward fitting, which could result in separation of an engine from the airplane.
64-21-05: 64-21-05 PIPER: Amdt. 809 Part 507 Federal Register September 15, 1964. Applies to Model PA-30 Aircraft Equipped With the Hartzell HC-E2YL-2B/7663-4 Propeller and Model PA-23-250 Aircraft Equipped With the Hartzell HC-E2YK-2RB/8465-7R Propeller. Compliance required as indicated. There have been several instances of propeller failure on the Piper PA-30 aircraft. The replacement of governor relief valve springs in accordance with Hartzell Service Bulletin No. 88 dated July 2, 1964, as amended July 8, 1964, has not eliminated these failures. The propeller installation on Piper Model PA-23-250 is similar in design and operation to that used on the Model PA-30. Accordingly, this AD is being made applicable to both Models PA-30 and PA-23-250. To preclude further failures, comply with the following: (a) For aircraft having propellers previously serviced in accordance with Hartzell Service Bulletin No. 88 dated July 2, 1964, as amended July 8, 1964, service the propeller governors in accordance with Hartzell Service Bulletin No. 88A dated August 4, 1964, within 10 hours' time in service after the effective date of this AD. (b) For aircraft having propellers which have not been previously serviced in accordance with Hartzell Service Bulletin No. 88A dated July 2, 1964, as amended July 8, 1964, service the propellers in accordance with these service bulletins and, in addition, in accordance with Hartzell Service Bulletin No. 88A dated August 4, 1964, within 10 hours' time in service after the effective date of this AD. This supersedes AD 64-16-08. This directive effective September 16, 1964.
47-33-04: 47-33-04 BEECH: (Was Service Note 2 of AD-757-2.) Applies to C18S Aircraft. Compliance required prior to October 15, 1947, and each 100 hours of operation thereafter. Inspect gaskets between fuel tank liquidometer units and tanks for fuel leakage. If leakage is evident, replace gasket with Armstrong No. 710 gasket, Beech P/N 189631, without use of sealing compound. (Installation of 189631 gasket eliminates necessity for continued inspections.)
2018-11-04: We are adopting a new airworthiness directive (AD) for Aircraft Industries a.s. Models L 410 UVP-E20 and L 410 UVP-E20 CARGO airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as un-commanded negative thrust mode activated on an engine. We are issuing this AD to require actions to address the unsafe condition on these products.
2003-17-11: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) (formerly Rolls-Royce plc) Dart 528-7E, 529-7H, -7E, -8E, -8H, -8X, -8Y, -8Z, 529D-7E, -7H, -8E, - 8H, -8X, -8Y, -8Z, 531, 532-2L, -7, -7N, -7P, -7L, -7R, 535-2, -7R, 542-4, -4K, -10, -10J, -10K, 552-2, 552-7, and -7R turboprop engines. This AD requires removal of any Sermetel coating (Omat 7/46) from certain high pressure (HP) turbine discs and intermediate pressure (IP) turbine discs, and inspection of discs after coating removal. This AD is prompted by reports of Sermetel coating (Omat 7/46) applied to certain turbine discs which, if allowed to remain on the discs would react adversely with the disc dry film lubricant, and could result in uncontained HP or IP turbine disc failure, resulting in possible damage to the airplane. We are issuing this AD to prevent uncontained HP or IP turbine disc failure, which could result in damage to the airplane.
70-03-01: 70-03-01 HAWKER SIDDELEY: Amdt. 39-928. Applies to Hawker Siddeley Dove Model DH-104 airplanes. Compliance is required within the next 300 landings after the effective date of this AD, unless already accomplished. To prevent fatigue failure of the nose landing gear locking lever and jack attachment lever, replace the existing nose landing gear locking lever and jack attachment lever with Modification 978 levers in accordance with Hawker Siddeley Technical News Sheet Series CT(104) No. 155, Issue 4, dated 29 September 1969, or an FAA-approved equivalent. This amendment becomes effective February 22, 1970.
64-22-03: 64-22-03 PIPER: Amdt. 802 Part 507 Federal Register August 28, 1964. Applies to Models PA-24 and PA-24-250 Aircraft Serial Numbers 24-1 through 24-3284. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To eliminate possible breakage or loosening of the wires leading to the landing gear safety switch with resultant malfunction of the landing gear safety switch accomplish the following: (a) On the left main landing gear, inspect for broken and loose wires and terminals at the connections to the landing gear safety switch. Repair any broken or loose wires and terminals before further flight. (b) Install Piper Kit No. 754475, or FAA approved equivalent, leaving sufficient slack in the wires between the new clamp and the safety switch to prevent pulling of the wires. (Piper Service Letter No. 379, dated July 12, 1962, pertains to this subject.) This directive effective September 28, 1964.
98-08-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Industrie Aeronautiche e Meccaniche (I.A.M.) Model Piaggio P-180 airplanes. This AD requires inspecting the main landing gear (MLG) for interference between the MLG drag brace link and the MLG retraction actuator, and modifying this area if interference is found. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent MLG failure caused by interference between the MLG retraction actuator and the MLG drag brace link, which could result in loss of control of the airplane during landing operations.
2018-11-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 and -300F series airplanes. This AD was prompted by reports of fatigue cracking on airplanes with Aviation Partners Boeing winglets installed. This AD requires high frequency eddy current (HFEC) inspections for cracking of the lower outboard wing skin, and repair or modification if necessary. This AD also requires one of three follow-on actions: Repeating the HFEC inspections, modifying certain internal stringers and oversizing and plugging the existing fastener holes of the lower wing, or modifying the external doubler/tripler and doing repetitive post-modification inspections. We are issuing this AD to address the unsafe condition on these products.
98-07-12: This amendment supersedes an existing airworthiness directive (AD), applicable to all Dornier Model 328-100 series airplanes, that currently requires repetitive tightening of the screws and quick-release fasteners on the wing/body fairing panels. This action will continue to require the repetitive tightening of these parts on certain airplanes. This amendment requires the installation of new fastener systems for those panels on certain airplanes and the application of new torque values. Accomplishment of these actions will terminate the requirement for repetitive tightening of the screws and fasteners of those airplanes. In addition, the AD will limit the applicability of the existing AD by removing certain airplanes. This amendment is prompted by the manufacturer s development of new fastener systems that will not vibrate and loosen. The actions specified by this AD are intended to prevent separation of loosened wing/body fairing panels from the airplane, which, if notcorrected, could lead to structural damage to the horizontal or vertical stabilizer, and potential injury to persons on the ground.
2005-18-06: The FAA is superseding an existing airworthiness directive (AD), which applies to all Bombardier Model CL-600-2B19 series airplanes. That AD currently requires revising the airplane flight manual (AFM) to provide the flightcrew with operating limitations and procedures to enable them to maintain controllability of the airplane in the event that aileron control stiffness is encountered during flight. This new AD requires revising the Airworthiness Limitations section of the Instructions of Continued Airworthiness to incorporate certain repetitive tasks for the aileron control system and requires a briefing to advise flightcrews that certain aileron control checks are no longer required. After accomplishing the applicable initial tasks, the existing AFM revisions for the aileron control check may be removed from the AFM. This AD results from the development of terminating actions for the AFM revisions. We are issuing this AD to prevent aileron control stiffness during flight, which could result in reduced or possible loss of controllability of the airplane. DATES: This AD becomes effective October 6, 2005. The Director of the Federal Register approved the incorporation by reference of Canadair Regional Jet Temporary Revision 2B-2068, dated December 13, 2004, listed in the AD as of October 6, 2005. The Director of the Federal Register approved the incorporation by reference of Canadair Regional Jet TR RJ/109-2, dated August 9, 2002, as of October 10, 2002 (67 FR 60117, September 25, 2002).
75-11-10: 75-11-10 MCDONNELL DOUGLAS: Amendment 39-2218 as amended by Amendment 39-2377 is further amended by Amendment 39-2539. Applies to Douglas Model DC-10-10, -10F, -30, -30F, and -40 Series airplanes, certificated in all categories, with factory serial or fuselage numbers as indicated in the following Douglas Service Bulletins or All Operators Letters or later FAA-approved revisions: \n\n\tPara. (A), below - S/B 52-139, dated April 28, 1975 \n\n\tPara. (B), below - AOL 10-814, dated May 9, 1975 \n\n\tPara. (C), below - S/B 52-140, dated April 30, 1975 \n\n\tPara. (D), below - S/B 52-139, dated April 28, 1975 \n\n\tTo prevent inadvertent opening of Type I passenger doors (most forward left and right doors) accomplish the following: \n\n\t(A)\tCompliance required not later than 48 hours after the effective date of this AD, unless already accomplished either within 10 days prior to the effective date of this AD, or in accordance with that telegraphic AD dated April 24, 1975, amended April 28, 1975. \n\n\t\t(1)\tConduct the following one-time inspection of the Type I doors: \n\n\t\t\t(a)\tInspect the close (down) lock torque tube spline for damage. Repair or replace, if required. \n\n\t\t\t(b)\tVisually inspect the door close (down) lock and spring for general condition and insure the spring is not riding over the flange of the drive spline. \t \n\n\t\t\t(c)\tFunctionally operate the door to insure that the close (down) lock is properly engaged. \n\n\t\t\t(d)\tInspect the air storage bottle control valve lever to insure that it is in its normal operating (stowed) position. \n\n\t\t(2)\tPrior to each flight, except as provided herein, accomplish the following on the Type I doors: \n\n\t\t\t(a)\tAfter the door is closed, and the inside operating handle is positioned in the neutral position, inspect or check the close (down) lock to insure that it is properly engaged. \n\n\t\t\t(b)\tThe inspection or check required by (A)(2)(a), above, does not have to be accomplished if it can be verified that the door handle has not been disturbed subsequent to the accomplishment of the inspection or check required by (A)(2)(a), above. Any method used to insure that the operating handle has not been disturbed must not interfere with normal and emergency operation of the door. \n\n\t\t\t(c)\tThe inspection or check required by (A)(2)(a), above, does not have to be accomplished if it can be verified during the inspection required by (A)(1), above, that a production P/N ABA8025-1 6 1/2 coil close (down) lock spring is installed, and the conditions inspected in (A)(1), above, are satisfactory. \n\n\t\t\t(d)\tThe flight crew will be advised after the inspection or check required by (A)(2)(a), above, is satisfactorily accomplished. \n\n\t\t\t(e)\tThe inspection or check required by (A)(2)(a), above, does not have to be accomplished, provided: \n\n\t\t\t\t(i)\tThe close (down) lock torque tube spline is reinspected for damage; and repaired or replaced, if required. \n\n\t\t\t\t(ii)\tThere are no less than 3 1/2 coils in the cut-off P/N ABA8025-1 close (down) lock spring. \n\n\t\t\t\t(iii)\tA P/N WBA7003-7 washer is installed at the forward end, and a P/N WBA7003-5 washer is installed at the aft end, of the close (down) lock spring. (Reference Douglas Service Bulletin No. 52-139, dated April 28, 1975). And \n\n\t\t\t\t(iv)\tAfter the P/N WBA7003-5 and -7 washers have been installed, the door is functionally operated to insure that the close (down) lock is properly engaged. \n\n\t\t(3)\tAny inspection must be performed by the holder of a mechanic or repairman certificate, or by a person under the direct supervision of the holder of such certificate. A check may be performed by qualified or trained personnel designated by the operator for the purpose of performing the checks. \n\n\t\t(4)\tOperators shall advise flight crews and cabin attendants of the foregoing procedures by the most immediate and practicable means. \n\n\t(B)\tCompliance required within seven days after the effective date of this AD, unless already accomplished.Inspect the torque tube close (down) locks on the Type I doors to insure that the P/N ABA8023-1 slide catch and P/N ABA8024-1 stop plate are installed on the left hand door, and the P/N ABA8023-2 slide catch and P/N ABA8024-2 stop plate are installed on the right hand door, in accordance with Douglas All Operators Letter No. 10-814, dated May 9, 1975, or later FAA-approved revisions. \n\n\t(C)\tCompliance required as indicated, unless the modification required by (C)(2) is already accomplished. \n\n\t\t(1)\tWithin the next 1500 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 500 hours' time in service from the last inspection, \n\n\t\t\t(a)\tReinspect the air storage bottle control valve lever (reference (A)(1)(d), above) to insure that it is in its normal operating (stowed) position; or \n\n\t\t\t(b)\tVerify that the door handle has not been disturbed subsequent to the accomplishment of the inspection or check required by (A)(2)(a), above. Any method used to insure that the operating handle has not been disturbed must not interfere with normal and emergency operation of the door. \n\n\t\t(2)\tWithin the next 4500 hours' time in service after the effective date of this AD, \n\n\t\t\t(a)\tInstall retention springs on the Type I door air storage bottle control valve lever in accordance with Douglas Service Bulletin No. 52-140, dated April 30, 1975, or later FAA-approved revisions; or \n\n\t\t\t(b)\tInstall a new design Type I door air storage bottle control valve in accordance with Douglas Service Bulletin No. 52-154, Revision 1, dated March 1, 1976, or later FAA-approved revisions. \n\n\t(D)\tCompliance required within the next 3000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t\t(1)\tRemove the Type I door cut-off P/N ABA8025-1 close (down) lock springs and P/N WBA7003-5 and -7 washers, and install production P/N ABA8025-1 6 1/2 coil close (down) lock springs on the torque tube. \n\n\t\t(2)\tFollowing installation of the new springs, recheck the engagement of the close (down) lock, and adjust if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t(E)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspections and installations or alternate design modifications upon submittal of substantiating data. \n\n\t(F)\tAirplanes may be flown to a base for performance of maintenance required by this AD per FAR's 21.197 and 21.199, provided that, with respect to the door(s) identified as in need of maintenance, the emergency evacuation slides or slide/rafts will be either removed or deactivated. \n\n\tThis supersedes the telegraphic AD adopted April 24, 1975, amended April 28, 1975, and distributed by telegrams dated April 24, 1975 and April 28, 1975. \n\n\tAmendment 39-2218 became effective May 30, 1975. \n\n\tAmendment 39-2377 became effective October 14, 1975.This amendment 39-2539 becomes effective March 17, 1976.
64-18-03: 64-18-03 DOUGLAS: Amdt. 790 Part 507 Federal Register August 12, 1964. Applies to model DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been instances in which the emergency airbrake handle shaft became disengaged from the remaining portion of the system. This condition may go undetected until the system use is required, therefore, accomplish the following on airplanes which have not been modified in accordance with Douglas DC-8 Service Bulletin 32-62 dated September 14, 1961, or its production equivalent, or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tWithin 150 hours' time in service after the effective date of this AD, inspect the emergency airbrake control linkage shaft assembly Douglas P/N 4644428 in accordance with paragraph 2A of Douglas Alert Service Bulletin A32-62, Reissue No. 1 dated October 9, 1961. \n\n\t(b)\tIf it is determined from the inspection that there is insufficient engagement of the emergency airbrake control linkage shaft assembly, modify the system before further flight in accordance with Douglas DC-8 Alert Service Bulletin A32-62, Reissue No. 1 dated October 9, 1961, or Douglas DC-8 Service Bulletin 32-62 dated September 14, 1961, or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tIf it is determined from the inspection that there is sufficient engagement of the emergency airbrake control linkage shaft assembly, or if Douglas DC-8 Alert Service Bulletin A32-62 is used in making the modification in accordance with paragraph (b), reinspect the emergency brake control shaft in accordance with paragraph 2A of Douglas Alert Service Bulletin A32-62, Reissue No. 1 dated October 9, 1961, each time after the glare shield or the panel supporting the emergency airbrake handle is installed or after maintenance is performed behind the instrument panel in the area of the emergency airbrake control linkage shaft assembly. \n\n\t(d)\tThe repetitive inspections required in paragraph (c) may be discontinued when the emergency airbrake control shaft assembly is modified in accordance with Douglas DC-8 Service Bulletin 32-62 dated September 14, 1961, or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(Douglas DC-8 Service Bulletin 32-62 dated September 14, 1961, and Douglas DC-8 Alert Service Bulletin A32-62, Reissue No. 1 dated October 9, 1961, apply to this same subject.) \n\n\tThis directive effective August 12, 1964.
2018-11-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of possible degraded bond-line performance of co-bonded upper wing stringer-to-skin joints. This AD requires repetitive inspections of certain upper wing stringers for any disbond and corrective actions, if necessary; and a terminating preventive modification of installing disbond arrestment (DBA) fasteners. This AD also requires revising the inspection or maintenance program to incorporate an airworthiness limitation. We are issuing this AD to address the unsafe condition on these products.
2000-10-23: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, -300, 747SR, and 747SP series airplanes, that currently requires a one-time inspection to detect cracking of the longeron splice fittings at stringer 11, on the left and right sides at body station 2598, and replacement of any cracked fitting with a new fitting. This amendment reduces the compliance time for accomplishment of the currently required inspection and adds a new requirement for repetitive inspections. This amendment is prompted by reports that fatigue cracking was found on longeron splice fittings. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in reduced controllability of the horizontal stabilizer.
98-16-04: This amendment adopts a new airworthiness directive (AD) that applies to all Cessna Aircraft Company (Cessna) 180, 182, and 185 series airplanes that have wing extension supplemental type certificate (STC) SA00276NY or supplemental type approval (STA) SA93-136 incorporated. This AD requires inspecting between wing station (W.S.) 90 and W.S. 110 for an angle stiffener at the lower wing spar splice. If the angle stiffener is not installed, this AD requires installing a reinforcing strap. This AD is the result of failed test results revealing that the wings of these Cessna airplanes, without the stiffener, do not meet the applicable design requirements after being modified by the above STC. The actions specified by this AD are intended to prevent wing failure during flight caused by the absence of an angle stiffener, which could cause loss of control of the airplane.
64-19-02: 64-19-02 DEHAVILLAND: Amdt. 786 Part 507 Federal Register August 7, 1964. Applies to Model 114 Heron Aircraft. Compliance required within 150 hours' time in service after the effective date of this AD. As a result of cracking of eye ends used in the rudder and elevator trim tab connecting rod assemblies, accomplish the following unless already accomplished: (a) Remove eye ends, P/Ns CM2A and CM2B, and make the crack test specified in T.N.S. Heron (114) No. CF10 issued February 24, 1964. (b) Replace cracked parts before further flight. (Hawker Siddeley Aviation, deHavilland Division T.N.S. Heron (114) No. CF10 covers this same subject.) This directive effective September 7, 1964.
49-15-03: 49-15-03 BEECH: Applies to All Models C18S and AT-11 Aircraft Equipped With: (1) Nose Fuel Tank or (2) Wing Fuel Tank Vents Which Discharge Below the Wings. Compliance required not later than next annual inspection. As a result of fuel or vapors discharged from fuel tank vents entering the tail wheel well, fuel fumes in hazardous concentrations may collect in the airplane's cockpit and cabin. To preclude this condition, the following must be accomplished: (1) If the airplane is equipped with a nose fuel tank, install adjacent to the fuel tank selector valve a suitable placard which reads "Use Nose Tank for Warm Up -Take-Off on Main Tanks -At Safe Altitude Use Nose Tank." (2) On airplanes with wing tank vents extending below the wing, accomplish either 2(a) or 2(b) or 2(c). (a) Using an adequate tube splice, extend the rear fuel tank vents to a distance of 7 inches below the wing skin. The ends of these vents are to be scarfed at 45 degrees with the scarfed surface facing aft. (b) Relocate the outlet end of each rear tank vent to a point approximately 27 inches outboard of its present position. (c) Install a suitably designed fabric or equivalent fumeproof panel over the opening of fuselage bulkhead No. 12 to act as a draft barrier. (3) If the wing fuel tanks are equipped with two vent systems (one system having the vent outlet below the wing and the other, above) the system with the vent outlet below the wing should be removed from the rear tanks unless item 2 is complied with. (Beech Service Bulletin No. C18-10 dated January 31, 1949 covers this same subject.)
2018-11-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A350-941 airplanes. This AD requires a detailed inspection of the four retaining pins in the main landing gear support structure (MLGSS) trunnion block, left- and right-hand sides, and related investigative and corrective actions if necessary. This AD was prompted by a determination that short retaining pins may have been installed at the incorrect location of the MLGSS forward pintle. We are issuing this AD to address the unsafe condition on these products.
2005-17-15: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Arrius 2F turboshaft engines. This AD requires a one-time removal and inspection of the fuel filter-holder assembly to determine that the fuel control unit (FCU) filter is dimensionally correct. The AD also requires updating the Engine Maintenance Manuals to include a dimensional check of the fuel filter-holder assembly every time the FCU filter element is removed from the fuel filter-holder assembly. This AD results from reports of restricted fuel flow caused by a dimensionally incorrect FCU filter. Ground run testing may not detect the fuel flow limitation. We are issuing this AD to detect a dimensionally incorrect FCU filter that could lead to an undetected limitation of fuel flow, limiting the maximum power available in-flight, which could result in the inability to continue safe flight, avoid obstacles or land safely.