Results
73-10-02: 73-10-02 BENDIX: Amendment 39-1634. Applies to Bendix Fuel Injectors Models RSA-5AD1, RSA-51B1 and RSA-10AD1 installed on Lycoming Engines Models: IO540-C1B5, -C1C5, -C2C, -C4B5, -C4C5, -D4A5, -D4B5, -J4A5, -L1A5, -M1A5, -M2A5D, -N1A5, -R1A5; IO360-A1A, -A1B, -A1B6, -A1B6D, -A1C, -A1D, -A1D6, -A2A, -A2B, -A2C, -B1B, -B1C, -B1D, -B1E, -B1F, -B2E, -B2F, -B4A, -C1A, -C1B, -C1C, -C1D6, -C1E6, -C1F, -D1A, -E1A, -F1A; IO-320-A1A, -A2A, -E2A, -B1A, -B1B, -B1C, -B1D, -B2A, -C1A, -D1A, -D1B, -E2B; AIO-320-A1A, -A1B, -A2A, -A2B, -B1B, -C1B; LIO-320-B1A, -C1A; IGO-480-A1A6; IVO-360-A1A; HIO-360-A1A, -B1A, -B1B, -C1A, -C1B; AIO-360-A1A, -A2A, -A1B, -A2B, -B1B; LIO-360-C1E6; IO-720-A1A, -B1A; IVO-540-A1A; TIO-540-A1A, -A1B, -A1C, -A2A, -A2C, -A2B, -A1A, -B1A, -C1A, -E1A, -G1A, -H1A; TIO-360-A1A, -A1B, -A3B6; and IO-720-A1B, -C1B. Compliance required within the next 25 hours time in service after the effective date of this Airworthiness Directive, and at each subsequent installation of the subject Fuel Injectors. To detect defective diaphragm assemblies, Bendix P/N 2529470, in Bendix Fuel Injectors, accomplish the following: a) Determine from the airplane and engine logbooks whether the fuel injector has been repaired and/or overhauled between September 30, 1972, and February 28, 1973. If it is established that the fuel injector has not been repaired and/or overhauled between September 30, 1972, and February 28, 1973 record compliance with Paragraph "a" of this Airworthiness Directive in the engine logbook. b) If the fuel injector has been repaired and/or overhauled between September 30, 1972, and February 28, 1973, unless already accomplished, inspect the fuel injector in accordance with Bendix Service Bulletin No. RS-41 dated February 13, 1973, Bendix Service Bulletin No. RS-41 revised April 7, 1973, or subsequent FAA approved revisions; or by any other method approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Indicate compliance on airworthy parts by stamping a "T" after the fuel injector serial number, and record compliance in the engine logbook or return to service statement. Replace or repair fuel injectors having defective diaphragms with airworthy fuel injector units. NOTE: Only appropriately rated FAA approved repair stations are authorized to perform the inspection in "b" above. This amendment is effective May 16, 1973.
99-04-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires a one-time inspection to detect damage of certain anchor nuts located on the upper surface of the wings, and replacement of the anchor nuts with new or serviceable nuts, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of anchor nuts on the upper surface of the wings, which could result in reduced structural integrity of the airplane.
74-26-08: 74-26-08 ROCKWELL INTERNATIONAL: Amendment 39-2051. Applies to NA265- 40, NA265-60, NA265-70 (CT-39E, CT-39G) series airplanes certificated in all categories. Compliance required as indicated. To preclude inflight engine shutdown due to loss of oil quantity because of an unknown incipient failure condition in the engine oil low pressure switch, (Hydra-electric, P/N 12252), accomplish the following: (1) Within ten flight hours after receipt of this AD, unless already accomplished, inspect each engine installation to determine if Hydra-electric P/N 12252, is installed. If found installed remove Hydra-electric P/N 12252 and; (a) Replace with Hydra-electric P/N 12252-1, or, (b) Install Aero Instruments Co. P/N 1B2522-230, or Century Electronics and Instrument Inc. P/N 1B2522-230; or (c) Install O-ring NAS 617-4 and plug MS 9015-04 or an 814-4L. Safety wire with proper lockwire. Disconnect the electric connector cap, and stow in accordance with good maintenance practice. See (d)(ii) and (e) below for placard installation. (d) If both engine oil low pressure switches are removed and plugged; (i) The amber "OIL PRESS LOW" caution light must be modified by either removing the light cover and replacing with a blank cover or installing an "INOPERATIVE" placard over the light cover, and, (ii) Install, in front of and in full view of the crew, a placard which reads: "ENGINE LOW OIL PRESSURE WARNING SYSTEM INOPERATIVE. MONITOR OIL PRESSURE GAGES." (e) If one engine oil low pressure switch is removed and plugged, install in front of and in full view of the crew, a placard which reads: "(LEFT OR RIGHT) ENGINE LOW OIL PRESSURE WARNING SYSTEM INOPERATIVE. MONITOR (LEFT OR RIGHT) OIL PRESSURE GAGE." Note: Sabre Gram, dated November 15, 1974, covers this subject. (2) Within sixty days after receipt of this AD, install new engine oil low pressure switch, Hydra-electric P/N 12252-1 or Aero Instruments Co. or Century Electronics and Instrument Inc. P/N 1B2522-230, in those positions where Hydra-electric P/N 12252 was removed, and plugs have been installed. Reconnect the electrical connector and accomplish functional check before return to service. (3) Remove placards and reactivate "OIL PRESS LOW" caution light when (2), above, has been accomplished. (4) Airplanes may be flown to a base for the performance of the inspections and installations required by paragraph one of this AD, per FAR's 21.197 and 21.199. (5) Return P/N 12252 switches removed from service to Rockwell-International, Aviation Service Division, Lambert Field, St. Louis, Mo. 63l45 (6) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data." This amendment is effective December 24, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated November 27, 1974.
2013-16-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, and -106 airplanes. This AD was prompted by a report of cracking in a lower longeron in a nacelle. This AD requires repetitive inspections for cracking of the lower longerons in the nacelles, and replacement with new longerons or repair if necessary. [[Page 51051]] Additionally, this AD specifies an optional terminating action. We are issuing this AD to detect and correct such cracking, which could result in degradation of the structural integrity of the nacelle and possible collapse of the main landing gear (MLG).
2013-16-15: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) model GEnx-2B67B turbofan engines with booster anti-ice (BAI) air duct, part number (P/N) 2469M32G01, and support bracket, P/N 2469M46G01, installed. This AD was prompted by reports of cracks in the BAI air duct. This AD requires initial and repetitive visual inspections of the BAI air duct, removal from service of the BAI air duct if it fails inspection and, as a mandatory terminating action, the installation of new BAI air duct support brackets. We are issuing this AD to prevent failure of the BAI air duct, resulting in an in-flight shutdown of one or more engines, loss of thrust control, and damage to the airplane.
99-04-22: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 727, 727-100, 727-200, 727C, 727-100C, and 727-200F series airplanes. This action requires repetitive inspections to detect cracking of the lower skin panel at the lower row of fasteners in certain lap joints of the fuselage, and repair, if necessary. This amendment also provides for optional terminating action for certain repetitive inspections. This amendment is prompted by a report of fatigue cracking in the lower skin panel at the lower row of fasteners of the fuselage lap joints. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could result in sudden fracture and failure of the lower skin lap joints, and rapid decompression of the airplane.
71-20-08: 71-20-08 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1297. Applies to Model Viscount 810 airplanes. Compliance is required as indicated. (a) For airplanes that have accumulated 25,000 or more landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 3.5 p.s.i.; and (2) Within the next 50 landings after the effective date of this AD, comply with paragraph (d). (b) For airplanes that have accumulated 20,000 or more landings, but less than 25,000 landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 4.5 p.s.i.; and- (2) Within the next 100 landings after the effective date of this AD, comply with paragraph (d). (c) For airplanes that have accumulated less than 20,000 landings on the effective date of this AD, before the accumulation of 20,000 landings or before the accumulation of 100 landings after the effective date of this AD, whichever occurs later, comply with paragraph (d). (d) Inspect the rear pressure bulkhead boundary member around the complete circumference of the boundary member for cracks, by an x-ray radiographic method which uses approximately 80 KV perpendicular to the forward inside bend radius of the boundary member. (e) If any cracks in the boundary member are found during the inspection required by paragraph (d), before further flight repair the cracked boundary member - (1) By reinforcing the cracked portion of the boundary member with a length of serviceable boundary member section which extends at least three inches beyond the extremities of any crack; or - (2) By replacing the cracked portion with a length of serviceable boundary member section;connecting the replacement section by typical type joint plates. (f) The placard required by paragraph (a) or (b) may be removed after paragraph (d) and paragraph (e), if applicable, have been accomplished. (g) For purposes of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC campaign wire SS 1093V refers to this subject). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective immediately upon receipt of the airmail letter dated August 13, 1971, which contained this amendment.
99-04-12: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model 369D, 369E, 369FF, 369H, MD500N, and MD600N helicopters, that requires a one-time visual inspection of certain input shaft coupling assemblies for pitting. This amendment is prompted by three operators' reports of discovering pitting on the internal spline teeth. The actions specified by this AD are intended to prevent failure of the spline teeth in the input shaft coupling assembly, loss of drive to the main rotor system, and subsequent loss of control of the helicopter.
2013-15-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a report of an inboard main landing gear (MLG) door assembly departure due to premature fatigue cracking in the inboard MLG door hinge fittings. This AD requires repetitive inspections for cracking of the inboard MLG door hinge fittings; and replacement or modification of cracked fittings. This AD also provides an option to remove the affected MLG door. We are issuing this AD to detect and correct fatigue cracking in the inboard MLG door hinge fittings, which could result in loss of the MLG door assembly from the airplane, and the MLG door assembly could impact the flight control surfaces and result in reduced controllability of the airplane.
99-07-10 R1: We are rescinding an airworthiness directive (AD) for PIAGGIO AERO INDUSTRIES S.p.A. Model P-180 airplanes. The rescinded AD resulted from mandatory continuing airworthiness information (MCAI) originated 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 partial detachment of the inner protective film of the composite nacelles. Since issuance of the rescinded AD, we have determined that the unsafe condition does not exist or is not likely to develop on affected type design airplanes.
99-04-10: This amendment adopts a new airworthiness directive (AD), applicable to any transport category airplane that is equipped with certain Day-Ray fluorescent light ballasts installed in the upper and/or lower cabin sidewall, that requires a visual inspection to determine the type of fluorescent light ballasts installed in the cabin sidewall, and the replacement of suspect ballasts with new or serviceable ballasts. This amendment is prompted by reports of smoke, fumes, and/or electrical fire emitting from the baggage bin of the aft passenger compartment due to the failure of the fluorescent light ballasts. The actions specified by this AD are intended to prevent fire in the passenger compartment resulting from failure of the fluorescent light ballast of the cabin sidewall.
80-09-08 R2: 80-09-08 R2 FAIRCHILD AIRCRAFT CORP. (Swearingen): Amendment 39-3758 as amended by amendment 39-3883 is further amended by amendment 39-5821. Applies to Models SA 226-TC (S/N TC201 through TC419) and SA 226-AT (S/N AT001 through AT074) certificated in any category. Compliance required before pressurized flight or prior to obtaining 250 unpressurized flight hours after compliance with emergency telegraphic AD T80SW14 dated March 15, 1980, amended. To assure proper adjustment, operation, and structural integrity of the cargo door latching mechanism, accomplish the following: (a) With the cargo door open, conduct the following inspection to assure full expansion of the click-clack latch jaws. Move the door handle to the door closed position. Using a "go, no-go" type of gage, determine that the distance from the inside of the click-clack plunger face to the edge of the click-clack jaws is not less than 0.34 inches. Adjust each latch as necessary to gain a minimum of 0.34 inches by varying the length of its connecting push-pull rod. (b) To assure proper engagement of the click-clack jaws into the door frame receptacle, three measurements are necessary. The first measurement (door open) is the dimension from the door face plate surface to the undercut on the click-clack jaws. The second measurement (door open) is the dimension from the door frame receptacle face plate surface to the jaws seating surface. The third measurement (door closed) is the gap (taken with a feeler gage) between the surface of the door frame receptacle and the door face plate surface. The first dimension must be at least the sum of the second and third dimensions to assure proper engagement of the click-clack jaws in the door frame receptacle. Adjust each latch as necessary to gain the proper click-clack engagement by varying the length of its connecting push-pull rod. (c) Inspect each door face plate and receptacle face plate for evidence of deformation. If deformed, also inspect door frame and door latch assembly for evidence of cracks or deformation. If such defects are detected, replace with airworthy part. (d) Using an inside micrometer, or equivalent, measure the inside diameter of each receptacle. Measure across the hole in at least three directions to check for roundness. The widest dimension must be used to compare with the following allowables. (1) Receptacles on side of cargo door, one piece type, limit 0.690 inches. (2) Receptacles on side of cargo door, eccentric type, limit 0.700 inches. (3) Receptacles on bottom of cargo door, one piece type, limit 0.670 inches. (4) If any receptacle is oversized, replace with an airworthy part. (e) Check the cargo door warning system as follows: (1) With the door in the open position, manually depress all door warning switches. Check to see that the cargo door warning light in the annunciator panel is extinguished. (2) Selectively release and depress each warning switch. Check that with all other switches depressed, releasing any individual switch causes illumination of the cargo door warning light. Actuate each switch several times while checking for any tendency for the switch to stick in the depressed position. (3) Any switches that show any tendency to stick in the depressed position should be replaced. (f) After the inspections and adjustments required by paragraphs (a) through (e) have been satisfactorily completed, open and close the cargo door a minimum of three cycles. (1) Operate the door handle to the closed position during each door closed cycle. (2) Door open light on annunciator panel must be out when door is closed. (Reference Swearingen SA226 series maintenance manual for proper switch adjustment.) (3) If the door mechanism or warning light system does not function properly during the three open and close cycles, reconduct inspections and adjustments as described above. (g) Repeat the steps as necessary until the cargo door operates properly. (h) Repeat the inspections and adjustments required by paragraph (a) through (g) of this AD as follows: (1) Each 1,200 flight hours for airplanes which have been modified per Fairchild SB 226-52-008 revised April 6, 1984, or (2) Each 250 flight hours for airplanes that have not been modified per the above SB. (i) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base where the inspections and adjustments can be accomplished. (j) An equivalent means of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, Southwest Regional Office, FAA, Fort Worth, Texas 76193-0150; Telephone (817) 624-5150. All persons affected by this AD may obtain copies of the document(s) referred to herein upon request to Fairchild Aircraft Corporation, P.O. Box 790490, San Antonio, Texas 78279- 0490; or mayexamine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-3758 became effective May 14, 1980 and was effective to all recipients of telegraphic AD T80-SW-15 dated March 20, 1980. Amendment 39-3883 became effective August 26, 1980. This amendment 39-5821 revises AD 80-09-08 R1, Amendment 39-3883 (45 FR 56333; August 25, 1980). This amendment 39-5821 becomes effective on February 5, 1988.
89-07-06: 89-07-06 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6161. Applicability: Model 3101 Jetstream (serial numbers 601 through 619) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of the airplane due to failure of the engine fire protection system, accomplish the following: (a) Inspect the right and left hand engine fire extinguisher systems to ensure that existing electrical connections to the fire extinguisher cartridges are correct in accordance with PART A-INSPECTION, under the Section 2 ACCOMPLISHMENT INSTRUCTIONS of British Aerospace Civil Aircraft Division (BAe) Alert Service Bulletin (ASB) Jetstream 26-A- JA881142, Rev 1, dated January 10, 1989. Prior to further flight, modify electrical connections that are not correct in accordance with Part B of the above referenced ASB. (b) Inspect the engine fire extinguisher cartridges in accordance with PART B- REPLACEMENT OF TERMINAL TAGS, under the ACCOMPLISHMENT INSTRUCTIONS of BAe ASB Jetstream 26-A-JA881142, Rev 1, dated January 10, 1989. Prior to further flight, replace any Part Number 13085-5 fire extinguisher cartridges with Part Number 30903819 cartridges. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Staff, FAA, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to British Aerospace Inc., Technical Librarian, P.O. Box 17414, Dulles International Airport, Washington D.C. 20041; Telephone (703) 435-9100; or British Aerospace PLC, Aircraft Group, Scottish Division, Prestwick Airport, Ayrshire KA9 2RW U.K. (0292)79888; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6161, AD 89-07-06) becomes effective on April 20, 1989.
2022-10-11: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100B SUD, 747-200B, 747-200C, 747- 200F, 747-300, 747SP, 747-400, 747-400D, and 747-400F series airplanes. This AD was prompted by a determination that a certain fastener type that penetrates the fuel tank walls has insufficient bond to the structure, and energy from a lightning strike or high-powered short circuit could cause arcing to occur at the ends of fasteners in the fuel tanks. This AD requires, for certain airplanes, reconfiguring the clamps of certain wire bundles, applying sealant to certain fasteners that penetrate the fuel tank walls, installing cushion clamps and polytetrafluoroethylene (TFE) sleeves, inspecting to determine if sealant was applied to certain fasteners, and applying sealant if necessary. This AD also requires, for all airplanes, revising the maintenance or inspection program, as applicable, to incorporate new, more restrictive airworthiness limitations (AWLs). The FAA is issuing this AD to address the unsafe condition on these products.
99-04-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires modification of the right and left main landing gear (MLG) hydraulic damper assemblies or replacement of the MLG hydraulic damper assemblies with modified and re-identified hydraulic damper assemblies. This amendment is prompted by reports indicating that, during overhauls, the MLG hydraulic dampers assemblies failed or had damaged spring retainers due to insufficient material thickness of the spring retainers. The actions specified by this AD are intended to prevent failure of the hydraulic damper assemblies of the MLG, which could result in vibration damage and collapse of the MLG.
86-22-07: 86-22-07 PARA-FLITE, INCORPORATED: Amendment 39-5486. Applies to Swift Reserve Canopy P/N 82700, Serial Numbers R3-2750 through R3-3471. Compliance is required before further use after the effective date of this AD, unless already accomplished. To prevent the possibility of the applicable canopies performing below their standards on rate of descent, forward speed and flare capability perform the following: (a) Inspect and modify the canopies in accordance with Para-Flite, Incorporated Drawing 886028 dated January 17, 1986. (b) Do not use or repack the affected canopies unless paragraph (a) has been accomplished. NOTE: Para-Flite, Incorporated recall notice dated January 17, 1986, is applicable. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. Para-Flite, Incorporated Drawing 886028 dated January 17, 1986, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Para-Flite, Incorporated, 5800 Magnolia Avenue, Pennsauken, New Jersey 08109-1399. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket Number 86-ANE-16, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium 09667-1011; telephone 513.38.30 Ext 2710, or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, telephone (516) 791-6220. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. This amendment becomes effective December 29, 1986.
2012-25-04: We are superseding an existing emergency airworthiness directive (EAD) for Eurocopter France (Eurocopter) Model AS350B3 helicopters with certain part-numbered laminated half-bearings (bearings) and tail rotor (T/R) blades installed. The existing EAD currently requires installing two placards and revising the Rotorcraft Flight Manual (RFM). The EAD also requires certain checks and inspecting and replacing, if necessary, all four bearings. Finally, the EAD requires a one-time removal and inspection of the bearings, and replacing the bearings if necessary. Since we issued that EAD, we have determined that newly-designed helicopters with other part-numbered T/R blades may be affected by this unsafe condition and that the requirements should allow the bearing removal and inspection to be performed before the last flight of the day. This superseding AD removes the bearing and T/R blade part numbers (P/N) from the applicability paragraph and clarifies when the bearing removal and inspection is required. The actions are intended to prevent vibration due to a failed bearing, failure of the T/R, and subsequent loss of control of the helicopter.
2012-11-02: We are adopting a new airworthiness directive (AD) that supersedes an existing Emergency Airworthiness Directive (EAD) for certain Eurocopter Deutschland GmbH (ECD) Model EC135 helicopters. The existing EAD, which was previously sent to all known U.S. owners and operators of ECD Model EC135 helicopters and not made generally effective by publication in the Federal Register, currently requires inspecting the ring frame between the rear structure tube (tailboom) and the tail rotor fenestron housing (fenestron housing) for a crack before the first flight of each day and replacing any cracked ring frame with an airworthy ring frame. Since we issued that EAD, we have determined that a pre-flight pilot check in conjunction with a recurring 25-hour inspection is sufficient for determining the airworthiness of the ring frame. Additionally, ECD has developed a modification that is terminating action for the requirements of that EAD. This superseding AD revises the inspection requirements of the EAD to allow an owner/operator to perform the pre-flight pilot check, adds a recurring inspection of the ring frame, and allows for installation of a ring frame reinforcement as an optional terminating action for the AD requirements. The actions are intended to detect a crack in the ring frame which could result in loss of the fenestron structure and subsequent loss of control of the helicopter.
99-04-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections of the outboard nacelle struts to detect fatigue cracking of the strut skin and spring beam support fittings, and to detect cracked or loose fasteners of the support fittings; and corrective actions, if necessary. This amendment also provides for optional terminating action for the repetitive inspection requirements. This amendment is prompted by reports indicating that several cracked or broken spring beam support fittings were found on the outboard nacelle struts. The actions specified by this AD are intended to detect and correct such fatigue cracking and loose fasteners, which could result in failure of the outboard nacelle struts and consequent separation of the engine.
57-10-01: 57-10-01 MOONEY: Applies to Model M-20 Aircraft Serial Numbers 1002 Through 1126 Incorporating Main Landing Gear Retracting Bellcrank Bracket P/N 5035. To be accomplished as soon as practicable but not later than July 1, 1957. Cracks have been reported in the main landing gear retracting bellcrank bracket P/N 5035. In one case complete failure of the bracket resulted in jamming the elevator control system. Therefore, it is required that bracket PN 5035 be replaced by new redesigned brackets P/N 5101 which have a 0.095 inch wall tubing. The revised retracting bellcrank bracket P/N 5101 incorporated a reinforcing angle at the lower front corner and a cross member between the gear bungee fittings. (Mooney Service Letter 20-22 covers this same subject.)
87-23-04 R1: 87-23-04 R1 ROLLS-ROYCE plc: Amendment 39-5753 as amended by amendment 39-6180. Applicability: Rolls-Royce plc (R-R) RB211-22B, -524, -524B, -524B2, -524B3, and -524C2 turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent low pressure turbine (LPT) stage 1 disk uncontained failure, accomplish the following: (a) Modify LPT stage 2 vane nozzle assemblies, Part Numbers (P/N) LK63392, LK63331, LK63333, LK59046, LK59816, LK59853, LK59818, LK59038, LK55447, LK55420, LK54278, LK55452, and LK59002, in accordance with the Accomplishment Instructions of R-R Service Bulletin (SB) RB.211-72-8301, Revision 5, dated May 13, 1988, at the next shop visit of the LPT module, but not later than June 30, 1989. NOTE: For the purpose of this AD, an LPT module shop visit is defined as separation of the LPT rotor assembly from the LPT case/vane nozzle assembly as necessitated by (1) its condition or (2) a requirement for scheduled maintenance. (b) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (c) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, and alternative method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD, may be approved by the Manager, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service. The LPT stage 2 vane nozzle assembly modification shall be done in accordance with Rolls-Royce SB RB.211-72-8301, Revision 5, dated May 13, 1988. 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 Rolls-Royce plc, Technical Publications Department, P.O. Box 31, Derby DE2 8BJ, England. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, DC. Amendment 39-5753, AD 87-23-04 became effective on December 11, 1987. This amendment (39-6180, AD 87-23-04 R1) becomes effective on May 31, 1989.
99-03-04: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires installation of components to provide shielding and separation of the fuel system wiring (that is routed to the fuel tanks) from adjacent wiring. This amendment also requires installation of flame arrestors and pressure relief valves in the fuel vent system. This amendment is prompted by testing results, obtained in support of an accident investigation, and by re-examination of possible causes of a similar accident. The actions specified by this AD are intended to prevent possible ignition of fuel vapors in the fuel tanks, and external ignition of fuel vapor exiting the fuel vent system and consequent propagation of a flame front into the fuel tanks.
91-02-04: 91-02-04 GROB WERKE GMBH & CO. KG (GROB): Amendment 39-6823; Docket No. 90-CE-29-AD. Applicability: Models G103 "Twin Astir" (including "Trainer") gliders (Serial Numbers (S/N) 3000 through 3291) and G103 "Twin II" (including "ACRO") gliders (S/N 3501 through 3729), certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude the incorrect installation of the aileron system connecting bolt, accomplish the following: (a) Modify the aileron control system by installing a GROB forkhead nut (GROB part number 103B-4229) and removing the placard that cautions against incorrect installation of the connecting bolts located on the aileron control lever adjacent to the connecting bolt, if installed, as described in GROB Service Bulletin No. TM 315-38/1, dated December 12, 1989. (b) An alternate method of compliance or adjustment of the compliance time thatprovides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium; Telephone (322) 513.38.30 ext. 2718; Facsimile (322) 230.68.99. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. (c) All persons affected by this directive may obtain copies of the document referred to herein upon request to GROB Systems, Incorporated; Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817; Telephone (419) 358-9015; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6823, AD 91-02-04) becomes effective on February 8, 1991.
2013-16-16: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB412 and AB412 EP, and Bell Helicopter Textron (Bell) Model 412, 412CF, and 412EP helicopters with certain DART Aerospace Ltd. (Dart) high gear aft crosstubes (crosstube) installed. This AD requires adding a life limit of 10,000 landings to the crosstube and removing from service any crosstubes with more than 10,000 accumulated landings. This AD is prompted by five separate reports of crosstube failures. The actions in this AD are intended to prevent failure of the crosstube and subsequent collapse of the landing gear.
2010-14-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 737-300, -400, and -500 series airplanes. That AD currently requires an inspection to determine the manufacturer and manufacture date of the oxygen masks in the passenger service unit and the lavatory and attendant box assemblies, corrective action if necessary, and other specified action. This new AD expands the applicability in the existing AD. This AD results from a determination indicating that additional airplanes may be subject to the identified unsafe condition. We are issuing this AD to prevent the in-line flow indicators of the passenger oxygen masks from fracturing and separating, which could inhibit oxygen flow to the masks and consequently result in exposure of the passengers and cabin attendants to hypoxia following a depressurization event.