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2000-14-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires an inspection of the powered drive unit power wires within three feet of each affected powered drive unit termination for mechanical damage; and repair, if necessary. This action also requires revising the wire harnesses; splicing any additional length wire; routing and installing parts; and replacing the floor panels with new and retained floor panels. This action is necessary to ensure that the powered roller pans are positioned properly. Improperly positioned powered roller pans could pierce a powered roller wire harness and cause sparking that could ignite adjacent insulation material, which could result in smoke and fire in the center cargo compartment of the airplane. 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 of the Federal Register as of August 11, 2000.Comments for inclusion in the Rules Docket must be received on or before September 25, 2000.
67-22-02: 67-22-02 BELL: Amdt. No. 39-452. Part 39, Federal Register July 29, 1967. Applies to Model 206A Helicopters, Serial Numbers 4 through 20, 22 through 48, 50 through 56, 59, 61, and 63. Compliance required as indicated below after the effective date of this airworthiness directive, unless already accomplished. To assure proper grounding of both fuel boost pumps and prevent a potentially explosive condition in the fuel tank due to improperly wired electric fuel boost pumps, accomplish the following inspection and modification: (a) Before further flight, determine by either of the following methods that the white wire from each fuel boost pump is connected to the aircraft system ground wire: (1) If the wire identification is legible, by reference to the Master Electrical Wiring Diagram in the Model 206A Maintenance and Overhaul Manual, confirm that helicopter system wires numbered Q2A18N (to the Forward Boost Pump), and Q4A18N (to the Aft Boost Pump) are connectedto the white wire from the corresponding boost pump. (2) If the wire identification is not legible, turn all switches off and disconnect each fuel boost pump white wire from the aircraft system wire. Check each aircraft system wire thus exposed for proper grounding using an ohmmeter or continuity checking device. If the grounding is confirmed by either of the above methods, disconnected wires may be reconnected and the helicopter returned to service for not more than 25 hours before the modification required by subparagraph 2 below is accomplished. If grounding is not confirmed by either of the above methods, the fuel pump leads may have been reversed. Use the Master Electrical Diagram in the Maintenance and Overhaul Manual to determine correct connections, and connect the pumps to the aircraft system accordingly. The helicopter may then be returned to service for not more than 25 hours' operation before the modification required by subparagraph 2 below is accomplished. (b) Within the next 25 hours' time in service, modify the fuel boost pump wiring in accordance with Part B, Bell Helicopter Company Service Letter, Model 206A-No. 21, Revision A, dated July 18, 1967, or an equivalent method approved by the Director, Southwest Region, Federal Aviation Administration. This amendment effective on July 29, 1967.
64-20-01: 64-20-01 HARTZELL: Amdt. 803 Part 507 Federal Register August 28, 1964. Applies to Models HC-C2YK-1/7666-2 Serial Numbers AW-1 to AW-603 and HC-E2YL-2B/7663-4 Propellers Serial Numbers BG-1 to BG-777. Compliance required as indicated. There have been incidents of failure of the plastic pitch change blocks in Hartzell HC- E2YL-2B and HC-C2YK-1 propellers which resulted in severe roughness or vibration in flight. To correct this condition, accomplish the following: (a) Inspect propeller blades for pitch change movement and replace plastic pitch change blocks as necessary in accordance with Hartzell Service Bulletin No. 86 revised June 17, 1964, within 10 hours' time in service after the effective date of this AD unless already accomplished within the last 10 hours' time in service, and thereafter within every 10 hours' time in service from the last inspection. (b) When the modification specified in Hartzell Service Bulletin No. 86, revised June 17, 1964, has beenaccomplished, the repetitive inspections specified in paragraph (a) may be discontinued. (Hartzell Service Bulletin No. 86, revised June 17, 1964, covers this same subject.) This directive effective August 28, 1964.
2018-20-09: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 and MBB-BK 117 D-2 helicopters. This AD requires altering and re- identifying the overhead panel shock mount assembly (shock mount). This AD was prompted by the manufacturer's stress recalculations. The actions of this AD are intended to correct an unsafe condition on these products.
75-18-04: 75-18-04 LOCKHEED: Amendment 39-2343 as amended by Amendment 39-2514 is further amended by Amendment 39-3156. Applies to all Model 382 series airplanes, serial numbers 3946 and 4101 through 4541. On airplane serial numbers 3946 and 4101 through 4298 with 6300 hours or more total time in service, and on airplane serial numbers 4299 through 4541 with 9450 hours or more total time in service on the effective date of Amendment 39-3156, within the next 100 hours in service, unless already accomplished, ultrasonically inspect the outer wing lower panels at OWS 35 in accordance with Hercules Airfreighter Inspection Procedures SMP 515-A Card No. SP-61, revised August 5, 1975. Reinspect at the following intervals: (A) Airplane serial numbers 3946 and 4101 through 4298, at intervals not to exceed 3400 hours time in service from the last inspection until 20,000 hours, (without ECP 954) or 24,000 hours, (with ECP 954), at which time the interval is not to exceed 1700 hours from the lastinspection, and (B) Airplane serial numbers 4299 through 4541 at intervals not to exceed 6300 hours time in service from the last inspection. If a crack or cracks are found, before further flight, contact the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Before the accumulation of more than 30,000 flight hours, preventive modification shall be installed in accordance with Lockheed Service Bulletin 382-57-43, or later FAA-Approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. The inspections required by this AD may be discontinued for those airplanes modified in accordance with the above paragraph. Amendment 39-2343 was effective August 22, 1975, and was effective August 6, 1975, for all recipients of the telegrams dated August 6, 1975, and August 8, 1975, which contained this amendment. Amendment 39-2514 became effective February 13, 1976. This Amendment 39-3156 becomes effective March 20, 1978.
2018-20-08: We are superseding Airworthiness Directive (AD) 2018-02-18, which applied to certain Airbus SAS Model A318, A319, and A320 series airplanes and Model A321-111, -112, -131, -211, -212, -213, -231, and - 232 airplanes. AD 2018-02-18 required revising the airplane flight manual (AFM) to provide guidance to the flightcrew for certain emergency procedures. This new AD requires revising the AFM, and for certain airplanes, removing a certain AFM revision. This AD also adds airplanes to the applicability. This AD was prompted by a determination that, when two angle of attack (AoA) sensors are adversely affected by icing conditions at the same time, data displayed on the back up speed scale (BUSS) could be erroneous. This AD was also prompted by a determination that the AFM needs to be revised for certain additional airplanes, and that the AFM may have been erroneously revised on certain airplanes not equipped with a BUSS function. We are issuing this AD to address the unsafe conditionon these products.
2005-24-05: This amendment adopts a new airworthiness directive (AD) for Boeing Vertol (Boeing) Model 107-II helicopters. This action requires a visual and magnetic particle inspection of the quill shaft. This amendment is prompted by the discovery of cracks in a quill shaft during a routine inspection. The actions specified in this AD are intended to detect a fatigue crack in a quill shaft and prevent separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter.
2005-22-02: The FAA is adopting a new airworthiness directive (AD) for all Gippsland Aeronautics Pty. Ltd. (Gippsland) Model GA8 airplanes. This AD requires you to repetitively inspect the upper and lower grooves of the forward cargo door slide for cracks, excessive wear, and excessive width. This AD also requires you to replace the forward cargo door slide if any of the above conditions are found during any inspection. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. We are issuing this AD to prevent failure of the forward cargo door slide caused by cracks, excessive wear, or excessive width. This failure could result in the cargo door detaching from the airplane in flight, potentially causing damage by hitting the back end of the airplane.
2005-18-02: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life-limited parts at each piece-part opportunity. This AD requires modifying the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2018-18-01: The FAA is superseding Airworthiness Directive (AD) 2018-10-11 for all CFM International S.A. (CFM) Model CFM56-7B engines. AD 2018- 10-11 required initial and repetitive inspections of certain fan blades and, if they fail the inspection, their replacement with parts eligible for installation. This superseding AD requires the same initial and repetitive inspections but revises the compliance time for the repetitive inspections. This AD was prompted by further analysis by the manufacturer that indicated a need to reduce the repetitive fan blade inspection interval based on ongoing root cause investigation of an April 2018 engine failure. The agency is issuing this AD to address the unsafe condition on these products.
74-25-06: 74-25-06 SIKORSKY: Amendment 39-2035. Applies to S-61L, S-61N, and S-61NM helicopters certified in all categories equipped with engine air inlet deflector installation (P/N S6107-21115 Series). Compliance with this airworthiness directive is required prior to next flight. Prior to each flight, reduce each takeoff gross weight limitation prescribed by the FAA approved Sikorsky Helicopter Flight Manual and applicable supplements 800 pounds until: (a) receipt and incorporation of Revision No. 6, dated June 13, 1974, or Revision No. 7, dated July 24, 1974, for the FAA approved S-61N helicopter Flight Manual (SA 4045-82), (b) receipt and incorporation of correcting revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, to Supplement No. 22, dated December 6, 1973, for the FAA approved S-61L helicopter flight manual (SA 4045-30) or, (c) receipt and incorporation of correcting revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region, to Supplement No. 4, dated December 6, 1973, for the FAA approved S-61L (serial no. 61425 and subsequent) helicopter flight manual (SA 4045-100). This amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 16, 1974.
76-01-02: 76-01-02 GRUMMAN AMERICAN: Amendment 39-2485 as amended by Amendment 39-2521. Applies to Grumman American Model AA-5, AA-5A and AA-5B airplanes, serial numbers AA5-0641 through AA5-0834, AA5A-0001 through AA5A-0050, AA5A-0054 through AA5A-0056, AA5B-0001 through AA5B-0169, AA5B-0171, and AA5B-0180 through AA5B- 0183, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the upper engine cowl, accomplish the following: (a) Visually check the upper engine cowl hinge assembly adjacent to the forward and aft attach brackets for cracks, (1) Within the next 15 hours' time in service after January 12, 1976 for Model AA-5B airplanes, and within the next 15 hours' time in service after the effective date of this amendment for Model AA-5 and AA-5A airplanes, or within 50 hours' total time in service, whichever occurs last. (2) Thereafter at intervals not to exceed 15 hours' time in service from the last inspection until modified in accordance with paragraph (b) below. (b) Replace the upper engine cowl hinge assembly with Grumman American Part Number 5101030-901 hinge assembly in accordance with Grumman American Service Bulletin No. 152 dated December 24, 1975 or later FAA approved revision thereto, (1) before further flight if cracks are found, but (2) No later than 100 hours' time in service after: (i) January 12, 1976 for Model AA-5B airplanes and (ii) the effective date of this amendment for Model AA-5 and AA- 5A airplanes. Equivalent modification may be approved by the Chief, Engineering and Manufacturing Inspection Branch, FAA Great Lakes Region. The checks for cracks required by this AD constitute preventive maintenance and may be performed by persons authorized to perform preventive maintenance under Federal Aviation Regulations, Part 43. The manufacturer's specifications and procedures identified and described in this directive areincorporated 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 these documents from the manufacturer may obtain copies upon request to Grumman American Aviation Corporation, 318 Bishop Road, Cleveland, Ohio 44143. These documents may also be examined at FAA Great Lakes Region, 2300 East Devon Avenue, Des Plaines, Illinois 60018 and at FAA headquarters, 800 Independence Avenue, S. W., Washington, D. C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D. C., and at the Great Lakes Region. Amendment 39-2485 became effective January 12, 1976. This amendment 39-2521 becomes effective February 25, 1976.
2018-19-26: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model MYSTERE-FALCON 200 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2005-23-12: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAE Systems (Operations) Limited Model BAe 146 and Model Avro 146-RJ airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This new AD requires revising the ALS of the Instructions for Continued Airworthiness to incorporate new and more restrictive life limits for certain items and new and more restrictive inspections to detect fatigue cracking in certain structures. This new AD results from issuance of a later revision to the airworthiness limitations of the BAe/Avro 146 Aircraft Maintenance Manual, which specifies new inspections and compliance times for inspection and replacement actions. We are issuing this AD to ensure that fatigue cracking of certain structural elements is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
2018-19-28: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 ECJ, and -100 IGW airplanes; and Model ERJ 190-200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by reports of bushing migration and loss of nut torque on the engine pylon lower inboard and outboard link fittings. This AD requires modification of the attaching parts of the left-hand (LH) and right-hand (RH) pylon lower link fittings, inboard and outboard positions. We are issuing this AD to address the unsafe condition on these products.
67-22-01: 67-22-01 AERO COMMANDER: Amdt. No. 39-446, Part 39, Federal Register July 22, 1967. Applies to Models 500A, 500B, 560F, 680F, 680F (Pressurized), 680 FL, and 680 FL(P) Airplanes, Serial Numbers 871, 875, and 893 through 1535 except 1496, 1515, 1517, 1519, 1527, 1531, and 1532, and 1534. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless the modification has already been accomplished in accordance with Aero Commander Service Bulletin 83A dated June 25, 1965. To prevent the main landing gear upper retaining bearing from rotating, accomplish the following: Modify the main landing gear in accordance with Aero Commander Service Bulletin 83A dated June 25, 1965, or an equivalent approved by the Director, Southwest Region, Federal Aviation Administration. Stamp the letter "B" after the design number on each landing gear data plate after the modification is made. Modification in accordance herewith obviates modification in accordance with Amendment 676 (29 F.R. 558), AD 64-02-01. This amendment effective August 28, 1967.
98-26-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
67-20-04: 67-20-04 PIPER: Amdt. No. 39-456, Part 39, Federal Register June 29, 1967. Applies to Piper PA-28 and PA-32 Series Airplanes Equipped with Main Landing Gear Torque Links which are Drilled for Lubricator Fittings. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To preclude the possibility of failure of the main landing gear torque link, accomplish the following: (a) Measure the distance from the edge of the bolt hole to the edge of the machined surface on the boss on the small (scissor) end of each of the main landing gear torque links. If this distance is .350 inches or less, the link must be replaced, either individually or in pairs, with Piper Part Number 65691-00. When replacing the link, install Piper Kit Number 757 123, which consists of a grease bolt, P/N 65799-00, a brake line clip, P/N 63332-05, a washer, P/N 62833-27, an AN310-C5 nut, P/N 404 122, and an AN-381-2-8 cotter pin, P/N 424 080. One kit is required per landing gear. (b) Inspect to determine the amount of contact on the face of the torque link stops. If the contact of the stops is along the inboard edge only, or outboard edge only, the face must be reworked to insure contact is maintained over the entire width of the bearing surface. This is required to preclude the possibility of side loads on the torque links. NOTE: Service the landing gear assembly to assure correct fluid content, air pressure and piston exposure in accordance with the Piper PA-28 or PA-32 Service Manual, as appropriate. (Piper Service Bulletin No. 248 dated May 12, 1967, covers this same subject.) This amendment effective September 27, 1967.
67-19-05: 67-19-05 PIPER: Amdt. 39-427, Part 39, Federal Register June 2, 1967. Applies to Type PA-30 airplanes, Serial Numbers 30-853, 30-902 Through 30-1470, Which Incorporate Factory Installed Oxygen System or Piper Oxygen Kits 756981 or 757100. Compliance required within the next 25 hours' time in service after the effective date of this Airworthiness Directive, unless already accomplished. To prevent cracking of the oxygen cylinder mounting channels and prevent the rudder control cable from rubbing on the oxygen cylinder rear retaining strap, accomplish the following: (a) On airplanes, Serial Numbers 30-853, 30-902 through 30-1454, modify the oxygen cylinder mounting installation in accordance with the Installation Instructions contained in Piper Oxygen Cylinder Mounting Modification Kit No. 757094 or equivalent modification, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) On all airplanes modify the Oxygen Cylinder Rear RetainingStrap P/N 758109 and remove the Rubber Strip P/N 13945-85 as shown on the sketch contained in Piper Service Bulletin No. 246, dated March 21, 1967, or equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request, with substantiating data submitted through an FAA maintenance inspector, compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (Piper Service Bulletin No. 236, dated December 29, 1966, also pertains to the subject of paragraph (a)). This amendment effective June 7, 1967.
2018-20-04: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model GVI airplanes. This AD requires revising the Normal and Abnormal Procedures sections of the airplane flight manual (AFM). This AD was prompted by potential failure of the bi-directional data bus that sends and receives critical signals between the flight control computer (FCC) and the flight control surfaces. We are issuing this AD to address the unsafe condition on these products.
55-26-02: 55-26-02 THOMPSON ENGINE DRIVE FUEL PUMPS: Applies to All Thompson TF-1100-2 and TF-1100-M2 Pumps. Compliance required as indicated. To prevent TF-1100 fuel pump failure resulting from excessive drive pin wear, accomplish the following: 1. Remove pump from certificated airplanes and replace with Thompson TF-1900 pump having larger diameter drive pin not later than August 1, 1956. TF-1100 pumps may be converted to TF-1900 pumps when modified in accordance with Thompson Service Bulletin ESD-182A and Amendment ESD-182B. 2. Until installation of the TF-1900 pump, the drive pin (Thompson Part No. TF-1191) in the TF-1100 pumps should be replaced with an unused pin at the next 100-hour aircraft inspection and each 100 hours thereafter. At the time of pin replacement, inspect the drilled hole in the TF-1100 rotor for excessive elongation and, if necessary, replace rotor. (Thompson Products Service Bulletin ESD-176A covers this same subject.) This supersedesAD 55-19-02.
2018-19-20: We are superseding Airworthiness Directive (AD) 2010-25-06, which applied to certain The Boeing Company Model 737-200, -300, -400, and -500 series airplanes. AD 2010-25-06 required repetitive inspections for cracking of certain fuselage frames and stub beams, and corrective actions if necessary. AD 2010-25-06 also provided for an optional repair, which terminated the repetitive inspections. For airplanes on which a certain repair was done, AD 2010-25-06 also required repetitive inspections for cracking of certain fuselage frames and stub beams, and corrective actions if necessary. This AD retains the actions required by AD 2010-25-06 and expands the inspection area. This AD was prompted by additional cracking found in areas not covered by the inspections in AD 2010-25-06. We are issuing this AD to address the unsafe condition on these products.
2005-23-15: The FAA is adopting a new airworthiness directive (AD) for all British Aerospace Model BAC 1-11 200 and 400 series airplanes. This AD requires revising the airplane flight manual (AFM) to contain applicable AFM amendments, which advise the flightcrew of information pertaining to safely operating the fuel system. The AD also requires revising the FAA-approved maintenance program to include certain repetitive maintenance tasks intended to improve the safety of the fuel system. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent potential ignition sources inside the fuel system, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2018-19-13: We are adopting a new airworthiness directive (AD) for all 328 Support Services GmbH Model 328-100 and -300 airplanes. This AD was prompted by reports indicating corrosion on the horizontal stabilizer bearing supports at the contact surface to the horizontal stabilizer rear spar. This AD requires inspections for corrosion and any other damage (i.e., cracking and chafing) of the horizontal stabilizer rear bearing supports, replacement of the affected horizontal stabilizer rear bearing supports if necessary, and modification of the horizontal stabilizer rear spar. We are issuing this AD to address the unsafe condition on these products.
67-18-04: 67-18-04 PAN AVION: Amdt. 39-428, Part 39, Federal Register May 30, 1967. Applies to Model PA-5 Life Vests equipped with an 8-gram CO2 cartridge (P/N 2200-525-15). Compliance required within 30 days after the effective date of this AD, unless already accomplished. To insure adequate life vest buoyancy, remove the 8-gram CO2 cartridge (P/N 2200-525-15) and install a 12-gram CO2 cartridge (P/N 2200-525-21) and a long inflator cap (P/N 2200-538-8). (Pan Avion Service Bulletin No. 22-66 dated September 15, 1966, covers this subject.) This amendment effective June 30, 1967.