Results
91-03-16: 91-03-16 BOEING: Amendment 39-6875. Docket No. 90-NM-175-AD. \n\n\tApplicability: Model 747-400 series airplanes, as listed in Boeing Alert Service Bulletin 747-25A2862, Revision 1, dated December 13, 1990, certificated in any category. \n\n\tCompliance: Required within the next 9 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent smoking material from dropping behind the sidewall lining at the second observers station, accomplish the following: \n\n\tA.\tInstall a housing on the outboard side of the second observer's ashtray in accordance with Boeing Alert Service Bulletin 747-25A2862, Revision 1, dated December 13, 1990. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, SeattleACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6875, AD 91-03-16) becomes effective on March 4, 1991.
2016-11-19: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and all Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by reports of chafing of the feeder cable at the pylon- wing junction due to vibration; one report revealed that the cable loom plastic support bracket of the G-route was broken due to vibration; and another report revealed wire chafing due to clamp damage. This AD requires modifying the cable loom support bracket of the G-route of the inboard pylons at the pylon-wing junction. We are issuing this AD to prevent chafing of the wiring in the pylon-wing area, which could result in an electrical short circuit near a flammable fluid vapor zone, and consequent fire or fuel tank explosion.
77-12-05: 77-12-05 CHAMPION SPARK PLUG COMPANY: Amendment 39-2923 as amended by Amendment 39-3208. Applies to Part Numbers CH48108 and CH48109 oil filters as installed in aircraft certified in all categories, identified by the following manufacturing date codes, 1A7E and 2A7C for the Part Number CH48108 filters, and 1A7G and 1A7I for the Part Number CH48109 oil filters, except for those affected filters which are identified with the symbol "Insp OK 5G7A" stamped adjacent to the manufacturing date code. The manufacturing date code is located on the outside of the filter housing adjacent to the filter installation instructions. Champion Spark Plug Company Aviation Sales Bulletin No. 77-13 also pertains to this subject. Compliance required before further flight, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the removal can be performed. To preclude possible oil filter malfunction resulting from internal bypass valve failure, remove all applicable filters from service. Amendment 39-2923 became effective June 24, 1977. This amendment 39-3208 becomes effective May 12, 1978.
2003-26-02: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319-113 and -114 series airplanes; and Model A320-111, -211, and -212 series airplanes; that requires either a review of airplane maintenance or delivery records, or one-time inspection of the hydraulic actuators located in the pivot doors of both thrust reversers to identify the part number, and eventual replacement of certain actuators with modified or new actuators. This action is necessary to prevent jamming of a thrust reverser door during operation, or inadvertent deployment of a thrust reverser door in-flight, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2001-21-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Company) TPE331-8, -10N, and -12B turboprop engines with certain electronic engine controls (EEC's) installed. This AD requires revising the Emergency and Normal Procedures section of the applicable Airplane Flight Manual (AFM) until the existing EEC's are replaced. This amendment is prompted by a report of an engine experiencing an uncommanded full power increase during an approach while both engine power levers were at the flight idle gate. The actions specified in this AD are intended to minimize exposure to flight and ground operations that could lead to the loss of control of the airplane due to asymmetric thrust and an uncommanded torque increase.
2024-19-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and Model 737-9 airplanes. This AD was prompted by a Boeing review of the standby power system control unit (SPCU) design where a single point of failure exists internal to the SPCU. This AD requires installing four diodes and changing wire bundles in the P5 panel, as well as performing installation and power tests and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2003-26-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes equipped with certain Litton air data inertial reference units (ADIRU). This AD requires modifying the shelf (floor panel) above ADIRU 3, and, for certain airplanes, modifying the polycarbonate guard that covers the ADIRUs, and the ladder located in the avionics compartment, as applicable. This action is necessary to prevent failure of ADIRU 3 during flight, which could result in loss of one source of critical attitude and airspeed data and reduce the ability of the flightcrew to control the airplane. This action is intended to address the identified unsafe condition.
2016-12-05: We are superseding Airworthiness Directive (AD) 2014-15-04 for certain Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. AD 2014- 15-04 required deactivating the potable water system, or alternatively filling and activating the potable water system. This new AD requires inspecting the in-line heater for correct brazing and corrective action if needed, and installing a shrinkable tube on the water line and a spray shield on the in-line heater. This AD was prompted by a report of rudder pedal restriction which was the result of water leakage at the inlet tubing of an in-line heater in the lower part of the forward fuselage. This AD was also prompted by the development of a modification that would address the unsafe condition. We are issuing this AD to prevent rudder pedal restriction due to the pitch control mechanism becoming frozen as the result of water spray, which could prevent disconnection of the pitch control mechanism and normal pitch control, and consequently resultin reduced controllability of the airplane.
92-18-09: 92-18-09 BRITISH AEROSPACE: Amendment 39-8353. Docket No. 92-NM-97-AD. Applicability: Model BAe 125-800A series airplanes; post-mod 259404B (Turbomach auxiliary power unit) and post-mod 258706 (Garrett auxiliary power unit); certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a short circuit, arcing, and an electrical fire, accomplish the following: (a) Within 120 days after the effective date of this AD, modify the auxiliary power unit wiring, in accordance with British Aerospace Service Bulletin 49-37-25A253A&B, dated October 28, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send itto the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with British Aerospace Service Bulletin 49-37-25A253A&B, dated October 28, 1991. (NOTE: The issue date of that service bulletin is indicated only on "page 1 of 10"; no other page of the document is dated.) 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on November 17, 1992.
49-11-01: 49-11-01 NAVION: Applies to Airplanes Equipped With Carter Fuel Pumps Continental P/N 530509 (Carter M687-S and M688-S) or Continental P/N 50375. To be accomplished as soon as possible but not later than April 15, 1949. Due to Carter fuel pump lower diaphragm failures, caused by diaphragm deterioration due to excessive pump temperatures when pumps are run dry, the two Carter pumps should be connected in series to insure that fuel will be continuously flowing both pumps and that the pumps will not overheat. It is therefore required that all parallel Carter pump fuel systems be converted to the series pump arrangement, or, as an alternative, that either an approved Ryan fuel system incorporating an Adel electric booster pump or an equivalent approved fuel system be installed. Ryan Navion Field Service Bulletin No. 7 also covers this subject and describes means for connecting the fuel pumps in series. In addition, the daily inspections for looseness of the pump lower bowl, which are specified in section II of Ryan's Bulletin No. 7, should be continued. This supersedes AD 48-40-01.
2003-25-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B4-622R and A300 F4-622R airplanes, and Model A310-324 and -325 series airplanes, that are equipped with Pratt & Whitney PW4000 series engines. This AD requires replacement of the existing flexible hose assembly that connects the oil pressure transmitter to the main oil circuit, with a new improved tube assembly. This action is necessary to prevent failure of the oil pressure indicator and low-oil-pressure warning in the event of an engine fire, which could result in an unannounced shutdown of the engine. This action is intended to address the identified unsafe condition.
76-15-03: 76-15-03 BELL: Amendment 39-2675. Applies to Bell Models 206A, 206B, 206A-1, and 206B-1 helicopters, equipped with main rotor blade tension-torsion straps, P/N 206-010-105-3, certificated in all categories. Compliance required as indicated. To detect straps with inadequate torsional resistance or stiffness and to remove certain straps possibly made from certain spools of wire from further service, comply with the following. (a) Within the next 25 hours' time in service after the effective date of this AD, accomplish the following, unless previously accomplished: (1) Determine the serial number of each strap and remove from service straps having serial numbers 15432 through 15472 in accordance with the pertinent model maintenance manual or an FAA approved equivalent. (2) Conduct the inspections noted in paragraph II of Bell Helicopter Company Service Bulletin No. 206-76-4, Revision A dated May 11, 1976, or a later approved revision and remove those strapswith unacceptable rotation (inadequate torsional resistance) before further flight. (b) Prior to installing replacement straps or replacement hub assemblies, determine that paragraphs (a)(1) and (a)(2) of this AD have been accomplished. Install replacement straps in accordance with the pertinent model maintenance manual or an FAA approved equivalent. (c) The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 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 Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective July 29, 1976.
2024-04-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, A320, and A321 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2021-07-11: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-A2, 1000- AE2, 1000-C2, 1000-CE2, 1000-D2, 1000-E2, 1000-G2, 1000-H2, 1000-J2, 1000-K2, and 1000-L2 model turbofan engines. This AD was prompted by the manufacturer's analysis which determined that cracks may initiate in the front seal fins and cause cracks in the low-pressure turbine (LPT) disk. This AD requires repetitive inspection of the seal fins and, depending on the results of the inspection, replacement of the LPT disk before further flight. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires you to repetitively inspect the cockpit windshield and cabin window surfaces for damage (damage is defined as crazing, scratches, and cracks). If any of the windshield or window surfaces have damage that exceeds certain limits, this AD requires you to replace the windshield or window. If the damage does not exceed certain limits, this AD allows you to blend out the damage following maintenance manual procedures. This AD is the result of continuing airworthiness information (MCAI) issued by the airworthiness authority for Japan. The actions specified by this AD are intended to prevent cockpit windshield or cabin window separation during flight, which could result in engine ingestion of glass, wing skin damage, or propeller damage, and possible loss of control of the airplane.
72-11-02: 72-11-02 BEECH: Amdt. 39-1449. Applies to the following airplanes: 1970 and after Bonanza Models Serial Numbers F33 and G33 CD-1235 through CD- 1276 F33A CE-290 through CE-366 V35B and V35B-TC D-906 through D-9319 A36 E-185 through E-310 1970 and after Baron Model Serial Numbers 95-B55 and 95-B55A TC-1383 thru TC-1425 w/25-Gal. Cells TC-1299 thru TC-1425 w/40-Gal. Cells 95-B55B TF-66 through TF-70 E55 and E55A TE-768 through TE-851 58 and 58A TH-1 through TH-200 1959 to 1969 Bonanza & Debonair Models Serial Numbers 35-33, 35-A33, 35-B33, 35-C33 and E33 CD-1 through CD-1234 35-C33A and E33A CE-1 through CE-289 E33C and F33C CJ-1 through CJ-30 K35, M35, N35, P35, S35, V35, V35-TC, V35A and V35A-TC D-5726 through D-9068 36 E-1 through E-184 1958 and before Bonanza Models Serial Numbers 35, 35R, A35, B35, C35, D35, D-1 through D-5725, E35, F35, G35, H35, J35 D-15001 and D-15002 1969 and before Baron & Travel Air Models Serial Numbers 95-55, 95-A55, 95-B55 and 95-B55A TC-1 thru TC-1382 w/25 Ga. Cells TC-1 thru TC-1298 w/40 Gal. Cells 95-B55B TF-1 through TF-65 95-C55, 95-C55A, D55 and D55A TE-1 through TE-767 95, B95, B95A, D95A and E95 TD-1 through TD-721 Compliance: Within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine fuel interruption during critical aircraft maneuvers: A) For those Beech Bonanza and Baron 1970 models and after airplanes listed herein, accomplish the following in accordance with Beech Service Instructions 0491-281 or later revision, or with Beech Service Instructions 0484-281 or later revision, as applicable: 1) Inspect all Goodyear baffled main fuel cells equipped with metal check valves to determine that the flapper element moves through its full travel without binding and seats properly. Adjust or replace the flapper element of the valve as required. 2) Inspect Uniroyal baffled main fuel cells for leaks in the area of the relief cutouts in the fuel cell baffles and repair if required. 3) a) Install a yellow band on the outside of the glass on each main fuel quantity gage. The yellow band should extend from the empty to the 1/2 full gage markings on airplanes with 25 gallon main fuel cells and to the 3/8 gage marking on single engine airplanes with 40 gallon main fuel cells. On single engine models equipped with vertical type engine gage, install a yellow band on the fuel gage from 0-80 pounds and install a new full mark at the top of the gage. Add yellow band from empty to 1/4 gage marking on Baron model airplanes with 39 or 40 gallon fuel cells, except that on Baron Models 58 and 58A airplanes add yellow band from empty to 1/8 gage markings. b) Install a placard on the fuel selector cover or floating instrument panel in full view of the pilot with the following wording: "Do not take off if fuel gages indicate in the yellow band or with less than 13 gallons in each main tank", and operate the airplane in accordance with this limitation. c) Change the left hand and right hand tank capacities on the fuel selector panel as follows: 1) to 22 gallons on airplanes equipped with 25 gallon main fuel cells, 2) to 37 gallons on airplanes equipped with 39 or 40 gallon main fuel cells, 3) to 70 gallons on Models 58 and 58A airplanes equipped with standard fuel system, and 4) to 83 gallons on Models 58 and 58A airplanes equipped with 84 gallon optional fuel system. Also, change the main fuel cell filler capacity marking on each wing to indicate the above capacities. d) Adjust the existing weight and balance information for each airplane to compensate for the increase in the amount of unusable fuel. e) As applicable, attach the appropriate Airplane Flight Manual Supplement to the AFM or install the revised Pilot's Check Lists in those airplanes equipped with check lists, or make placard changes in those airplanes equipped with placards in accordance with the Service Instructions. B) For those Bonanza, Debonair, Baron and Travel Air 1969 models and before airplanes listed herein, except for those Bonanza Model airplanes listed in Paragraph C, accomplish the following in accordance with Beech Service Instructions 0493-281 or later revision or with Beech Service Instructions 0492-281 or later revision, as applicable: 1) Comply with Paragraphs A(1) and (2) if these airplanes have been modified in accordance with Beech Service Instructions 0459-281 or Beech Service Instructions 0365-281, Rev. 1, or later revision, which cover installation of baffled main fuel cells. 2) Comply with Paragraph A(3). C) For those Bonanza 1958 models and before airplanes listed herein, in accordance with Beech Service Instruction 0495-281 or later revision: 1) Install a new decal on the outside of the glass or on the face of the main fuel gage. The decal must be positioned so that the yellow band denoting minimum fuel for takeoff (7 gallons) extends up to the center of the 1/2 mark. The red band denoting unusable fuel (3 gallons) must cover the old empty mark. A new empty mark must be located between the yellow and red bands. Operate the airplane in accordance with these limitations. 2) Change the left hand and right hand tank capacities on the fuel selector panel to 17 gallons. Also change the main fuel cell filler capacity marking on each wing to indicate the above capacities. 3) Comply with Paragraphs A(3)(d) and A(3)(e). D) Any alternate method of compliance with this AD must be referred to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 20, 1972.
2018-09-05: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 and 787-9 airplanes powered by Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000- J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires revising the airplane flight manual (AFM) to limit extended operations (ETOPS). This AD was prompted by a report from the engine manufacturer indicating that after an engine failure, prolonged operation at high thrust settings on the remaining engine during an ETOPS diversion may result in failure of the remaining engine before the diversion can be safely completed. We have determined that updated AFM limitations are needed to minimize the potential for intermediate pressure compressor (IPC) blade failures under certain conditions. We are issuing this AD to address the unsafe condition on these products.
2023-13-11: The FAA is superseding Airworthiness Directive (AD) 2022-04- 09, which applied to certain AVOX Systems Inc. (formerly Scott Aviation) oxygen cylinder and valve assemblies; and oxygen valve assemblies; installed on but not limited to various transport airplanes. AD 2022-04-09 required an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number; for certain assemblies and parts, a detailed inspection of the gap between the bottom of the packing retainer and top of the valve body on the assemblies; and replacement of assemblies having unacceptable gaps. This AD was prompted by a determination that additional assemblies and parts are affected by the unsafe condition. This AD requires an inspection of the oxygen valve assemblies, and oxygen cylinder and valve assemblies, to determine the serial number of the valve, cylinder, and entire assembly; for certain assemblies and parts, a detailed inspection for correct spacing of the gap between the bottom of the packing retainer and top of the valve body on the assemblies and replacement of assemblies having unacceptable gaps. This AD also limits the installation of affected parts under certain conditions and reporting inspection results and returning certain assemblies to the manufacturer. The FAA is issuing this AD to address the unsafe condition on these products.
2003-16-51: This amendment adopts a new airworthiness directive (AD) that applies to certain Schempp-Hirth (SCHEMPP-HIRTH) Flugzeugbau GmbH Model Duo-Discus gliders. This AD requires you to accomplish a one-time inspection of the bonding of the spar cap and spar web, and repair any defective bonding of the spar cap and spar web. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct failure of the bonding of the spar cap and spar web, which if not detected and corrected, could result in an in-flight failure of the wing.
54-18-01: 54-18-01 NAVION: Applies to All Models. Compliance required as indicated. Inspection of a number of Navions has revealed an undesirable condition in which there is relative motion between the wing and fuselage at the wing-to-fuselage attachment necessitating installation of additional shear carrying attachment angles between the fuselage and wing. This condition is most prevalent in, but not limited to, older Navions and can be readily detected when the wing root fillets have been removed and a sharp fore and aft shaking force is applied to the wing tip. If loose, the applied force can be made to develop a motion of the wing mass which is opposite to the motion of the fuselage mass, and the looseness will be definitely seen and felt. It is therefore necessary that all Navions be inspected for this condition as soon as practicable but not later than October 15, 1954. In case the wings and fuselage seem to move as a unit mass and feel "solid" to the person applyingthe force, the corrective action outlined below may be delayed until the next annual inspection of the airplane. If a loose condition is evident, immediate corrective action as indicated in items 1 and 2 is necessary. 1. Determine whether there is any looseness due to elongated holes at the six bolt locations (two outboard and two inboard forward wing attachment bolts and two aft wing attachment bolts). If no elongated holes are found, the corrective action in item 2 should be accomplished. If elongated holes are evident proceed as follows (including item 2): (a) Ream each of the four forward wing attachment bolt holes (AN 5 inboard and AN 6 outboard) to receive the next larger size bolts. Remove and replace only one bolt at a time and torque to 140 inch-pounds. (If the next larger size bolts had already been installed previously for other reasons, the rework in accordance with this directive should be brought to the attention of the local FAA Agent for detail consideration. (b) Remove the two AN 5-65A aft attachment bolts, tube spacers, washers and units and install two 4 1/2-inch long 0.064 24ST alclad doubler strips to each end of the bottom inside flange of frame 142.57. Rivet each strip to the frame with four 5/32-diameter rivets and drill and ream to 0.3125-diameter to match the existing 5/16-diameter bolt hole in each frame. The two tube spacers must be shortened to fit within the channel and the two AN 5-65A bolts should be installed and torqued to 140 inch-pounds. 2. Install the following wing-to-fuselage chordwise shear attachment. (a) An 0.064 24S-T4 alclad angle should be fabricated to conform to the wing contour and attached to the lower longeron, inboard flange (both sides of airplanes). This angle should extend from the wing front spar reference plane to approximately 1 inch aft of the wing center spar reference plane (approximately 22 1/2 inches long). Attachment to the upper longeron should be made with eight AN 3 bolts. Attachment to the wing skin should be with fifteen 5/32 rivets (may be blind). Caution should be used in drilling through the wing skin to avoid injuring the fuel tank. (b) Flange of angle attaching to wing skin may be cut to conform to existing holes in wing skin for tubing which may pass through this area. (Ryan Navion Field Service Bulletin No. 21 covers this same subject.)
77-10-06: 77-10-06 BELL HELICOPTER TEXTRON: Amendment 39-2897. Applies to Models 206A and 206B helicopters certificated in all categories as indicated below: Compliance required within the next 100 hours time in service after the effective date of this Airworthiness Directive (AD), unless already accomplished. To minimize the possibility of loss of directional control due to failure of the tail rotor drive shaft, remove and replace tail rotor drive shaft bearings, bearing hangers, retaining rings, and shaft segments as specified in items 1 through 7 below: 1. Helicopter Serial Numbers 1 through 413: Tail Rotor Drive Shaft Installation Part Number 206-040-301-1: a. Remove Install One (1) hanger, P/N 206-040-336-1 One (1) hanger, P/N 206-040-346-9 One (1) hanger, P/N 206-040-335-1 One (1) hanger, P/N 206-040-345-9 Five (5) hangers, P/N 206-040-331-1 Five (5) hangers, P/N 206-040-338-5 Seven (7) bearings, P/N 206-040-339-1 Seven (7) bearings, P/N206-040-339-9 Twelve (12) retainers, P/N RR216C -------------------------- One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 b. To prevent bearing hangers from chafing the drive shaft cover, the cover must be modified in accordance with Bell Helicopter Company Technical Bulletin Number 206- 76-2 dated January 7, 1976, (misdated 206-76-2) or later FAA-approved revision or FAA- approved equivalent. 2. Helicopter Serial Numbers 414 through 913: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 3. Helicopter Serial Numbers 414 through 637: Tail Rotor Drive Shaft Installation Part Number 206-040-301-7: Remove Install One (1) shaft, P/N 206-040-320-7 One (1) shaft, P/N 206-040-320-11 NOTE: Shaft P/N 206-040-320-7 may be reworked to configuration of Shaft P/N 206-040-320-11. See Part V of Bell Helicopter Company Service Bulletin Number 206-76-12. 4. Helicopter Serial Numbers 914 through 1251: Tail Rotor Drive Shaft Installation Part Number 206-040-301-13: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 5. Helicopter Serial Numbers 1252 through 1993: Tail Rotor Drive Shaft Installation Part Number 206-040-301-19: Remove Install Seven (7) bearings, P/N 206-040-339-3 or -5 Seven (7) bearings, P/N 206-040-339-9 6. Removal and replacement as prescribed by paragraphs 1 through 5 must be in accordance with the applicable maintenance and overhaul manual instructions. 7. All spring clamp type bearing hangers, Part Number 206-040-338-5, must be installed with the spring on the left side of the tail boom. Bell Helicopter Company Service Bulletin 206-76-12 pertains to and provides instructions for accomplishing the intent of this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas, 76101. These documents may also be examined at Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, 76101, and at FAA Headquarters, 800 Independence Avenue S.W., Washington, D.C., 20591. Equivalent means of compliance with the modifications prescribed by this AD may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas, 76101. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, may adjust the compliance time prescribed by this AD, if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective May 13, 1977.
2016-12-08: We are adopting a new airworthiness directive (AD) for GROB Aircraft AG Model G115EG 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 cracks in the bonded joint of the rear horizontal stabilizer frame. We are issuing this AD to require actions to address the unsafe condition on these products.
68-18-02: 68-18-02 CESSNA: Amendment 39-647. Applies to Model 177, Serial Numbers 661, and 17700001 and 17700003 through 17701164 airplanes. Compliance: Required within the next 10 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished. To prevent failure of the oil pressure gauge line between the engine crankcase and aircraft firewall, accomplish the following: (A) Replace the copper oil pressure gauge line assembly between the engine crankcase and aircraft firewall with a flexible hose assembly in accordance with Cessna Service Letter No. SE68-14, Supplement No. 1, dated August 23, 1968, or any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Central Region. This amendment becomes effective September 5, 1968.
78-20-02: 78-20-02 MCDONNELL DOUGLAS: Amendment 39-3306. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories, incorporating Part No. SK12280-120, SK12280A120, SK12280-220, or SK12280A220, horizontal stabilizer drive chain with 6,000 or more hours' time in service on the chain. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible damage of the horizontal stabilizer attachment structure due to stabilizer drive chain failures accomplish the following: \n\n\t(a)\tWithin 90 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 90 hours' time in service, inspect to assure that each horizontal stabilizer drive chain is intact and completely engaged on the drive sprockets. If a chain is found disengaged from the sprocket or has noticeable damage, both this and the other chain on the same side must be replaced before further flight. \n\n\t(b)\tWithin the next 400 hours' time in service after the effective dateof this AD, unless accomplished within the last 800 hours' time in service, and thereafter at intervals not to exceed 1200 hours' time in service, inspect each horizontal stabilizer drive chain as follows: \n\n\t\t(1)\tWith hydraulic power applied, manually position the hydraulic control valve on the aft pressure bulkhead to actuate the chain in approximately 6 inch increments. \n\n\t\t(2)\tWipe the grease from the outer surface of the upper and lower side links. \n\n\t\t(3)\tVisually inspect each and every side link outer surface for fracture or link damage. Special consideration should be given to the areas directly adjacent to the link pins. Move the horizontal stabilizer as required to continue the inspection sequence until a total inspection of each drive chain is assured. \n\n\t\t(4)\tIf any link is found cracked or visually damaged, that chain and the other chain of the same side must be replaced before further flight. \n\n\t\t(5)\tLubricate the drive chain on the completion of the inspection. \n\n\t(c)\tWithin the next 4,000 hours' time in service after the effective date of this AD, replace chain Part Nos. SK122080-120, SK12280A120, SK12280-220 or SK12280A220 with chain Part Nos. SK14869-120 or SK14869-220. \n\n\t(d)\tInspections per paragraphs (a) and (b) may be discontinued upon accomplishment of the chain replacement specified in paragraph (c). \n\n\t(e)\tEquivalent inspections, modifications, or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the inspection or chain replacement required by this AD. \n\n\tNOTE: McDonnell Douglas DC-10 Alert Service Bulletin A27-163 dated March 30, 1978, Service Bulletin 27-163 dated July 6, 1978 and Telex Alert Service Bulletin A27-163R1 dated August 1, 1978 cover this same subject. \n\n\tThis amendment becomes effective October 3, 1978.
2016-12-09: We are superseding Airworthiness Directive (AD) 2016-09-11 for certain Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2016-09-11 required removing fasteners, doing a rototest inspection of fastener holes, installing new fasteners, oversizing the holes and doing rototest inspections for cracks if necessary, and repairing any cracking that is found. This new AD requires the same actions as AD 2016-09-11, but includes Model A330-300 series airplanes in paragraph (g)(2) of this AD. This AD was prompted by the discovery of missing affected airplanes in paragraph (g)(2) of AD 2016-09-11 that resulted from converting a table in the proposed AD to text in AD 2016-09-11. We are issuing this AD to detect and correct cracking on certain holes of certain frames of the center wing box (CWB), which could affect the structural integrity of the airplane.