Results
98-04-25: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon Aircraft Company Model 2000 airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions. This AD is prompted by the results of a review of the requirements for certification of these airplanes in icing conditions, new information on the icing environment, and icing data provided currently to the flight crew. The actions specified by this AD are intended to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2006-20-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 airplanes. This AD requires an inspection to determine if the stiff part of the girt and girt bar position of the forward left-hand and right-hand passenger doors is incorrect, and repair if necessary. This AD results from cases of girt bar disengagement from the floor fitting during deployment tests of slide rafts at the forward passenger doors. We are issuing this AD to prevent disengagement of the telescopic girt bar from the airplane when the door is opened in emergency situations, which could result in the inability to open the passenger door and to use the escape slide/raft at that door during an emergency evacuation of the airplane.
2019-08-01: We are adopting a new airworthiness directive (AD) for certain RECARO Aircraft Seating GmbH & Co. KG (RECARO) Model 3510A and 3510D passenger seats. This AD requires modification and re-identification of all affected RECARO model passenger seats. This AD was prompted by an analysis that the affected RECARO model passenger seats contain a seat pan assembly design that can trap a person using the seat to assist during an emergency evacuation. We are issuing this AD to address the unsafe condition on these products.
87-16-06: 87-16-06 AIRBUS INDUSTRIE: Amendment 39-5692. Applies to Airbus Industrie Model A300 and A310 airplanes listed in Airbus Industrie Service Bulletins A300-32-374, Revision 1, dated July 15, 1986, and A310-32-2023, Revision 2, dated February 20, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent collapse of the nose landing gear due to failure of the drag strut upper attachment pin, accomplish the following: A. Prior to the accumulation of 16,000 landings or within the next 2,000 landings, whichever occurs later, replace the nose landing gear drag strut upper attachment pin in accordance with Airbus Industrie Service Bulletin A300-32-374, Revision 1, dated July 15, 1986 (applicable to Model A300 airplanes), or A310-32-2023, Revision 2, dated February 20, 1987 (applicable to Model A310 airplanes). B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level ofsafety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Centreda, Avenue Didier Daurat, 31700 Blagnac, France. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective September 3, 1987.
76-12-07: 76-12-07 BELL: Amendment 39-2640 as amended by Amendment 39-3569. Applies to tail rotor pitch control chains, P/N 204-001-739-3, installed on all Bell Model 204B helicopters and on Bell Model 205A-1 helicopters, S/N 30001 through 30228, certificated in all categories (Airworthiness Docket No. 76-SW-19). Compliance required for Model 204B helicopters within 25 hours' time in service after July 19, 1976, and thereafter, at intervals not to exceed 25 hours' time in service from the last inspection. Compliance required for Model 205A-1 helicopters within 10 hours' time in service after October 29, 1979, and thereafter, at intervals not to exceed 10 hours' time in service from the last inspection, until Bell Service Bulletin 205-78-5 dated May 16, 1978, is incorporated per paragraph (f) of this AD. To detect cracks in the tail rotor pitch change chain link segments and to prevent possible failure of the tail rotor pitch change chains, accomplish the following repetitive inspections on chains, Part Number 204-001-739-3. (a) Remove the cover, if installed, from the chain assembly. (b) Inspect each chain assembly for cracks in the link segments using a 10-power or higher magnifying glass. Particular attention should be placed on the portion of the chain that travels over the sprocket and that extends six inches each side of this area or portion. (c) Remove chains with cracked or broken links or segments before further flight in accordance with the applicable maintenance manual or an equivalent FAA approved procedure. (d) Install chains with uncracked segments in accordance with the applicable maintenance manual and rig the controls as specified in the applicable maintenance manual or an equivalent FAA approved procedure. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Flight Standards Division, FAA, Southwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (f) Within 100 hours' time in service after October 29, 1979, modify Bell Model 205A-1 aircraft in accordance with Bell Service Bulletin 205-78-5 dated May 16, 1978, as appropriate. This, in part, requires removal of the chain and cable control system and installation of the push-pull control system in conjunction with use of the Model 212 type of tail rotor. (g) Aircraft may be flown in accordance with FAR 21.197 to a location where modification required by paragraph (f) of this AD may be accomplished. (h) Equivalent means of compliance with paragraph (f) of this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, Fort Worth, Texas. Amendment 39-2640 became effective July 19, 1976. This Amendment 39-3569 becomes effective October 29, 1979.
86-22-10: 86-22-10 COLLINS AVIONICS DIVISION/ROCKWELL INTERNATIONAL: Amendment 39-5462. Applies to Collins Model DME-42, P/N 622-6263-002, Distance Measuring Equipment. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent display of erroneous DME-42 information, accomplish the following: (a) For aircraft with Collins Model DME-42 Distance Measuring Equipment installed, within the next 25 hours time-in-service after the effective date of this AD: (1) Visually inspect all installed DME-42 equipment to determine if Part Number (P/N) 622-6263-002 transceivers are installed. (2) If installed, prior to further flight remove the transceiver(s), and tag the unit(s) unserviceable until the modification specified in paragraph (b) of this AD is accomplished. (b) For all affected DME-42 transceivers, P/N 622-6263-002, not installed in an aircraft, prior to further use modify and reidentify the transceiver inaccordance with the instructions contained in Collins Service Bulletin DME-42 SB-6, dated October 15, 1986. (c) Aircraft 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, Atlanta Aircraft Certification Office, ACE-115A, FAA, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents(s) referred to herein upon request to Collins Avionics Division/Rockwell International, 400 Collins Road, N.E., Cedar Rapids, Iowa 52498; or the FAA, Rules Docket, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 17, 1986.
2000-01-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires the replacement of fuse pins in the attachment fittings and support fittings of the main landing gear with new, improved fuse pins. This amendment is prompted by a report of corrosion of a fuse pin of a similar design on the main landing gear of a Boeing Model 767 series airplane. The actions specified by this AD are intended to prevent corrosion and subsequent fracture of the fuse pins, which could result in collapse of the main landing gear and the loss of the inboard flap and spoilers.
2006-19-10: We are adopting a new airworthiness directive (AD) that supersedes AD 2005-17-19, which applies to certain Cirrus Design Corporation (CDC) Models SR20 and SR22 airplanes. AD 2005-17-19 currently requires you to measure and adjust the crew seat break-over bolts and to replace the crew seat recline locks on both crew seats. Since we issued AD 2005-17-19, CDC developed new crew seat break-over pins to replace the old crew seat break-over bolts. Consequently, this AD retains the action from AD 2005-17-19 of replacing the crew seat recline locks on both seats and adds the action of replacing the crew seat break-over bolts with the new crew seat break-over pins on both seats. We are issuing this AD to prevent the crew seats from folding forward during emergency landing dynamic loads with consequent occupant injury. DATES: This AD becomes effective on October 24, 2006. As of October 24, 2006 the Director of the Federal Register approved the incorporation by reference of CirrusDesign Corporation Service Bulletin SB 2X-25-17 R1, Issued: December 15, 2005, Revised: January 20, 2006. As of October 13, 2005 (70 FR 51999, September 1, 2005), the Director of the Federal Register previously approved the incorporation by reference of Cirrus Design Corporation Service Bulletin SB 2X-25-06 R4, Issued: August 13, 2004; Revised: May 5, 2005.
96-07-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires inspection(s) to verify that the position indicator of the fuel balance transfer valve (FBTV) is in the closed position, and closing the FBTV, if necessary; and deactivation of the fuel balance transfer system (FBTS). This amendment is prompted by a report that, under certain failure conditions, the actuator of the FBTV could remain in the open position without a flight deck indication. The actions specified by this AD are intended to ensure that the FBTV is not in the open position during flight, which could lead to the reduction of fuel supply to the engines during cross-feed operation and consequent engine fuel starvation.
2006-18-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B16 (CL-604) airplanes and Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. These models may be referred to by their marketing designations as RJ100, RJ200, CRJ100, CRJ200, and CL-65. This AD requires revising the Emergency Procedures section of the airplane flight manual (AFM) to advise the flightcrew of additional procedures to follow in the event of stabilizer trim runaway. For certain airplanes, this AD also requires revising the Abnormal Procedures section of the AFM to advise the flightcrew of procedures to follow in the event of MACH TRIM, STAB TRIM, and horizontal stabilizer trim malfunctions. This AD results from reports of uncommanded horizontal stabilizer trim motion. We are issuing this AD to ensure that the flightcrew is advised of appropriate procedures to follow in the event of stabilizer trim runaway. Failure to follow these procedures could result in excessive uncommanded movement of the horizontal stabilizer trim actuator (HSTA) and loss of ability to use trim switches to override uncommanded movement or yoke disconnect switches to disconnect the HSTA, which could result in reduction of or loss of pitch trim control and consequent reduced controllability of the airplane.
86-14-03: 86-14-03 AVIONS MARCEL DASSAULT - BREGUET AVIATION (AMD): Amendment 39-5342. Applies to all AMD Mystere Falcon 50 airplanes, certificated in any category. Compliance is required as indicated below. To detect and prevent leaks in the refueling system, accomplish the following: A. Within the next 30 days after the effective date of this AD, unless accomplished within the last 30 days, and thereafter at intervals not to exceed 30 days, perform an inspection of the guide rod in the refueling connector for damage, in accordance with AMD Service Bulletin F50-28-11(137), dated December 30, 1982. Replace any damaged or leaking guide rod with a serviceable unit prior to further flight. NOTE: After each refueling under pressure, a visual leak check should be performed. B. Within 6 months after the effective date of this AD, modify the refueling connector by installing a steel guide rod, in accordance with AMD Service Bulletin F50-28-11(137), unless previously accomplished.Accomplishment of this modification provides terminating action for the inspections required by paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive, who have not already received the appropriate service document from the manufacturer, may obtain copies upon request to the AMD-BA Representative, 40 FJC, Teterboro Airport, Teterboro, New Jersey 07608. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.
96-17-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech Model 400, 400A, MU-300-10, and 2000 airplanes, and Model 200, B200, 300, and B300 series airplanes, that requires replacement of outflow/safety valves with serviceable valves. This amendment is prompted by a report of cracking and subsequent failure of outflow safety valves in the pressurization system. The actions specified by this AD are intended to prevent such cracking and subsequent failure of the outflow/safety valves, which could result in rapid decompression of the airplane.
83-02-02: 83-02-02 DEHAVILLAND: Amendment 39-4553. Applies to DHC-6 Models 1, 100, 200, and 300 (all serial numbers) airplanes certificated in any category. COMPLIANCE: Required on or before May 1, 1983, unless already accomplished. To prevent catastrophic failure of the wing, wing carry through, and attaching structure, accomplish the following: a) Modify and replace the structural components listed in DeHavilland Structural Components Service Life Limits Manual PSM 1-6-11, Revision 2, approved by DOT Canada August 29, 1978 in accordance with the respective schedules listed therein. b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. c) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, ANE- I70, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective on February 4, 1983.
99-21-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319-131, A320-232 and -233, and A321-131 and -231 series airplanes, that requires replacement of all titanium thrust links with steel thrust links. 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 the titanium thrust links due to the life limit of the thrust links, which in combination with other failures, could result in the separation of an engine from the airplane.
90-16-01: 90-16-01 AIRBUS INDUSTRIE: Amendment 39-6680. Docket No. 90-NM-62-AD. Applicability: Model A300 series airplanes, serial numbers up to and including 253, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent malfunction of the main landing gear in the free fall mode, accomplish the following: A. Within 100 landings after November 27, 1989 (the effective date of AD 89-23-01), inspect both main landing gears (MLG) for defective uplock control bellcrank support bearings, Part Number (P/N) 8116-16 in accordance with All Operators Telex (AOT) 32/88/02, dated December 14, 1988. If a defective bearing is found, replace it with a serviceable bearing prior to further flight. B. Replace both MLG uplock control bellcrank support bearings, P/N 8116-16, with new sealed bearings, P/N 8106-16, in accordance with Airbus Industrie Service Bulletin A300-32- 395, dated November 30, 1989, as follows: 1. Within 30 months after the effective date of this AD, if bearings, P/N 8116-16, were replaced at the time of accomplishing paragraph A., above. 2. Within 15 months after the effective date of this AD, if bearings, P/N 8116-16 were not replaced at the time of accomplishing paragraph A., above. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 89-23-01, Amendment 39-6366. This amendment (39-6680, AD 90-16-01) becomes effective on August 31, 1990.
98-03-01: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere Falcon 200 series airplanes, that requires reducing the life limit of the polyurethane foam used in the fuselage fuel tanks. 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 ensure replacement of the polyurethane foam in the fuselage fuel tanks when it has reached its maximum life limit; polyurethane foam that is not replaced in a timely manner could result in fuel contamination or increased risk of explosion in the fuselage fuel tank.
2019-08-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a determination that certain areas in the tire/wheel threat zones could be susceptible to damage, which could result in loss of braking on one main landing gear (MLG) truck, loss of nose wheel steering, and loss of directional control on the ground when below rudder effectiveness speed. This AD requires installing hydraulic tubing, a pressure-operated check valve, and new flight control software. We are issuing this AD to address the unsafe condition on these products.
93-10-06: 93-10-06 PIPER AIRCRAFT CORPORATION: Amendment 39-8586. Docket No. 90-CE-21-AD. Supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers J-2 Series 500 through 1975 J-3, NE-1, and L-4 All serial numbers J-4 Series 4-401 through 4-1649 J-5, J-5C, L-14, AE-1, and HE-1 Series 5-1 through 5-1389 PA-11 Series 11-1 through 11-1678 PA-12 Series 12-1 through 12-4036 PA-14 Series 14-1 through 14-523 PA-15 15-1 through 15-388 PA-16 16-1 through 16-736 PA-17 17-1 through 17-215 PA-18 and PA-18A 18-1 through 18-8309025, 1809001 through 1809032, and 1809034 through 1809040 PA-19 19-1, 19-2, and 19-3 PA-20 Series 20-1 through 20-1121 PA-22 Series 22-1 through 22-9848 PA-25 Series 25-1 through 25-8156024 Compliance: Required as indicated, unless already accomplished. To prevent in-flight separation of the wing from the airplane caused by corroded wing lift struts or cracked forks, accomplish the following: (a) Within the next 30 calendar days after the effective date of this AD or within two calendar years after the last inspection accomplished in accordance with AD 77-03-08, whichever occurs later, remove the wing lift struts in accordance with the applicable maintenance manual, and accomplish the actions of either paragraph (a)(1), (a)(2), (a)(3), or (a)(4) below: (1) Inspect the wing lift struts for corrosion in accordance with the instructions in either Piper Service Bulletin (SB) No. 528D, dated October 19, 1990, or Piper SB No. 910A, dated October 10, 1989, as applicable. NOTE 1: Inspection methods such as x-ray or boroscope may be utilized provided they are approved as an alternative method of compliance in accordance with the procedures specified in paragraph (f) of this AD. (i) If corrosion is not found, reinspect at intervals not to exceed 2 calendar years. (ii) If corrosion is found, prior to further flight, accomplish either paragraph (a)(2), (a)(3), or (a)(4) of this AD. (iii) If holes have been drilled in sealed struts to attach cuffs, door clips, or other hardware, reinspect the wing lift struts at intervals not to exceed 2 calendar years. (2) Install original equipment manufacturer (OEM) part number wing lift struts or FAA-approved equivalent wing lift struts that have been inspected and found airworthy. Inspect these wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 2 calendar years. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA Parts Manufacturer Approved (PMA) equivalent wing lift strut assemblies on each wing. NOTE 2: These new sealed wing lift strut assemblies contain both a sealed strut and redesigned fork. (4) Install F. Atlee Dodge wing lift struts in accordance with the instructions to Supplemental Type Certificate (STC) SA4635NM, and inspect the wing lift struts as specified in paragraph (a)(1) of this AD at intervals not to exceed 5 calendar years. (b) Within the next 100 hours time-in-service (TIS) after the effective date of this AD or within 500 hours TIS after the last inspection accomplished in accordance with AD 81-25-05, whichever occurs later, remove the wing lift strut forks and accomplish the actions of either paragraph (b)(1), (b)(2), (b)(3), or (b)(4) below: (1) Inspect the wing lift strut forks using currently approved magnetic procedures. (i) If no cracks are found, reinspect at intervals not to exceed 500 hours TIS and replace the lift strut forks at the time specified in either paragraph (b)(1)(i)(A) or (b)(1)(i)(B) below: (A) If airplane is or has been equipped with floats, upon the accumulation of 1,000 hours TIS. (B) If airplane has never been equipped with floats, upon the accumulation of 2,000 hours TIS. (ii) Replacement parts shall be of the same part number of the existing part and shall be manufactured with rolled threads or an FAA-approved equivalent part. Lift strut forks manufactured with machined (cut) threads shall not be utilized. (iii) If cracks are found, prior to further flight, install forks as specified in either paragraph (b)(2), (b)(3), or (b)(4) of this AD. (2) Install OEM part number wing lift strut forks that have been inspected and found airworthy. Reinspect using currently approved magnetic procedures at intervals specified in paragraph (b)(1) of this AD. (3) Install new sealed wing lift strut assemblies (part numbers as specified in Piper SB No. 528D or Piper SB No. 910A) or Univair FAA PMA equivalent wing lift strut assemblies on each wing. The installation of these assemblies may have already been accomplished in accordance with paragraph (a)(3) of this AD. (4) Install F.Atlee Dodge wing lift strut forks in accordance with the instructions to STC SA4635NM. (c) The installation of new sealed wing lift strut assemblies as specified in paragraphs (a)(3) and (b)(3) of this AD is considered terminating action for the repetitive inspection requirement of this AD. (d) The installation of F. Atlee Dodge wing lift strut forks as specified in paragraph (b)(4) of this AD is considered terminating action for the repetitive inspection requirement of paragraph (b)(1) of this AD. (e) 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. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (g) The inspections required by this AD shall be done in accordance with Piper Service Bulletin No. 528D, dated October 19, 1990, or Piper Service Bulletin No. 910A, dated October 10, 1989, as applicable. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-8586) supersedes AD 77-03-08, Amendments 39-2833 and 39-3269, and AD 81-25-05, Amendment 39-4276. (i) This amendment becomes effective on July 9, 1993.
97-04-09: 97-04-09 AEROSPATIALE: Amendment 39-9933. Docket 97-NM-24-AD. Applicability: Model ATR42-300 and ATR42-320 series airplanes, on which the lower lugs of the barrel of the main landing gear (MLG) have been overhauled or repaired, certificated in any category. NOTE 1: This AD does not affect new barrel assemblies that have never been overhauled or repaired. NOTE 2: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue cracking in the lower lugs of the barrel and consequent collapse of the MLG, accomplish the following: (a) Prior to the accumulation of 2 years time-in-service since last overhaul or repair of the barrel lower lugs of the MLG, or within 60 days after the effective date of this AD, whichever occurs later, perform an ultrasonic inspection to detect fatigue cracks of the lower lugs of the barrel of the MLG, in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. (1) If no echo is detected or the echo is less than 20%, repeat the ultrasonic inspection thereafter at intervals not to exceed 700 landings. (2) If any echo is greater than or equal to 20%, prior to furtherflight, replace the barrel assembly with a new or serviceable barrel assembly, in accordance with the service bulletin. After replacement, prior to the accumulation of 2 years time-in-service on that replacement part, accomplish the actions specified in paragraph (a) of this AD. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections and replacement shall be done in accordance with Messier-Dowty Service Bulletin 631-32-132, dated January 21, 1997. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 7, 1997.
98-21-25: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Models 3101 and 3201 airplanes that are equipped with the ground inhibit function (Modification JM7813A (SB 27-JM7813A) or JM7813B). This AD requires removing the ground inhibit time delay and the ground test relay from the stall warning and protection system and rewiring part of the stall warning and protection system to assure that system reliance is maintained after relay removal. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the ground inhibit relay while it is in the energized position caused by the current design, which could result in failure of the stall warning system and possible loss of control of the airplane in certain situations if the crew was not aware that the system had failed.
89-15-04: 89-15-04 BOEING: Amendment 39-6250. \n\tApplicability: Model 757-200 series airplanes through line number 164, equipped with Pratt and Whitney PW2000 engines, certificated in any category. \n\tCompliance: Required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent engine in-flight shutdown and engine damage, due to loss of engine oil resulting from cracked oil pressure indicator tube assemblies, accomplish the following: \n\n\tA.\tRemove five oil pressure indication system tube assemblies and replace them with flexible hose assemblies, in accordance with Boeing Service Bulletin 757-79-0005, dated May 26, 1988. \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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6250, AD 89-15-04) becomes effective on July 24, 1989.
98-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect fatigue cracking of the lower surface panel on the wing center box; and repair, if necessary. This amendment also requires modification of the lower surface panel on the wing center box, which constitutes terminating action for the repetitive inspections. 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 fatigue cracking of the lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
2019-03-29: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by an incident of uncommanded nose wheel steering (NWS) in-service; subsequent investigation revealed that the steering selector valve (SSV) is susceptible to jamming in the open position due to particulate contamination of the hydraulic system. This AD requires modifying the left-hand hydraulic system of the NWS control system and, for certain airplanes, torqueing the [[Page 18705]] fittings on a certain tube assembly. We are issuing this AD to address the unsafe condition on these products.
2006-18-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB-Fairchild SF340A (SAAB/SF340A) and SAAB 340B airplanes, that requires modification and repetitive inspections of the hot detection system of the tail pipe harness of the engine nacelles. The actions specified by this AD are intended to prevent false warning indications to the flightcrew from the hot detection system due to discrepancies of the harness, which could result in an unnecessary aborted takeoff on the ground or in-flight engine shutdowns. This action is intended to address the identified unsafe condition.
87-08-09: 87-08-09 AIRBUS INDUSTRIE, BOEING, BRITISH AEROSPACE, LOCKHEED, AND MCDONNELL DOUGLAS: Amendment 39-5613. Applies to Airbus Industries Models A300 and A310; Boeing Models 707, 720, 727, 737, 747, 757, and 767; British Aerospace Models BAe 146 and BAC 1-11; Lockheed Model L-1011; and McDonnell Douglas Models DC-8, DC-9 (includes MD-80 series), and DC-10; certificated in any category.\n\n\tTo eliminate the possibility of a chemical reaction between atmospheric oxygen and volatile gases from the tire inner liner producing a tire explosion, accomplish the following, unless already accomplished:\n\n\tA.\tWithin 180 days after the effective date of this AD, to ensure that all aircraft tires mounted on braked wheels do not contain more than 5 percent oxygen by volume, accomplish paragraph 1. or 2., below. Either of these procedures is acceptable, or they may be used together:\n\n\t\t1.\tInstall a placard, either in each wheel well or on or near each landing gear strut incorporating braked wheels, and in a location so as to be easily seen and readable by a person performing routine tire servicing. This placard shall state "INFLATE TIRES WITH NITROGEN ONLY." The words "SERVICE" or "FILL" may be substituted for the word "INFLATE".\n\n\t\t2.\tIncorporate into the FAA-approved maintenance program procedures that include the following items: \n\n\t\t\ta.\tOn braked wheels, install only tires that have been inflated with dry nitrogen or other gases shown to be inert such that the gas mixture does not exceed 5 percent oxygen by volume.\n\n\t\t\tb.\tTires on braked wheels may be serviced with air at remote locations where dry nitrogen is not available, provided that:\n\n\t\t\ti.\tthe oxygen content does not exceed 5 percent by volume; or\n\n\t\t\tii.\twithin the next 15 hours time-in-service, the tire must be purged of air and inflated with dry nitrogen so that the oxygen does not exceed 5 percent by volume.\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, FAA, Northwest Mountain Region (Airbus Industrie, Boeing, and British Aerospace models); or the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region (Lockheed and McDonnell Douglas models).\n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD.\n\n\tThis Amendment becomes effective June 1, 1987.