Results
2014-17-09: We are adopting a new airworthiness directive (AD) for all Harry E. Williams de Havilland Model DH 82A airplanes, all Cliff Robertson de Havilland Model DH 82A airplanes, and all de Havilland Model DH 83 airplanes. This AD requires inspecting the aircraft maintenance records and/or the installed lateral fuselage tie rods and [[Page 52178]] attaching nuts to determine the origin of manufacture. This AD also requires immediately replacing lateral fuselage tie rods and attaching nuts produced by a specific manufacturer. This AD was prompted by reports of structural failure of the attachment of the wing to the fuselage that resulted from failed lateral fuselage tie rods. We are issuing this AD to correct the unsafe condition on these products.
93-18-06: 93-18-06 FOKKER: Amendment 39-8691. Docket 92-NM-113-AD. Applicability: Model F28 Mark 0100 series airplanes, serial numbers 11244 to 11371 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the inability to evacuate smoke from the cabin, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the high pressure (HP) bleed air shut-off valve circuit breakers, in accordance with Fokker Service Bulletin SBF100-24-024, Revision 1, dated December 29, 1992. Wires may be coiled and capped at both ends in accordance with procedures described in the Fokker F28 Maintenance Manual in lieu of being removed and discarded, as specified in the service bulletin. (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: 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 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 Fokker Service Bulletin SBF100-24- 024, Revision 1, dated December 29, 1992. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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 18, 1993.
2014-17-03: We are adopting a new airworthiness directive (AD) for certain Technify Motors GmbH (type certificate previously held by Thielert Aircraft Engines GmbH) TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This AD requires removal of each high-pressure (HP) fuel pump before 300 flight hours (FHs) in service or within 55 FHs after the effective date of the AD, whichever occurs later. This AD was prompted by in-flight shutdowns on airplanes with TAE 125-02 engines. We are issuing this AD to prevent failure of the HP fuel pump, which could result in damage to the engine and damage to the airplane.
2000-02-31: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires replacing the stick pusher capstan and the stick pusher servo with parts of improved design. The AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent improper operation of the stick pusher system caused by the existing design configuration, which could result in loss of control of the airplane during a stall.
2000-02-26: This document adopts a new airworthiness directive (AD) that applies to all Harbin Aircraft Manufacturing Corporation (Harbin) Model Y12 IV airplanes. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse a\nrodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
2014-16-28: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ airplanes. This AD was prompted by reports of failure of the bolts that connect the cockpit windshield center-post to the forward fuselage. This AD requires repetitive detailed inspections to detect discrepancies on the attaching parts of the cockpit windshield center- post; checking whether the bolts are tightened, if applicable; and modifying parts, including inspecting for and repairing damage. We are issuing this AD to prevent failed bolts and failed attaching parts of the cockpit windshield center-post, which could lead to loss of structural integrity of the airplane.
53-24-03: 53-24-03 MOONEY: Applies to All Model M-18L Aircraft Which Have Not Had the Landing Gear Bellcrank Cover Installed. Compliance required by February 28, 1954. In order to prevent baggage from jamming or fouling the landing gear retraction bellcrank P/N 35-1, install bellcrank covers, P/N 1028-1 with installing angles P/N 1028-2. (Mooney Service Bulletin No. 12 covers this same subject.)
2000-02-27: This document adopts a new airworthiness directive (AD) that applies to all Empresa Brasileira de Aeronautica S.A. (Embraer) Models EMB-110P1 and EMB-110P2 airplanes. This AD requires you to revise the Airplane Flight Manual (AFM) to include requirements for activating the airframe pneumatic deicing boots. This AD is the result of reports of in-flight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to assure that flightcrews have the information necessary to activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. Without this information, flightcrews could experience reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
98-11-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires replacement of the non-return valves located in the engine fuel feed lines on the outer fuel tank with new return valves; and, for certain airplanes, replacement of the inner tank booster pump canisters with modified canisters. 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 sticking of non-return valves located in the fuel system, which could result in an internal fuel transfer from the center tank to the inner or outer tank. Such a transfer of fuel could lead to fuel spillage overboard through the vent system, and consequent insufficient fuel for the airplane to reach its flight destination.
91-26-01: 91-26-01 BRITISH AEROSPACE: Amendment 39-8112. Docket No. 91-NM-117-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 180 days after the effective date of this AD, and thereafter at intervals not to exceed 4 years, perform a visual inspection of the elevators to detect corrosion of the mild steel balance weights and of the forward face of the leading edge members in accordance with British Aerospace Preliminary Technical Leaflet (PTL) No. 324 (for Viscount Model 744 and 745D series airplanes), Issue 1, or PTL No. 193 (for Viscount Model 810 series airplanes), Issue 1, both dated February 10, 1990, as applicable. (1) If corrosion is found in the mild steel balance weights, prior to further flight, repair in accordance with the applicable PTL.(2) If corrosion is found in the forward face of the leading edge members, prior to further flight, repair in accordance with the applicable PTL. If corrosion exceeds the limits specified in the PTL, prior to further flight, replace the members in accordance with the PTL. (b) An alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (d) The inspection and repair requirements shall be done in accordance with British Aerospace Preliminary Technical Leaflet (PTL) No. 324 (for Viscount Model 744 and 745D series airplanes) Issue 1, dated February 10, 1990; or PTL No. 193 (for Viscount Model 810 series airplanes), Issue 1, dated February 10, 1990; 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8112, AD 91-26-01) becomes effective on March 23, 1992.
75-16-12: 75-16-12 BRITISH AIRCRAFT CORPORATION: Amendment 39-2285. Applies to Model BAC 1-11 200 and 400 Series Airplanes Equipped with AiResearch Model GTCP-85-115, -115C, -115K, or -115CK Auxiliary Power Units (APU). Compliance is required as indicated. To prevent possible overheat damage of the rear fuselage tail cone structure due to fire resulting from an APU or jet pipe assembly failure, accomplish the following: (a) Check the condition of the APU turbine bearing seals either - (1) In accordance with an oil sampling analysis program that detects progressive deterioration of the bearing seals and that must be approved by an FAA maintenance inspector within the nest 25 APU hours' time in service after the effective date of this AD; or (2) In accordance with paragraphs 2.2.1, 2.2.2, and 2.2.3, BAC 1-11 Alert Service Bulletin No. 49-A-PM 4714, Issue 4, dated March 8, 1971, or an FAA-approved equivalent, within the next 25 APU hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 25 APU hours' time in service from the last inspection. (b) If a defective turbine bearing seal is found during a check required by paragraph (a), before further flight, either - (1) Repair the APU in accordance with the applicable AiResearch Maintenance Manual or an FAA-approved equivalent; or (2) Mechanically disconnect the APU so that it is not possible to operate the APU on the ground or in flight and install a placard in the cockpit in clear view of the pilot stating that the APU is not to be operated. (c) Within the next 1,000 APU hours' time in service after the effective date of this AD, unless already accomplished, either - (1) Mechanically disconnect the APU so that it is not possible to operate the APU on the ground or in flight and install a placard on the APU cockpit controls stating that the APU is not to be operated; or (2) Modify the APU installation and tail cone assembly to provide ameans that automatically shuts down the APU when an overheat condition occurs, as follows: (i) For airplanes equipped with a premodification PM 3520 tail cone installation, modify the APU installation and tail cone assembly in accordance with BAC 1-11 Service Bulletin No. 49-PM 4714, Part 1, Revision 1, dated November 9, 1970, and Parts 2(a), (b), and (d), dated November 16, 1970, or an FAA- approved equivalent. (ii) For airplanes equipped with a post-modification PM 3520 tail cone installation, modify the APU installation and tail cone assembly in accordance with BAC 1- 11 Service Bulletin No. 49-PM-4714, Part 1, Revision 1, dated November 9, 1970, and Parts 2(a), (b), (c), and (d), dated November 16, 1970, or an FAA- approved equivalent. (d) The checks required by paragraph (a) may be discontinued after the APU has been disconnected in accordance with subparagraph (b)(2), or subparagraph (c)(1) or after the modification specified in subparagraph (c)(2) has been accomplished. (e) Placards installed in accordance with subparagraph (b)(2), or subparagraph (c)(1) may be removed after the modification specified in subparagraph (c)(2) has been accomplished. (f) The checks required by paragraph (e) constitute preventive maintenance under FAR 43. This amendment becomes effective August 28, 1975.
2014-17-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that elevator power control unit (PCU) shear pins may fail prematurely. This AD requires repetitive replacement of the elevator PCU shear pins. We are issuing this AD to prevent premature elevator PCU shear pin failure. If all pins fail on one elevator, the elevator surface would become inoperative, which could reduce the controllability of the airplane and could result in a loss of redundancy for flutter prevention.
2000-02-23: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that requires a one-time inspection to determine the type of engine ignition switch installed in the hinged forward overhead switch panel, and replacement of certain rotary ignition switches with new design rotary ignition switches. This amendment is prompted by reports of smoke in the flight compartment during engine ignition selection. The actions specified by this AD are intended to prevent an internal electrical short in the engine ignition switch, which could result in smoke in the flight compartment.
87-02-02: 87-02-02 FAIRCHILD AIRCRAFT CORPORATION: Amendment 39-5518. Applies to Models SA 226-T, SA 226-T(B), SA 226-AT, SA 226-TC, SA 227-TT, SA 227-AT, and SA 227-AC (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible primary control system cable failures, accomplish the following: (a) For airplanes with 10,000 or more hours time-in-service (TIS) on the effective date of this AD, within the next 150 hours TIS after the effective date of this AD and each 400 hours TIS thereafter, inspect control cables in accordance with paragraph (a)(1) of this AD or, within the next 150 hours TIS and each 10,000 hours TIS thereafter, replace control cables in accordance with paragraph (a)(2) of this AD: (1) Inspect all elevator, rudder, aileron and aileron to rudder interconnect primary control cables, including cables that are routed inside the control column, as follows: (A) Gain access to control cables in accordance with appropriate maintenance instructions. (B) Release tension on each cable. (C) Pass a cloth along the entire length of each cable to clean the cable for visual inspection and to detect broken wires. Visually inspect the entire length for broken wires and general condition. Rotate the cable 180 degrees where the cable contacts any pulley/fairlead or pressure seal, birdcage cable (slightly untwist), and visually inspect for wear/broken wires and for general condition 24 inches either side of contact area when the controls are in the neutral position. (D) Prior to further flight, replace with a new cable any cable found to have any one of the following conditions: (i) More than three (3) broken wires within any one-foot section of the cable (any wire worn more than one-half its diameter is considered broken), or (ii) More than one (1) one-foot section with three broken wires, or(iii) Cables whose total number of broken wires exceeds the total number of feet in length of that cable, or (iv) More than six (6) wires worn not more than one-half of the wire diameter in any one-inch length of cable. (E) In cases where discrepant cables have been found, prior to further flight, inspect the condition of the associated fairleads/pressure seals or pulleys in accordance with appropriate maintenance instructions and replace any unserviceable components as required. (F) Prior to returning the airplane to service, reset cable tensions, rerig primary control systems, reassemble the airplane and verify proper control systems operation, all in accordance with appropriate maintenance instructions, and make an appropriate maintenance record entry. (2) Remove and replace all elevator, rudder, aileron and aileron to rudder interconnect primary control cables with new cables in accordance with appropriate maintenance instructions. Prior to returning the airplane to service, reset cable tensions, rerig primary control systems, reassemble the airplane and verify proper control systems operations, all in accordance with appropriate maintenance instructions, and make an appropriate maintenance record entry. (b) For airplanes with less than 10,000 hours TIS on the effective date of this AD, prior to the accumulation of 10,150 hours TIS and each 400 hours TIS thereafter, inspect control cables in accordance with paragraph (a)(1) of this AD or, prior to the accumulation of 10,150 hours TIS and each 10,000 hours TIS thereafter, replace control cables in accordance with paragraph (a)(2) of this AD. (c) Paragraphs (a) and (b) of this AD do not restrict compliance to one alternative (repetitive inspections or replacement at specified intervals) exclusive of the other, but may be complied with interchangeably provided the inspection/replacement intervals are complied with. (d) Operators who have kept recordsof hours TIS on all individual control cables in an airplane may substitute these records in lieu of airplane hours TIS for determining the compliance times in this AD. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) An equivalent method of compliance with this AD may be used when approved by the Manager, Airplane Certification Branch, ASW-150, Southwest Regional Office, FAA, Fort Worth, Texas 76101; Telephone (817) 624-5150. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Fairchild Aircraft Corporation, P.O. Box 32486, San Antonio, Texas 78284; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 27, 1987.
2014-16-17: We are superseding Airworthiness Directive (AD) 2010-17-18 R1, which applies to certain Air Tractor, Inc. Models AT-802 and AT-802A airplanes. AD 2010-17-18 R1 required repetitively inspecting (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks; repairing or replacing any cracked spar; changing the safe life for certain serial number ranges; and sending the inspection results, only if cracks are found, to the FAA. This new AD retains all actions of AD 2010-17-18 R1 and expands the applicability to include all serial numbers regardless of configuration or operational use. This AD was prompted by our determination that the safe life for the wing main spar lower caps should apply to all Models AT-802 and AT-802A airplanes regardless of configuration or operational use. We are issuing this AD to correct the unsafe condition on these products.
2010-17-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During accomplishment of Damage Tolerant--Airworthiness Limitation Item task 712106-01-01 from A330 ALS Part 2, an A330 operator found a Fluorescent Penetrant Inspection (FPI) indication in the head of the shank filet radius in one of the Pratt & Whitney (PW) forward (FWD) engine mount pylon bolts. * * * * * Dual-bolt fractures could lead to inability for mount assembly to sustain loads which may lead to an engine mount failure and consequently to engine separation from the aeroplane during flight, which would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
99-26-03 C1: This document corrects information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model MD-11 series airplanes. That AD currently requires repetitive general visual inspections of the power feeder cables, terminal strip, fuseholder, and fuses of the galley load control unit (GLCU) within the No. 3 bay electrical power center to detect damage; and corrective actions, if necessary. This document revises the statement of the unsafe condition to correct the location of where potential smoke and fire may occur and to correct the description of the locations of the power feeder cables. This correction is necessary to ensure that operators have a clear understanding of the unsafe condition.
86-09-02 R2: 86-09-02 R2 Pratt & Whitney: Amendment 39-9385. Docket 85-ANE-34. Revises AD 86-09-02 R1, Amendment 39-5372. Applicability: Pratt & Whitney (PW) JT8D-1,-1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR turbofan engines that do not have low emission combustion chamber assemblies, Part Number (P/N) 5001958-02, -022, and 5001959-02, -022 installed. These engines are installed on but not limited to Boeing 727, 737, and McDonnell Douglas DC-9 series aircraft. NOTE: This airworthiness directive (AD) applies to each engine 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 engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (h) to request approval from the Federal Aviation Administration (FAA). Thisapproval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. (a) Perform an initial borescope, visual, or radiographic inspection of the combustion chamber liners for cracking or other types of distress in accordance with the inspection procedures of paragraph 2.C.(1) and (2), and Table 1 or 1A, and the inspection techniques of paragraph B, whichever is applicable, of PW Alert Service Bulletin (ASB) No. 5639, Revision 10, dated July 7, 1995. Determine reinspection interval or engine removal requirements in accordance with paragraph 2.C.(3), (4), (5), or (6), whichever is applicable, of PW ASB No. 5639, Revision 10, dated July 7, 1995. (b) Reinspect combustion chamber liners for cracking or other types of distress in accordance with the inspection procedures of paragraph 2.C.(3) through (7), and the inspection techniques of paragraph B, whichever is applicable, of PW ASB No. 5639, Revision 10, dated July 7, 1995, as follows: (1) For liners initially inspected by borescope or visual means, reinspect in accordance with Table 2 of PW ASB No. 5639, Revision 10, dated July 7, 1995. (2) For liners initially inspected by radiographic means, reinspect in accordance with Table 3 of PW ASB No. 5639, Revision 10, dated July 7, 1995. (3) Determine reinspection interval or engine removal requirements in accordance with paragraph 2.C.(3), (4), (5), or (6) whichever is applicable, of PW ASB No. 5639, Revision 10, dated July 7, 1995. (c) For liners removed from service in accordance with paragraphs (a) or (b) of this airworthiness directive (AD), scrap or repair in accordance with paragraph 2.D of PW ASB No. 5639, Revision 10, dated July 7, 1995. (d) For the purpose of this AD, an engine condition monitoring (ECM) program is defined as described in Appendix A of PW ASB No. 5639, Revision 10, dated July 7, 1995, of FAA-approved equivalent. Should stable cruise data be unavailable for a period exceeding 48 hours (2 calendar days), 12 cycles in service (CIS), or 14 hours time in service (TIS), whichever occurs later; and should the combustion chambers be beyond the non- ECM inspection category hour or cycles limit, the chambers must be inspected within the next 10 CIS. In the event that stable cruise data again becomes available prior to the expiration of the 10 CIS limit, return to the ECM inspection category is permitted if the following conditions are met: (1) The period during which stable cruise data is unavailable does not include any one period of data loss that exceeds 72 hours (3 calendar days), and; (2) One stable cruise point is recorded for each day that stable cruise data were unavailable, and that the rate of data acquisition not exceed one data point per cycle, and; (3) No maintenance was accomplished on the fuel flow, exhaust gas temperature (EGT), or N1/N2 rotor speed engine instrumentation, and; (4) The stable cruise data recorded in accordance with paragraph (d)(2) of this AD shall be processed by the ECM program and evaluated by a qualified analyst to confirm that no significant parameter shifts have occurred. (e) The radiographic inspection techniques referenced in telegraphic AD T85-17-51 R1 as an approved alternative method of compliance to that telegraphic AD is not considered an alternative method of compliance with this AD. (f) Combustion chambers that are removed from service prematurely, inspected in accordance with this AD, and that do not require repair, may be returned to service to continue their run to the appropriate initial inspection threshold or the applicable repetitive inspection interval, whichever is greater. (g) Magnesium zirconate heat resistant coating must be applied in accordance with the PW JT8D Restructured Engine Manual, Part Number 481762, Chapter 72-41-14, Repair Number 28, or FAA-approved equivalent. To meet the requirement for magnesium zirconate in a given combustion chamber category, the coating must have been completely renewed on at least the 2 through 5 liners at that repair rather than locally patched. NOTE: PW All Operators Wire Number JT8D/72-41/PSE:JKS: 5-8-23-1, dated August 23, 1985, and Flight Operations Engineering Report Number RFT5-8-30-1, dated August 30, 1985, contain further information relevant to combustion chamber distress and the symptoms that manifest themselves as a result of excessive combustion chamber cracking and misalignment. (h) An alternative method of compliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Engine Certification Office. (i) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (j) The inspection, replacement, and repair, shall be done in accordance with the following alert service bulletin: PW ASB No. 5639 1 and 2 10 July 7, 1995 3 1 March 21, 1986 4 10 July 7, 1995 5 2 January 16, 1987 6-26 10 July 7, 1995 Appendix 27-29 10 July 7, 1995 30 Blank 31-64 10 July 7, 1995 Total pages: 64 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 Pratt & Whitney, Publications Department, M/S 132-30, 400 Main St, East Hartford, CT 06108. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (k) This amendment becomes effective on November 17, 1995.
91-06-15: 91-06-15 AIRBUS INDUSTRIE: Amendment 39-6941. Docket No. 90-NM-229-AD. Applicability: All Model A300, A310, and A300-600 series airplanes, on which Airbus Industrie Modification 8135 has not been accomplished, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the inability of the hydraulic power fire shut-off valves to close during emergency conditions, accomplish the following: A. Within 180 days after the effective date of this AD, conduct an inspection of the hydraulic power fire shut-off valves to identify faulty valves, as specified in Airbus Industrie Service Bulletins A300-29-096 (for Model A300 series airplanes), A310-29-2025 (for Model A310 series airplanes), and A300-29-6017 (for Model A300-600 series airplanes), all dated January 29, 1990. Any faulty valve identified must be removed and replaced with a modified valve prior to further flight, in accordance with the appropriate service bulletins. NOTE: The Airbus Industrie service bulletins reference Lucas Air Equipment Service Bulletin No. B38LC15-29-05, Revision 1, dated February 1990, for additional instructions. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, 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. C. 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, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6941, AD 91-06-15) becomes effective on April 22, 1991.
2014-16-22: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, A330-200, A330-300, and A340-200, A340-300, A340-500, and A340-600 series airplanes. This AD was prompted by a determination that the service life limits of the cabin pressure control system (CPCS) safety valves installed on the aft pressure bulkhead were being exceeded. This AD requires repetitive replacement of the CPCS safety valves with serviceable valves. We are issuing this AD to prevent exceeding the service life limits of the CPCS safety valves, which, in the event of a failure, could result in excessive positive or negative differential pressure in the fuselage and consequent incapacitation or injuries to airplane occupants.
2006-04-13: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Model GIV-X and GV-SP series airplanes. This AD requires revising the Limitations section of the airplane flight manual by incorporating new procedures to follow in the event that the cockpit displays go blank or malfunction. This AD results from a report that all four of the cockpit flight panel display units simultaneously went blank during flight. We are issuing this AD to ensure that the flightcrew is advised of the appropriate procedures to follow in the event that the cockpit displays go blank or malfunction, which could result in a reduction of the flightcrew's situational awareness and possible loss of control of the airplane.
96-24-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires modification of the pitch uncoupling mechanism of both elevators. This amendment is prompted by reports of fatigue cracking of the pitch uncoupling mechanism and the torque tube of the elevator. Failure of the pitch uncoupling mechanism due to fatigue cracking could result in the uncommanded uncoupling of the elevators. The actions specified by this AD are intended to prevent such fatigue cracking and subsequent uncommanded uncoupling of the elevators, which could result in reduced controllability of the airplane.
79-16-01: 79-16-01 BEECH: Amendment 39-3520. Applies to Models 65 (Military Models L-23F or U-8F) (Serial Numbers L-1 through L-6, LC-1 through LC-180 and LF-7 through LF-76), 65- 80 (Serial Numbers LD-1 through LD-33, LD-35 through LD-45 and LD-47 through LD-150), 65-A80 and 65-A80-8800 (Serial Numbers LD-34, LD-46 and LD-151 through LD-244) and 65- 90 (Serial Numbers LJ-1 through LJ-67) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To detect fatigue cracks that may exist in certain critical components of the wing structure, accomplish the following: A) On or before September 7, 1979, except in no event is this one-time inspection required sooner than 30 days after the last inspection in accordance with AD 70-25-01 or 70-25- 04, whichever is applicable, inspect the right and left lower forward inboard and outboard wing to center section attach fittings (2 on left side and 2 on right side of the airplane) for cracks using dye penetrant procedures in accordance with the wing attachment fittings inspection instructions in Class I Beechcraft Service Instructions No. 0393-018 Revision I (Models 65, L-23F, U-8F, 65- 80, 65-A80 and 65-A80-8800) or No. 0394-018 (Model 65-90), whichever is applicable. NOTE: While inspecting the fittings with the wing attachment bolt removed, special attention should be directed towards inspection of the entire counterbore area in the recess of each fitting. B) Accomplish the dye penetrant inspections required by Paragraph "A" of this AD (1) using only those materials specified in Table I of this AD and, (2) in accordance with application and developing instructions provided by the manufacturer of the material except that the penetrant must remain on the surface for a minimum of 30 minutes before excess penetrant is removed and developer is applied. C) Within 48 hours after completion of the inspection required by Paragraph "A" of this AD, complete the reporting form included with this AD as Figure I and mail it to the address shown thereon. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) TABLE I Manufacturer Penetrant Remover Developer Ardox, Ltd. Ardox 906 Ardox 9PR 551 Ardox 9D6 Magnaflux Corp. SKL-HF SKL-SF Formula B Spot Chek SKC-S Spot Chek SKD-S Spot Chek Met-L-Chek Co. VP-31 E-59 D-70 Sherwin, Inc. Dubl-Chek DP-40 Dubl-Chek DR-60 Dubl-Chek D-100 Testing Systems, Inc. Flaw Finder DD60B Flaw Finder SD80B Flaw Finder AD70B Tokushu Toryo Co. PT (Visible) RT DT Turco Products Dy-Chek #2 Dy-Chek #3 Dy-Chek NAD Uresco, Inc. P-300A K-410E D-495 D) If fatigue cracks are found during the inspection required by Paragraph "A" of this AD, prior to further flight, replace specified wing and center section components with new production parts in accordance with instructions in Beechcraft ServiceInstructions No. 0393-018 Revision I (Models 65, L-23F, U-8F, 65-80, 65-A80 and 65-A80-8800) or 0394-018 (Model 65- 90) whichever is applicable. If stress corrosion cracks are found during the inspection required by Paragraph "A" of this AD, prior to further flight, replace right and left lower forward outboard wing to center section attach fittings (2 right side and 2 left side) with new fittings in accordance with the above noted Beechcraft Service Instructions. E) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. F) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This Amendment becomes effective August 6, 1979. REPORTING FORM Airplane Model Number___________________ ____ Airplane Serial Number _______________________ Date of inspection required by this AD . Resultsof inspection required by this AD . Airframe total hours time-in-service . Total hours time-in-service on fittings inspected: Left outboard . Left inboard . Right outboard . Right inboard . Airplane usage: (Check those for which airplane has been used, if known) 1. General service . 2. Executive Transport . 3. Air Taxi service . 4. Tours of gusty areas . 5. Calibration or patrolling of items on ground or water . 6. Weather studies . Show approximate percentages (%) of airframe total hours time-in-service, if known, for the following: 1. % of flight time accumulated above 10,000 feet MSL . 2. % of flight time accumulated below 10,000 feet MSL . 3. Approximate indicated airspeed: Above 10,000 feet MSL . Below 10,000 feet MSL . 4. Approximate number of flight hours per landing . Name and telephone number of person who can supply more information about usage of the airplane , phone number . FIGURE 1 Mailing Address: Federal Aviation Administration Wichita Engineering and Manufacturing District Office Attention: Airframe Unit Room 238, Terminal Building Mid-Continent Airport Wichita, Kansas 67209
87-17-09: 87-17-09 SHORT BROTHERS PLC: Amendment 39-5713. Applies to Short Brothers PLC Model SD3-60 series airplanes, equipped with Dowty Rotol nose under carriage type numbers 200921001 or 200921003, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of structural integrity of the nose landing gear, as a result of a loose shock absorber lower pin, accomplish the following: A. Within 90 days after the effective date of this AD, install a new locking bolt for the nose landing gear shock absorber pin in accordance with the Accomplishment Instructions of Shorts Service Bulletin No. SD360-32-20, dated May 1985. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 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 Short Brothers PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. 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 22, 1987.
2000-02-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes. This action requires a one-time visual inspection to determine the part numbers of the beta back-up test switches of the propeller control system, and replacement of the switches, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent loss of the automatic overspeed protection of the propeller control system, which could result in a propeller overspeed condition and possible damage to the engine and propeller.