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64-04-06: 64-04-06 PRATT READ: Amdt. 685 Part 507 Federal Register February 12, 1964. Applies to All Model PR-G1 Gliders. Compliance required as indicated. Due to a deteriorating condition of the wood structure supporting the aft elevator bellcrank, resulting in loss of elevator control, accomplish the following within 25 hours' time in service after the effective date of this AD unless already accomplished within the last 75 hours' time in service, and at intervals thereafter not to exceed 100 hours' time in service from the last inspection, or one year, whichever occurs first. (a) Remove the stabilizer and elevators and any other obstructing structure necessary to gain access to the aft internal fuselage area (tail cone section). (b) With the use of a light and mirror, visually inspect for deterioration both the front and rear side of the wood bulkhead in the vicinity of its support of the aft elevator bellcrank. (c) If indications of deterioration of the wood structureare found, repair that bulkhead in accordance with an FAA approved repair before further flight, or replace with a part having the same part number, or an FAA approved equivalent before further flight. NOTE: After installation of a new or repaired bulkhead, it should be ascertained that the elevator is functioning properly throughout the entire range. This directive effective March 13, 1964.
2017-07-01: We are adopting a new airworthiness directive (AD) for certain M7 Aerospace LLC Models SA226-T, SA226-AT, SA226-T(B), SA226-TC, SA227- AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), and SA227-TT airplanes. This AD was prompted by detachment of the power lever linkage to the TPE331 engine propeller pitch control. This AD requires repetitively inspecting the propeller pitch control for proper torque, with corrections as necessary until required replacement or rework of the PPC assembly to have a threaded hole in the splined end of the shouldered shaft and installation of a secondary retention device is done. We are issuing this AD to correct the unsafe condition on these products.
61-18-02: 61-18-02 BRANTLY: Amdt. 327 Part 507 Federal Register August 24, 1961. Applies to All Model B-2 Helicopters prior to Serial No. 112. Compliance required within the next 25 hours' time in service after effective date of this directive unless already accomplished. Investigation of a recent Model B-2 helicopter accident indicated evidence of limited tail rotor control. Accordingly, in order to provide directional control over a wider main rotor r.p.m. range, the following modification and rerigging of the tail rotor is required: (a) Modify the rudder control arm P/N B2-284-1 as follows. (1) Disconnect the vertical rudder rod P/N B2-251-5 at its top end by removing the AN 3-10A bolt. (2) Drill a 1/16-inch diameter hole and then enlarge to 0.187-inch diameter 1/2 inch inboard (center to center) from the existing hole in the rudder control arm P/N B2-284-1. Deburr edges. (3) Cut off the end of the rudder control arm P/N B2-284-1 with the old 0.187-inch hole 0.344-inch outboard from the centerline of the new 0.187-inch hole (0.250-inch edge distance from new hole) and perpendicular to the longitudinal axes of the rudder control arm. Break all sharp edges. (4) Rerig the tail rotor in accordance with the manufacturer's instructions, Service Bulletin No. 15. (Brantly Service Bulletin No. 15 dated June 23, 1961, covers this subject.) This directive effective August 29, 1961.
83-25-01: 83-25-01 SHORT BROTHERS LIMITED: Amendment 39-4783. Applies to all Models of the SD3-30 airplane, certificated in all categories, with the serial numbers specified below. To prevent a potential fuel fire hazard, accomplish the following within the next 60 days after the effective date of this AD, unless already accomplished. A. For aircraft serial numbers SH3002 to SH3091 inclusive, modify the fuel vapor exhaust ducting in accordance with paragraph 2, Accomplishment Instructions, of Shorts Service Bulletin No. SD3-53-47, Revision 3, dated June 23, 1983. B. For aircraft serial numbers SH3002 to SH3089 inclusive, replace the existing flexible vapor proof shrouds covering fuel lines in the passenger compartment in accordance with paragraph 2, Accomplishment Instructions of Shorts Service Bulletin No. SD3-28-17, Revision 2, dated June 23, 1983. NOTE: The actions of paragraph A., above, must be accomplished before performing the requirements of paragraph B. C. For aircraft with serial numbers specified in paragraph 1, Planning Information, of Shorts Service Bulletin No. SD3-28-16, Revision 3, dated June 23, 1983, inspect, replace components if necessary, and pressure check the fuel lines as required in accordance with paragraph 2, Accomplishment Instructions, of the service bulletin. NOTE: The actions of paragraphs A. and B., above, must be accomplished before performing the requirements of paragraph C. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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. F. This AD supersedes Amendment 39-4677 (48 FR 31631, July 11, 1983), AD 83- 13-07. This amendment becomes effective January 8, 1984.
2017-05-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318-112 airplanes, A319-111, -112, -115, -132, and -133 airplanes, A320-214, -232, and -233 airplanes, and A321-211, -212, - 213, -231, and -232 airplanes. This AD was prompted by a quality control review on the final assembly line, which determined that aluminum alloy with inadequate heat treatment had been delivered and used on several structural parts. This AD requires a one-time eddy current conductivity measurement of certain cabin, cargo compartment, and frame structural parts to determine if aluminum alloy with inadequate heat treatment was used, and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
86-19-13: 86-19-13 AVCO LYCOMING: Amendment 39-5374. Applies to Avco Lycoming model T5508D turboshaft engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the first stage turbine disk that can cause an uncontained engine failure, accomplish the following: (a) Visual and fluorescent penetrant inspect the first turbine rotor assembly, Part Number (P/N) 2-120- 030-43, within the next 50 hours time in service after the effective date of this AD, in accordance with the Accomplishment Instructions contained in Avco Lycoming Service Bulletin (SB) 5508-0031, Revision 1, dated August 19, 1986, or FAA approved equivalent. (b) Remove and replace with new parts, bolts P/N 2-100-079-05 and their associated locking plates P/N 2-100-078-01, when accomplishing the inspections of Paragraph (a) above, in accordance with the Accomplishment Instructions contained in Avco Lycoming SB 5508-0031, Revision 1, dated August 19, 1986, or FAA approved equivalent.(c) Remove from service and replace with a serviceable part, prior to further flight, all first turbine disks that exhibit fretting on the disk to shaft mating face and/or a crack indication during inspection. (d) Report the following information in writing for each inspection within 30 days of the inspection to the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, (Telex Number 949301 FAANE BURL) (Reporting approved by the Office of Management and Budget (OMB) under OBM Number 2120-0056): (1) Engine serial number (2) Inspection date (3) Disk part number and serial number (4) Disk total time and cycles (5) Disk time and cycles since last installation (6) Breakaway up torque for bolts, P/N 2-100-079-05 (7) Any evidence of oil leakage and/or fire in the Number 2 bearing area (8) Disk disposition (crack indication or, no crack indication, fretting or, no fretting, thread marks inside the boltholes or not) NOTE: For the purpose of this AD fretting is defined as metal removal below the original machined surface that is exemplified by a pitting pattern. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, may adjust the compliance times specified in this AD. Avco Lycoming SB 5508-0031, Revision 1, dated August 19, 1986, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Avco Lycoming, 550 South Main Street, Stratford, Connecticut 06497. This document also may be examined at the Office of the Regional Counsel, Rules Docket Number 86-ANE-31, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-31, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on October 6, 1986.
2000-22-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800XP and Hawker 800 (U-125A) series airplanes, that requires inspection of the wire bundle to relay `KT' on panel `JA' for correct routing, adequate clearance from the fuel cross-feed valve operating lever, and the presence of chafing; this amendment also requires corrective action, if necessary. The actions specified by this AD are intended to detect and correct chafing of the wire bundle exiting panel `JA' due to insufficient clearance from the fuel cross-feed valve operating lever. Such chafing of the wire bundle could result in a fire in the area of the fuel system in a confined space. This action is intended to address the identified unsafe condition.
63-24-01: 63-24-01 CURTISS-WRIGHT: Amdt. 647 Part 507 Federal Register November 26, 1963. Applies to All Models C634S-C400 through -C499 and C634S-C500 through -C599 Series Propellers Equipped With P/N 142080-1 Brake Assemblies. (These Propellers May Be Found Installed On Such Aircraft as Lockheed 749 and 1049.) Compliance required within 100 hours' time in service after the effective date of this AD. There have been failures of P/N 142080-1, threaded-type brake assemblies, causing the propellers to malfunction. To correct this unsafe condition, the following shall be accomplished: Replace P/N 142080-1 brake assemblies with P/N's 149252-1, 152908-2, or 161462-2 brake assemblies. (Curtiss Service Bulletins Nos. C-14 and C-32 and Parts Bulletins C-52, C-67, C-80 and C-90 cover this same subject.) This directive effective December 27, 1963.
80-14-04: 80-14-04 BOEING: Amendment 39-3823. Applies to Model 727-200 series airplanes as tabulated in the Boeing service bulletin noted below. Compliance required as indicated. Accomplish the following: (Note: Airplanes line number 1512 and on have been modified in production to include these changes, and thus are not affected by this AD.)\n \n\tA.\tUnless already accomplished on or after March 3, 1980, within the next 300 hours time in service after the effective date of this AD, inspect the wire bundles in the air conditioning bay in accordance with Boeing service bulletin 727-21-88, Rev. 2, dated May 30, 1980, or later FAA approved revisions, or in a manner acceptable to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If the specified wire bundles are undamaged, proceed with step B. below. If the specified wire bundles are burned or damaged, before further flight, replace the wires with high temperature wires as specified in the service bulletin. Rerouting of the wires must be accomplished in accordance with B. below. \n\n\tB.\tWithin the next 4,500 hours time-in-service or eighteen (18) months after the effective date of this AD, whichever comes first, unless already accomplished, replace and relocate the wire bundles in the air conditioning bay in accordance with the Boeing service bulletin described in A. above, or in a manner acceptable to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \n\tC.\tAirplanes may be flown to a maintenance base for repairs or replacements in accordance with FAR 21.197.\n \n\tThe 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment is effective September 10, 1980.
81-18-51 R4: 81-18-51 R4 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4242 as amended by Amendment 39-4279 and 39-4365 is further amended by Amendment 39-4723. Applies to Lockheed Model L-1011-385-1 airplanes, Serial Numbers 1001 through 1051, inclusive, certificated in all categories. Compliance is required in accordance with paragraphs A and B or C below, unless previously accomplished: A. Compliance Schedule 1. Compliance is required within 50 hours time in service after the effective date of this AD, and at intervals not to exceed 300 hours time in service thereafter. Previously accomplished inspections, if conducted subsequent to August 15, 1981, and in accordance with paragraph B or C below, may be used to satisfy the initial 50 hours inspection requirement of this AD. 2. If operators elect to accomplish the inspections in accordance with paragraph C below, the repetitive inspection interval not to be exceeded is 1000 landings on airplanes with no structural damage and on repaired airplanes that have no repairs or structural damage to the bulkhead cap. Any aircraft with repairs to the bulkhead cap must be inspected at intervals not to exceed 500 landings. If the bulkhead cap repair had been accomplished prior to the effective date of this amendment, the next X-ray inspection to the bulkhead cap must be accomplished within 1000 landings from the date of the repair or 500 landings from the effective date of this amendment, whichever is earlier. Thereafter, inspect per X-ray inspection procedures at intervals not to exceed 500 landings. 3. Permanent modifications to the FS 1363 bulkhead structure in accordance with Lockheed-California Company L-1011 Service Bulletin 093-53-207, dated January 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, eliminates the requirement for the periodic inspections specified in this AD. To detect cracks in the Fuselage Station (FS) 1363 bulkhead lower cap, fuselage skin, adjacent web, and web horizontal stiffeners and prevent failure and possible sudden decompression of the pressurized fuselage, accomplish the following: B. Accomplishment Instructions: OPTION 1 1. Remove main landing gear fairing panel 195B, left hand side. 2. Remove main landing gear fairing panel 196B, right hand side. 3. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, left hand side. Inspect from the main landing gear wheel well paying particular attention to web and horizontal stiffeners at bulkhead cap, above and below water line 140. 4. Perform a close visual inspection for cracks in fuselage skin between Fuselage Stations 1363 and 1403, left hand side, paying particular attention to the area between Stringers 44 and 45. 5. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, right hand side. Inspect from the main landing gear wheel well paying particular attention to the web and horizontal stiffeners at the bulkhead cap, above and below water line 140. 6. Perform a close visual inspection for cracks in the fuselage skin between Fuselage Stations 1363 and 1403, right hand side, paying particular attention to the area between Stringers 21 and 22. C. Accomplishment Instructions OPTION 2 1. Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with Lockheed L-1011 Service Bulletin 093-53-206, Revision 2, dated April 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. All cracks found must be repaired before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA Northwest Mountain Region. E. Alternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft CertificationOffice, FAA Northwest Mountain Region. 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 Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. Amendment 39-4242 became effective November 5, 1981, to all persons, except those to whom it was made immediately effective by Telegraphic AD T81-18-51, dated August 21, 1981. Amendment 39-4279 became effective December 24, 1981. Amendment 39-4365 becameeffective April 26, 1982. This Amendment 39-4723 becomes effective September 21, 1983.
2017-04-09: We are superseding Airworthiness Directive (AD) 2012-22-12 for all Airbus Model A330-243, -243F, -341, -342, and -343 airplanes. AD 2012-22-12 required inspecting piccolo tubes and mount links, the aft side of the forward bulkhead, and outer boundary angles (OBAs); and doing corrective actions if necessary. This new AD retains certain requirements of AD 2012-22-12, and adds inspections of certain areas of the forward bulkhead, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracking of air intake cowls, worn and detached attachment links, fractured thermal anti-ice (TAI) piccolo tubes, and loose or missing attachment rivets of the inner boundary angles (IBAs) and OBAs of the forward bulkhead. We are issuing this AD to address the unsafe condition on these products.
2017-04-04: We are superseding Airworthiness Directive (AD) 2012-16-08 for certain BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ series airplanes. AD 2012-16-08 required repetitive inspections for bulging, surface anomalies, and cracking of the fuselage skin adjacent to the discharge valves, and repair and application of additional sealant in the affected area if necessary. This new AD retains the requirements of AD 2012-16-08, expands the applicability, and requires an additional one-time inspection for the presence of water traps/air driers to determine which airplanes must be inspected. This AD was prompted by reports of cracking and surface anomalies of the fuselage skin at the water trap/air drier unit of the forward discharge valve due to corrosion, and the determination that airplanes on which a certain auto-pressurization modification was incorporated during production were excluded from the applicability of AD 2012-16-08, but are also affected by this condition.We are issuing this AD to address the unsafe condition on these products.
70-04-01: 70-04-01 MCCAULEY PROPELLERS: Amdt. 39-939. Applies to 2D36C14- (X)/78KM, 2D34C53-(X)/74E, and B2D34C53-(X)/74E propellers on Lycoming O-360 type engines. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent propeller mid-blade and tip failures accomplish the following: a. Visually inspect blades for foreign object damage or cracks. b. If blade is damaged, repair in accordance with instructions in McCauley Service Bulletin No. 76 dated 28 November 1969, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Replace any cracked blades before further flight with a new blade which has been inspected and repaired if necessary in accordance with this AD. c. Install the following placard near the tachometer: "Avoid continuous operation, while descending, between 2250 and 2550 r.p.m. with manifold pressure settings below 15 inches mercury". This amendment is effective February 20, 1970.
2006-22-06: The FAA is superseding an existing airworthiness directive (AD) that applies to 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, RJ440, CRJ100, CRJ200, CRJ440, and CL-65. The existing AD currently 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, the existing 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 requires revising the same Emergency and Abnormal Procedures sections of the AFM to advise the flightcrew of revised/additional procedures. This AD also requires revising the Normal section of the AFM to require a review of the location of certain circuit breakers and a functional check of the stabilizer trim system. This AD also requires installing circuit breaker identification collars and provides an optional terminating action for the requirements of the AD. This AD also removes airplanes from the applicability of the existing AD. 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 uncommanded movement or 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 control and consequent reduced controllability of the airplane. \n\n\nDATES: This AD becomes effective November 14, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of November 14, 2006. \n\n\tOn September 1, 2006 (71 FR 51990, September 1, 2006), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD. \n\n\tWe must receive any comments on this AD by December 29, 2006.
2017-04-02: We are superseding Airworthiness Directive (AD) 2014-23-06 for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. AD 2014-23-06 required modifying the main landing gear (MLG) by installing a new bracket on the left and right lower aft-wing planks. This new AD requires modification of the MLG with an improved design. This AD was prompted by a report indicating that inboard and outboard hydraulic lines of the brakes were found connected to the incorrect ports on the swivel assembly of the MLG. We are issuing this AD to address the unsafe condition on these products.
2017-03-02: We are superseding airworthiness directive (AD) 2014-16-10 for all Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. AD 2014-16-10 required initial and repetitive ultrasonic inspections (UIs) of the affected low-pressure (LP) compressor blades. This AD requires the UIs in AD 2014-16-10 while reducing the inspection threshold. This AD was prompted by revised service information to reduce the inspection threshold for UI of the LP compressor blades. We are issuing this AD to correct the unsafe condition on these products.
50-46-01: 50-46-01 DOUGLAS: Applies to All Models DC3 and C-47 Series Aircraft Which Utilize a Standpipe in the Engine Oil Tank for Propeller Feathering Oil Reserve. \n\n\tCompliance required not later than the first engine change after December 1, 1950. \n\n\tThere have been several cases of inability to feather the propeller due to inadequate feathering oil supply, following loss of engine oil. To correct this condition ascertain the quantity of oil retained in the tank by the propeller feathering standpipe with the airplane in the level flight attitude. If the quantity so retained is less than 1 1/2 gallons, rework the standpipe so that at least this quantity is retained. \n\n\tAircraft employing C-47 type oil tanks, Douglas P/N 5110511 with Douglas P/N 1355088 standpipe will be considered satisfactory.
82-13-04 R1: 82-13-04 R1 HILLER AVIATION: Amendment 39-4400 as amended by Amendment 39- 4454. Applies to Model UH-12E and UH-12L series helicopters certificated in all categories (including military Models OH-23F and OH-23G) equipped with torsional couplings P/N 21047- 9 and -11 serial numbers 497 through 766. Compliance required within the next 50 hours' time in service after the effective date of this AD or within 300 hours' time in service since September 8, 1980, whichever occurs earlier, unless already accomplished, and thereafter at intervals not to exceed 300 hours' time in service since the last inspection. To prevent possible loss of driving torque to the helicopter rotor system, accomplish this following: (a) Inspect the P/N 21047-9 and 21047-11 torsional couplings as specified in paragraph 2 of Hiller Aviation Service Bulletin UH-12-21-1, Revision 2, dated April 2, 1982 (after this referred to as SB UH-12-21-1), or FAA approved equivalent. (b) If torsional coupling is found to be serviceable, reinstall per paragraph 2 of SB UH-12-21-1 or FAA approved equivalent and revert to the repetitive inspection schedule of this AD. (c) If torsional coupling installation does not meet the inspection requirements of paragraph (a) of this AD, replace with like serviceable part(s) and revert to the repetitive inspection schedule of this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. (e) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA Northwest Mountain Region. NOTE: Hiller Model UH-12 series helicopters converted to turbine power by STC SH178WE or SH177WE do not incorporate the subject parts and therefore are not affected by this AD unless restored to the original configuration. This supersedes Amendment 39-3907 (45 FR 59138), AD 80-18-13. Amendment 39-4400 became effective July 1, 1982. This amendment 39-4454 becomes effective September 13, 1982.
2016-25-30: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200, -200 Freighter, and -300 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by certain anomalies of the flight guidance computers. We are issuing this AD to address the unsafe condition on these products.
86-19-09: 86-19-09 MCDONNELL DOUGLAS: Amendment 39-5403. Applies to McDonnell Douglas Model DC-10-10, -15, -30, and -40 and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance is required as indicated, unless previously accomplished. \n\n\tTo preclude potential fuel feed line failures and resulting unusable fuel or fuel imbalance, complete the following: \n\n\tA.\tWithin the next eighteen (18) months, or 4500 flight hours, whichever occurs first, after the effective date of this AD, complete the modifications and installations in accordance with the accomplishment instructions of McDonnell Douglas DC-10 Service Bulletin 28-140, Revision 1, dated October 16, 1985, and Service Bulletin 28-163, Revision 1, dated July 18, 1986, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in orderto comply with the requirements of this AD. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective October 2, 1986.
87-13-08: 87-13-08 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-5664. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To preclude operations with configurations which are contrary to the FAA approved Airplane Flight Manual/Pilot's Operating Handbook (AFM/POH) "LIMITATIONS" section, accomplish the following: (a) Within the next 30 days after the effective date of this AD , revise the EMB-110 AFM/POH by incorporating Revision 29, dated November 3, 1986, to EMBRAER Publication No. T.P.-110P1/176, "Pilot's Operating Handbook and CTA Approved Airplane Flight Manual Supplement for EMBRAER EMB-110P1/P2." (b) The requirement of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing this action must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349; Telephone (404) 991-2910. All persons affected by this directive may obtain a copy of the document referred to herein upon request to EMBRAER, P.O. Box 343-CE, 12.200 Sao Jose dos Campos, Sao Paulo, Brazil; or may examine the document referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on August 6, 1987.
88-15-02: 88-15-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5974. Applies to all Aerospatiale Model SA 330 series helicopters certificated in any category. Compliance is required as indicated (unless already accomplished). To prevent failure of the main rotor head spindles, accomplish the following: (a) Replace main rotor head spindles (P/N's 330A31-1122-09 and -10 and 330A31- 1782-00 and -01) as follows-- (1) For spindles which have 4,400 or more hours' time in service on the effective date of this AD, replace the spindles within the next 100 hours' time in service; and (2) For spindles which have less than 4,400 hours' time in service on the effective date of this AD, replace the spindles before they reach 4,500 hours' time in service. (b) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Standards Staff, Federal Aviation Administration,Fort Worth, Texas 76193-0110, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. NOTE: Aerospatiale Service Bulletin No. 01.41 pertains to this subject. This amendment, 39-5974, becomes effective July 21, 1988.
2017-01-07: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FAN JET FALCON airplanes; Model FAN JET FALCON SERIES C, D, E, F, and G airplanes; Model MYSTERE-FALCON 200 airplanes; Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes; and MYSTERE-FALCON 50 airplanes. This AD was prompted by a report that, during approach for landing, the main entry door detached from an airplane. This AD requires a functional test or check of the main entry door closure and warning system, and applicable door closing inspections, adjustments, operational tests, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
88-10-02: 88-10-02 DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: AMENDMENT 39-5905. Applies to all Model DHC-8-100 series airplanes, Post Mod. 8/0794 (Digital Air Data Computer (DADC) P/N 7000700-975), not equipped with an Electronic Flight Instrument System (EFIS), certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude erroneous Flight Director or Autopilot VOR operations, accomplish the following: A. Within 48 hours after the effective date of this AD: 1. Include the following limitation in the limitations section of the Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: "Operation in Flight Director VOR and VOR approach mode, or Autopilot VOR and VOR approach mode, is prohibited." 2. Install a placard adjacent to the Flight Guidance Controller on the glare shield, stating: "VOR MODES PROHIBITED" B. Installation of DADC P/N 7000700-975 Mod BF, in accordance with Part B of de Havilland Service Bulletin A8-34-53, Revision B, dated April 1, 1988, constitutes terminating action for the requirements of 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, New York Aircraft Certification Office, FAA, New England Region. 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 information from the manufacturer may obtain copies upon request to The de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective May 18, 1988.
2006-18-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model DC-9-10, DC-9- 20, DC-9-30, DC-9-40, and DC-9-50 series airplanes. That AD currently requires a one-time inspection at a certain disconnect panel in the left forward cargo compartment to find contamination of electrical connectors and to determine if a dripshield is installed over the disconnect panel, and corrective actions if necessary. This new AD revises the applicability of the existing AD by removing certain airplanes and adding others. This AD results from a report of electrical arcing that resulted in a fire. We are issuing this AD to prevent contamination of certain electrical connectors, which could cause electrical arcing and consequent fire on the airplane.