Results
2019-12-04: The FAA is superseding Airworthiness Directive (AD) 2018-19- 18, which applied to certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4- 605R Variant F airplanes; and Model A300 F4-605R airplanes. AD 2018-19- 18 required, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. This new AD retains those actions, expands the applicability, and, for certain airplanes, requires repetitive inspections for cracking of certain holes of the center wing box (CWB) lower angle fittings and the CWB lower panel, and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of a certain frame (FR) angle fitting. The FAA is issuing this AD to address the unsafe condition on these products.
84-01-01: 84-01-01 GENERAL ELECTRIC COMPANY: Amendment 39-4790. Applies to CF6-45 and CF6-50 series model turbofan engines. Unless already accomplished, to preclude the possibility of uncontained titanium fires, replace as follows prior to June 1, 1984: (a) Compressor stator assembly, including the compressor case, and stage 6 vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-549. (b) Compressor inlet stator vanes and stage 1 and 2 stator vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-550. (c) Compressor blades, stages 3 through 9, and the stage 3-9 spool in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-551. 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 receivedthese documents from the manufacturer may obtain copies upon request from the General Electric Company, Neumann Way, Cincinnati, Ohio 45215. These documents may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts. A historical file on this AD is maintained by the FAA, New England Region Office, Burlington, Massachusetts. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Engine Certification Branch, FAA, New England Region, may adjust the compliance date(s) 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. This amendment becomes effective on February 10, 1984.
2019-08-51: The FAA is adopting a new airworthiness directive (AD) for all Cirrus Design Corporation (Cirrus) Model SF50 airplanes. This AD was sent previously as an emergency AD to all known U.S. owners and operators of [[Page 27933]] these airplanes. This AD requires replacing the angle of attack (AOA) sensors with improved AOA sensors. This AD was prompted by three incidents on Cirrus Model SF50 airplanes of the stall warning and protection system (SWPS) or Electronic Stability & Protection (ESP) System engaging when not appropriate. The FAA is issuing this AD to address the unsafe condition on these products.
63-11-02: 63-11-02 GENERAL DYNAMICS/CONVAIR: Amdt. 567 Part 507 Federal Register May 15, 1963. Applies to All Models 340 and 440 Aircraft Incorporating a Menasco Main Landing Gear Torque Arm Apex Bolt (Menasco P/N 528076) That Has a 0.67 Inch Fillet Relief Diameter. Compliance required as indicated. As a result of cracking in the fillet relief diameter and complete failures of the Menasco main landing gear torque arm apex bolt (Menasco P/N 528076) that has a 0.67 inch fillet relief diameter, the following shall be accomplished: (a) Within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 300 hours' time in service, and thereafter at periods not to exceed 550 hours' time in service from the last inspection, inspect the bolt by a dye penetrant method or an FAA approved equivalent method. Replace a cracked bolt with an uncracked apex bolt (Menasco P/N 528076) before further flight and continue the repetitive inspection. (b) The inspections specified in (a) may be discontinued when a redesigned bolt (Menasco P/N 528076) that has a 0.79 inch fillet relief diameter is installed. All of the redesigned bolts that are installed shall have an "R" stamped on one end. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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 such operator. NOTE: An apex bolt of improved design was made available by Menasco in 1957 for operational use and spares. The redesigned bolt and the original bolt bear the same part number, but differ in fillet relief diameter. The original apex bolt has 0.67 inch fillet diameter and the redesigned apex bolt a 0.79 inch fillet relief diameter. (GeneralDynamics/Convair Service Engineering Report 6820-340-46/440-46 dated August 28, 1962, covers this same subject.) This directive effective June 14, 1963.
64-05-06: 64-05-06 UNIVERSAL: Amdt. 690 Part 507 Federal Register February 27, 1964. Applies to All Model (Globe) GC-1B Aircraft and Their Conversions With Standard Engine Mount P/N 11-710-2520. Compliance required as indicated. There have been instances of failure through internal corrosion of the upper left and right hand members of the engine mount assembly, the point of failure being just above the weld junction with the horizontal members of the engine mount. To preclude the possibility of further failures, which could result in the loss of the engine, accomplish the following inspection within 30 days from the effective date of this AD and thereafter at every periodic (annual) inspection. (a) Examine the engine mount members for evidence of rust and/or "pin holing" by probing with an ice pick or an equivalent tool. (b) If the tubular member appears solid from the inspection described in (a), remove the upper drive screw present in most engine mount legs, or drill a No. 37 size hole at this upper end of the engine mount member. Drill another No. 37 hole at the lower end of the member and check for the presence of rust, water or deterioration. (c) Replace any engine mount member that has been found to be damaged from internal corrosion by welding in a new member of 7/8 x 0.035 inch 4130 steel heat treated to 85,000 p.s.i. yield. Drill No. 37 holes in each end of this new member. Fill any new or existing member with Lionoil (or equivalent slushing compound) and then drain. The No. 37 holes can be used for this purpose. After the slushing compound has been drained out of the member, plug the holes with drive screws, AN 535-4-3. NOTE: No exact method exists in the field for measuring the wall thickness remaining at the lower end of the tube, or of determining the exact amount of wall deterioration through rusting, but a close visual inspection of the drilled hole coupled with the condition encountered (i.e., obvious presence of water or rust)will allow a reasonable judgment of the general condition. For example, after the hole is drilled, the presence of a heavy colloidal solution of rust in water would indicate the probability of serious deterioration. An air nozzle may be applied at the upper hole to facilitate the expelling of any moisture that may be present. (Universal Aircraft Industries Customer Service Bulletin No. 38 covers this same subject.) This directive effective February 27, 1964.
64-03-02: 64-03-02\tBOEING: Amdt. 681 Part 507 Federal Register February 7, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletins Nos. 1964 and 1964A. \n\n\tAs a result of recently discovered cracking in the wing structure accomplish the following inspection external to the wing fuel tanks: \n\n\t(a)\tOn all Models 707-300 and -400 Series aircraft, visually inspect the left and right wing upper rear spar chord for evidence of cracking of the vertical leg of the chord member in the vicinity of wing Station 208. \n\n\t(b)\tOn all Models 707 and 720 Series aircraft, visually inspect the left and right wing upper and lower front spar chord for evidence of longitudinal cracking of the vertical leg adjacent to the fillet between the vertical and horizontal legs of the chord in the vicinity of Wing Station 727 outboard to the production splice station. \n\n\t(c)\tRepair any cracked chord member before further flight, in accordance with technical data approved by the Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(Boeing Alert Service Bulletins Nos. 1964 and 1964A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 24, 1964.
2019-10-07: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/ B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 sheared or missing rivets on the horizontal stabilizer hinge bracket assemblies. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
84-04-01: 84-04-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4815. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent the possibility of electrical arcing in the cockpit windshield and side window heating electrical wire bundle, accomplish the following: A. Within 300 flight hours after the effective date of this AD, perform the aircraft wiring inspection and modification, if required, in accordance with Part 2, Accomplishment Instructions, in Lockheed-California Company L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Airplanes previouslyinspected in accordance with the procedures specified in Lockheed L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or in accordance with alternate inspection procedures since June 6, 1983, approved by an FAA Principal Maintenance Inspector (PMI), are considered to comply with the inspection requirements of this AD. 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 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. This amendment becomes effective February 27, 1984.
2019-08-10: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 206A, 206B, 206L, 206L- 1, 206L-3, 206L-4, and 407 helicopters. This AD requires inspecting and cleaning the oil supply restrictor (restrictor) to the freewheel assembly. This AD was prompted by reports of a blocked oil line restrictor in the freewheel lubrication system. The actions of this AD are intended to address an unsafe condition on these products.
79-05-04: 79-05-04 BOEING: Amendment 39-3431. Applies to Boeing 747-200 series airplanes, Serial Numbers 20237, 20238, 20239, 20556, 20557, 21054, 21140, 21189, 21190, and 21237, equipped with auxiliary fuel tanks Number 1 and Number 4. \n\tUnless modified in accordance with Boeing Service Bulletin 747-28-2067 dated November 11, 1977, or Boeing Alert Service Bulletin 747-28-A2091, Revision 1, dated February 5, 1979, or later FAA approved revisions, accomplish the following: \n\tA.\tDiscontinue immediately the use of auxiliary fuel tanks Number 1 and Number 4; \n\tB.\tDrain fuel from those tanks; and \n\tC.\tOpen and collar the associated tank pump circuit breakers. \n\tEquivalent inspections and repairs may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. Compliance with the revised alert bulletin requirements is considered satisfactory terminating action for this Airworthiness Directive. \n\tThemanufacturer'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). \n\tAll 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 becomes effective March 15, 1979, and was effective earlier for all recipients of the telegram dated December 22, 1978.
89-18-13: 89-18-13 BRITISH AEROSPACE: Amendment 39-6309. (Docket No. 89-NM-24-AD) Applicability: Model DH/HS/BH/BAe 125 series airplanes certificated in any category, equipped with Sundstrand Turbomach Titan Gas Turbine Auxiliary Power (APU) Unit, Model T- 62T Series, installed in the aft equipment compartment of the airplane. NOTE: Installation of the subject APU's has been in accordance with, but are not limited to, the following Supplemental Type Certificates (STC): SA674CE SA1143EA SA1176EA SA1196EA SA440NE SA1173EA SA4710SW SA1923SW This AD applies to all Sundstrand Turbomach Titan APU installations in the aft equipment compartment. Compliance: Required as indicated unless previously accomplished. To prevent a fire in the aft equipment compartment, puncture of the aft pressure bulkhead, and severance of the control cables, due to an uncontained APU rotor failure, accomplish the following: A. Within the next 10 days after the effective date of this AD: 1. Revise the Limitations Section in the FAA-approved Airplane Flight Manual (AFM) Supplement to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM Supplement Limitations Section: "OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY." 2. Install a placard next to the APU start switch in the cockpit to state: "OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY." 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, Transport Airplane Directorate. NOTE: 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, 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 for the accomplishment of modifications required by this AD. This amendment (39-6309, AD 89-18-13) becomes effective on September 28, 1989.
87-23-01: 87-23-01 HEATH TECNA: Amendment 39-5759. Applies to Boeing Model 747 airplanes, certificated in any category, that have been modified in accordance with Supplemental Type Certificate SA2365NM, listed in Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987. Compliance required as indicated, unless previously accomplished.\n \n\tTo minimize fire hazard caused by chafing of ceiling light wire bundles, accomplish the following:\n \n\tA.\tWithin 60 days after the effective date of this AD, inspect lighting wire bundles which rest atop the Heath Tecna "Superbins" for evidence of damage and chafing, and repair, if necessary, before further flight; and accomplish either 1. or 2., below: \n\n\t\t1.\tInstall spacers to protect lighting wire bundles from chafing in accordance with Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987, or later FAA-approved revision. \n\n\t\t2.\tTrim the outboard edges of the ceiling panels in accordance with paragraph 2C of Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987, or later FAA-approved revision. \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\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Heath Tecna Aerospace Company, 19819 84th Avenue South, Kent, Washington 98032. These documents 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 98108.\n \n\tThis amendment becomes effective December 10, 1987.
2019-08-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracking in the frame web, frame integral inboard chord, and fail-safe chord on multiple airplanes in multiple locations between stringers S-10 and S- 17 above the passenger floor, in addition to an evaluation by the design approval holder (DAH) indicating that certain fuselage frame splices are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of certain fuselage upper frames, side frames, fail-safe chords, inboard chords, frame webs, and stringers; an inspection for open tooling holes and the presence of repairs in certain inspection zones; and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
87-07-03: 87-07-03 BOEING: Amendment 39-5577. Applies to Boeing Model 737 airplanes, equipped with an aft airstair on which the detent plate modification described in Boeing Service Bulletin 737-52-1083, dated June 4, 1982, or later revisions, has been incorporated; certificated in any category. Compliance is required within one year after the effective date of this AD. \n\n\tTo ensure usability of the aft airstair exit in the event of an emergency evacuation, accomplish the following, unless previously accomplished: \n\n\tA.\tRemove the aft airstair operating handle detent plate which has been modified in accordance with Boeing Service Bulletin 737-52-1083, and install an unmodified Boeing P/N 65- 60510-1 aft airstair operating handle detent plate. \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\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 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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.\n \n\tThis amendment becomes effective April 13, 1987.
83-06-02: 83-06-02 MCDONNELL DOUGLAS: Amendment 39-4588. Applies to McDonnell Douglas Model DC-9-80 series airplanes fuselage numbers through 1086, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible discharge of fire extinguishing agent into an unselected area, accomplish the following within 300 flight hours time in service after the effective date of this AD: \n\n\tA.\tInspect for proper installation of electrical connection of plugs P1-70, P1-71, and P1-72 to Firex bottle No.1 and plugs P1-73, P1-74, and P1-75 to Firex bottle No. 2 and inspect for proper clamping method and correct if necessary, in accordance with McDonnell Douglas DC-9-80 Alert Service Bulletin A26-13, dated February 2, 1983, or Revision 1, dated February 3, 1983, 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 order to comply with the requirements of this AD. \n\n\tC.\tAlternate means of compliance which provide an equivalent 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 these 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, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective April 4, 1983.
2019-07-07: We are adopting a new airworthiness directive (AD) for various Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK117 and Model BO-105 helicopters. This AD requires removing the swashplate bellows (bellows) and repetitively inspecting the swashplate assembly. This AD was prompted by reports of loose and missing clamps installed on bellows. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
83-18-01: 83-18-01 AIR TRACTOR: Amendment 39-4717. Applies to Model AT-300, AT-301, AT-302 (Serial Numbers 0001 through 0240) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the vertical fin front spar fuselage attach fittings, accomplish the following: a) On airplanes having less than 2,000 hours time-in-service on the effective date of this AD, within the next 25 hours time-in-service, or 100 hours time-in-service since the last inspection per Snow Engineering Company Service Letter No. 26, dated February 2, 1978, whichever occurs later, and within each 100 hours time- in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Company Service Letter No. 26, dated February 2, 1978. b) On airplanes having more than 2,000 hours time-in-service on the effective date of this AD within the next25 hours time-in-service, or 50 hours time-in-service since compliance with paragraph a), or the last inspection per Snow Engineering Company Service Letter No. 26 dated February 2, 1978, whichever occurs later, and each 50 hours time-in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Service Letter No. 26, dated February 2, 1978. c) Prior to further flight, replace any cracked fittings found during the inspections required by paragraphs a) and b) of this AD with a new 10398-3 fitting in accordance with Snow Engineering Company Service Letter No. 47, dated February 12, 1983. d) On or before December 31, 1983, or upon reaching 2,000 hours time-in-service, whichever occurs later, replace existing sheet metal vertical fin front spar fuselage attach fittings with a new part number 10398-3 fitting, in accordance with Snow Engineering Company Service Letter No. 47 dated February 12, 1983. e) The other requirements of this AD are no longer required when the 10398-3 fittings are installed. f) The interval between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. g) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. h) Any equivalent means of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Division, ASW-100, FAA, P.O. Box 1689, Fort Worth, Texas 76101. This amendment becomes effective on September 6, 1983.
88-20-04: 88-20-04 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-6030. Applies to Model G-IV airplanes, serial numbers 1000 through 1059, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of engine power while flying in icing conditions, accomplish the following: A. Within 48 hours after the effective date of this AD, insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) and alert flight crews. This may be accomplished by inserting a copy of this AD in the AFM: "Flight into known or forecast icing conditions not approved." B. Within 48 hours after the effective date of this AD, install placards in front of each pilot's station and in clear view, stating: "FLIGHT INTO KNOWN OR FORECAST ICING CONDITIONS NOT APPROVED" NOTE: The placards may be fabricated of suitable material, with 1/8" minimum height lettering. C. Prior to flight into known or forecast icing conditions, modify the crew alerting system and the anti-ice system, in accordance with Gulfstream Aircraft Service Change ASC-51A, dated May 12, 1988. When this is accomplished, the AFM limitation and placards required by paragraph A., above, may be removed. D. 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, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request for alternate means of compliance should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Maintenance Inspector (PMI), as appropriate, who may add any comments and then send it to the Manager, Atlanta Aircraft Certification Office. E. 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 Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This Amendment, 39-6030, becomes effective October 13, 1988.
2019-06-06: We are adopting a new airworthiness directive (AD) for all International Aero Engines AG (IAE) V2500 turbofan engine models. This AD requires initial and repetitive borescope inspections (BSIs) of the diffuser case M-flange and, if it fails the inspection, replacement of the diffuser case with a part eligible for installation. This AD was prompted by a crack found at the diffuser case M-flange during overhaul inspection. We are issuing this AD to address the unsafe condition on these products.
63-13-05: 63-13-05 VERTOL: Amdt 578 Part 507 Federal Register June 22, 1963. Applies to All Model 107-II Helicopters, Serial Numbers 2 and Up. Compliance required as indicated. As a result of fatigue cracks which have occurred in service on the aft rotor vertical drive shaft and a fatigue failure of the mixing gearbox collector gear during bench testing, accomplish the following: (a) Replace before further flight, all forward rotor transmission shafts and carrier assemblies P/N's 107D1259-1, -3 or -5 and the aft rotor drive shafts extensions P/N's 107D3147-1 or -3 which have accumulated 150 or more hours' time in service as of the effective date of this AD. Thereafter, all shafts shall be retired from service prior to the accumulation of 150 hours' time in service, except that those modified by the manufacturer to the later designs may have the service life as designated for the particular design in paragraphs (c)(1) or (c)(2) as applicable. (These components are subunits ofthe P/N's 107D1210 and 107D3011 shaft assemblies respectively.) (b) At not more than 150 hours total time in service or 8 hours of gearbox cumulative single engine time, whichever occurs first, retire from service collector gear P/N 107D2066-4 (shot peened). If replacement gear is same part number, same retirement time applies. If improved design gear P/N 107D2066-10 is installed, the above retirement time does not apply. If P/N 107D2066-10 gear is installed change mixing gearbox to P/N 107D2003-10. Recording of accumulated single engine time is to be continued. (c) (1) Replace before further flight, all forward transmission rotor shaft and carrier assemblies P/N's 107D1259-6 and 107D1259-8 which have accumulated 2,500 or more hours' time in service as of the effective date of this AD. Thereafter, all such shafts are to be retired from service prior to the accumulation of 2,500 hours' time in service. (These components are subunits of planetary assemblies P/N's 107D1210-5 and -6 respectively.) (2) Replace before further flight, all aft rotor drive shaft extensions P/N's 107D3147-4 and 107D3147-6 which have accumulated 1,500 hours' time in service as of the effective date of this AD. Thereafter all such shafts are to be retired from service prior to the accumulation of 1,500 hours' time in service. (These components are subunits of aft shaft assemblies P/N's 107D3011-4 and -5 respectively.) NOTE: Although P/N's 107D1259-6, -8 and 107D3147-4, -6, were not covered by AD 62-17-07 as amended, they are FAA engineering approved shafts equivalent to 107D1259-1, -3, - 5 and 107D3147-1, -3 respectively and originally had the same service life limits as those shafts. (Vertol Service Bulletins Nos. 107-3 (R-3) and 107-2 cover these subjects.) This supersedes AD 62-17-07. This directive effective July 3, 1963.
88-23-04: 88-23-04 CESSNA: Amendment 39-6133. Final copy of Priority Letter AD which was effective November 16, 1988. Applicability: Model 650 series airplanes; Serial Numbers 650-0094, 650-0096, 650- 0100 through 650-0103, 650-0105 through 650-0107, 650-0117, 650-0120, 650-0123, 650-0125 through 650-0129, 650-0131 through 650-0159, 650-0161, and 650-0162; certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent elevator flutter, accomplish the following: A. Prior to further flight, incorporate the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD, or the Temporary AFM Change included as part of the Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988, into the AFM: "Enroute Operations Limits: 45,000 ft. Maximum Calibrated Operating Altitude." B. Within the next 100 flight hours time-in-service or 60 daysafter the effective date of this AD, whichever occurs sooner, remove both elevators from the airplane and check for proper balance, in accordance with Cessna Alert Service Letter SLA650-27-20, dated November 11, 1988. Elevators not meeting proper balance specifications must be rebalanced, prior to further flight, in accordance with the Accomplishment Instructions of the service bulletin. C. Accomplishment of the requirements of paragraph B., above, constitutes terminating action for the requirements of paragraph A., above, and the AFM revision may be removed. D. 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, Wichita Aircraft Certification Office, FAA, Central Region. E. 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 may obtain copies of the applicable service information from Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. This material may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Wichita Aircraft Certification Office, FAA, Central Region, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This AD was effective earlier to all recipients of Priority Letter AD 88-23-04 issued November 16, 1988. This amendment (39-6133, AD 88-23-04) becomes effective February 21, 1989.
2019-03-22: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service findings that a cotter pin at the main fitting joint of the nose landing gear (NLG) retraction actuator to the NLG strut showed evidence of shearing after an NLG retraction-extension cycling. This AD requires revision of the existing maintenance or inspection program, as applicable, a general visual inspection for damage of a certain cotter pin present on certain configurations of the NLG strut assembly and for the [[Page 8592]] modification number shown on the identification plate for the NLG strut, and modification of the NLG retraction actuator hardware on any damaged NLG strut assembly. We are issuing this AD to address the unsafe condition on these products.
64-02-05: 64-02-05 LOCKHEED: Amdt. 669 Part 507 Federal Register January 10, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G, 1049H and 1649A Series Aircraft That Do Not Incorporate the Overhead Crew Hatch Provided for in Flying Tiger Line Supplemental Type Certificate SA4-948 or FAA Approved Equivalent. Compliance required as indicated. (a)(1) To eliminate the possibility of jamming the crew door, accomplish the following within 325 hours' time in service after the effective date of this AD, unless previously accomplished. (2) Permanently deactivate the openable window in the crew door by bolting the window shut or by deactivating the window operating mechanism, or modify the window operating mechanism by incorporating the modification provided for in Gamco Precision Supplemental Type Certificate SA546WE or a modification approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region, such that the open window will not interfere with the opening of the crew door. Supplemental Type Certificate SA546WE is not applicable to crew door windows previously modified for smoke evacuation purposes. NOTE: - Gamco Precision, 10021 LaTuna Canyon, Sun Valley, California, the holder of STC SA546WE, may be contacted for information regarding the kit for this modification. (b) A number of crew door windows on aircraft that do not incorporate the overhead hatch provided for in STC SA4-948 or FAA approved equivalent have been modified for use in evacuating smoke from the flight station. When these windows are deactivated in compliance with this AD, delete section 3-31.1 of the FAA approved Airplane Flight Manual (Lockheed Report 11020) and reinsert section 3-31 which is applicable to the affected aircraft. This directive effective January 10, 1964.
81-14-07 R1: 81-14-07 R1 BRITISH AEROSPACE, AIRCRAFT GROUP: Amendment 39-4153 as amended by Amendment 39-4738. Applies to Model BAC 1-11 200 and 400 Series airplanes, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent possible failures of flap track attachment brackets, accomplish the following: (a) Inspect flap track attachment brackets (hereinafter referred to as brackets) for cracks at flap track location 4 (LH) which do not have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which do not have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafterat intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 8,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (b) Inspect brackets for cracks at flap track location 4 (LH) which have British Aerospace, Aircraft Group, Modification 57-PM4948 Part (a) or (c) incorporated, and brackets at flap track location 4 (RH) which have Modification 57-PM4948 Part (b) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the brackets were modified after the original manufacture (i.e., Modification 57-PM4948 Part (a) or (b)), within the next 300 landings after the effective date of this AD, or before the accumulation of 5,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM4948 Part (c) or (d)), within the next 300 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 2,100 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (c) Inspect brackets for cracks at flap track location 2 (LH and RH) which do not have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (RH and LH) which do not have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For 200 Series airplanes,within the next 50 landings after the effective date of this AD, or before the accumulation of 15,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (2) For 400 Series airplanes, within the next 50 landings after the effective date of this AD, or before the accumulation of 12,000 landings, whichever occurs later, unless already accomplished within the last 800 landings, and thereafter at intervals not to exceed 850 landings from the last inspection. (d) Inspect brackets for cracks at flap track location 2 (LH and RH) which have British Aerospace, Aircraft Group, Modification 57-PM3065 Part (a) or (b) incorporated, and brackets at flap track location 3 (LH and RH) which have Modification 57-PM3065 Part (c) or (d) incorporated, in accordance with paragraph (e) of this AD as follows: (1) For both 200 and 400 Series airplanes, on which the bracketswere modified after the original manufacture (i.e., Modification 57-PM3065 Part (a) or (c)), within the next 600 landings after the effective date of this AD, or before the accumulation of 10,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (2) For both 200 and 400 Series airplanes, on which the modified brackets were installed at the time of original manufacture (i.e., Modification 57-PM3065 Part (b) or (d)), within the next 600 landings after the effective date of this AD, or before the accumulation of 20,000 landings, whichever occurs later, unless already accomplished within the last 1,800 landings, and thereafter at intervals not to exceed 2,400 landings from the last inspection. (e) Inspect the flap track attachment brackets for cracks in accordance with paragraphs 2.1.1 (flap track location 4, pre-Modification 57-PM4948); 2.2.3 (flap track location 4, post Modification 57-PM4948); 2.3.1 (flap track location 3, both pre and post Modification 57- PM3065); and 2.5.1 (flap track location 2, both pre and post Modification 57-PM3065) of British Aerospace, Aircraft Group, Model BAC 1-11 Alert Service Bulletin 57-A-PM4948, Issue 5, dated January 28, 1981 (hereinafter referred to as the service bulletin), or an FAA-approved equivalent. (f) If cracks are found during any of the inspections required by this AD which do not exceed the allowable lengths specified in Table 1, Column (1) and "Qualifying Remarks" (for the appropriate flap track location), of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 200 landings from initial crack detection. (g) If cracks are found during any of the inspections required by this AD which exceed the allowable limits of Table 1, Column (1), and "Qualifying Remarks," but do not exceed the allowable limits of Table 1, Column (2), and "Qualifying Remarks for Increased Crack Lengths Special Cases" (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, the bracket may remain in service provided it is inspected in accordance with paragraph (e) of this AD at intervals not to exceed 25 landings from the initial crack detection. (h) Cracked brackets may be repaired in accordance with the limitations specified in Table 2 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent. Inspect repaired brackets in accordance with paragraph (e) of this AD at intervals not to exceed 850 landings from the time of repair. (i) If cracks are found during any of the inspections required by this AD which exceed the allowable limits specified in Table 1 (for the appropriate flap track location) of the service bulletin, or an FAA-approved equivalent, before further flight, except that the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repairs can be performed, replace the bracket with a new bracket to post Modification 57-PM4948 or 57- PM3065 standard, as appropriate. Thereafter, continue to inspect the bracket in accordance with the inspection requirements of this AD. (j) When both brackets of a pair at the same flap track location are required to be inspected at different intervals, inspect both brackets using the inspection interval specified for the bracket of the pair which has the shorter intervals between inspections. (k) When both brackets of a pair at the same flap track location are to post Modification 57-PM4948 or 57-PM3065 standard, as appropriate, the threshold for initial inspection of the later installed bracket must be based on the installation date of the earlier installed bracket. (l) For the purpose of complying with this AD, where the number of landings for the affected part havenot been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total number of airplane flight hours in service since installation of the part by the operator's BAC 1-11 fleet average time from takeoff to landing. (m) Upon request of an operator and submission of substantiating data, the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the inspection intervals. (n) 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. 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 requestto British Aerospace, Aircraft Group, 13850 McLearen Road, Herndon, Virginia 22070. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment supersedes Amendment 39-1348 (36 FR 22365), AD 71-25-01. Amendment 39-4153 became effective July 13, 1981. This Amendment 39-4738 becomes effective November 3, 1983.
2019-03-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by a report indicating the passenger service units (PSUs) became separated from their attachments during several survivable accident sequences. This AD requires installing lanyard assemblies on the PSU and, for certain airplanes, on the life vest panel. We are issuing this AD to address the unsafe condition on these products.