Results
76-17-05: 76-17-05 LOCKHEED-CALIFORNIA: Amendment 39-2704. Applies to Lockheed L- 1011-385 Series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent fires which may be ignited by damaged electrical wires, accomplish the following: (a) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the No. 2 generator feeder cables located in the 1519938-103 ECS duct area on the left side of the No. 2 engine S-duct, between FS-1956 and FS-1975, at approximately WL-310, for a minimum clearance of one-half inch between the cables and the closest part of the ECS duct insulated cover in accordance with Lockheed Alert Service Bulletin 093-24-A058, dated June 3, 1976 or later FAA-approved revision. (2) If the clearance is less than one-half inch, adjust to provide adequate clearance before further flight in accordance with Lockheed Service Bulletin 093-24-A058, dated June 3, 1976 or later FAA-approved revision. (b) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the electrical wire bundles just aft of the lower left hand side of FS-1860 bulkhead which are routed adjacent to the APU bleed air duct, for proper clamping and condition of insulation. If insulation damage is found, check closely for wire damage. (2) If damage to insulation or wires is found, before further flight, repair in accordance with FAA-approved maintenance procedures. (c) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the left hand and right hand horizontal stabilizer servo units by applying 3,000 PSI hydraulic pressure to each hydraulic system and observing for signs of hydraulic fluid misting or spraying type of leakage, or examine left hand and right hand horizontal servo unit transfer tube areas for signs of external leakage immediately after hydraulic systems have been shut down.(2) If hydraulic leaks are found, before further flight, repair in accordance with FAA-approved maintenance procedures. (d) It is requested that a written report on the results of the inspections required by paragraphs (b) and (c), either positive or negative, be forwarded to: Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region, P. O. Box 92007, World Way Postal Center, Los Angeles, CA 90009. (Reporting approved by the Office of Management and Budget under OMB 04- RO174). (e) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued per FAR's 21.197 and 21.199, to authorize flights to a base for accomplishment of the inspections required by this AD. This amendment becomes effective September 2, 1976.
67-22-03: 67-22-03 BOEING: Amdt. No. 39-445, Part 39, Federal Register July 22, 1967. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin No. 32-123(R-1 dated June 5, 1967). \n\n\tCompliance required as indicated. \n\n\tTo detect visible wear and deformation of the main gear downlock rod and its attach bolts, to prevent wear and failure of the attach bolts caused by bolt rotation, and to prevent out-of- sequence operation of the door sequence valve following either rod failure or bolt failure, accomplish the following: \n\n\t(a)\tFor those airplanes having a main gear downlock rod assembly with 800 or more hours' time in service on the effective date of this AD, within the next 50 hours time in service, unless already accomplished within the previous 750 hours time in service, inspect each main gear downlock rod assembly for wear and deformation in accordance with Boeing telegraphic Service Bulletin No. 32-123 dated April 14, 1967, which is also repeated in the section entitled "I. PLANNING INFORMATION . . . C. DESCRIPTION . . . PART I . . ." of Boeing Service Bulletin 32-123(R-1 dated June 5, 1967). \n\n\t(b)\tIf wear or deformation is detected during the inspection conducted in accordance with Paragraph (a), unless already accomplished in accordance with Subparagraphs (1) or (2) of this Paragraph, replace the affected part(s) before further flight (except that the airplane may be flown with the gear down in accordance with FAR 21.197 to a base where the replacement or modification can be performed) by accomplishing (1) or (2) below: \n\n\t\t(1)\tReplace the affected part(s) with a new part(s) of the same part number and comply with Subparagraph (2) of this Paragraph within 750 hours' time in service after this replacement; or \n\n\t\t(2)\tExcept as provided in this Subparagraph, modify the main gear downlock rod assembly(ies) incorporating the replacement part(s) in accordance with the section entitled "II. ACCOMPLISHMENT INSTRUCTIONS . . . PART II . . ." ofBoeing Service Bulletin No. 32- 123(R-1 dated June 5, 1967) or later FAA-approved revision or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. Replacement of the downlock rod must be accomplished by installing downlock rod P/N 69-33654-2 with metal-cal BAC27DLG14 installed or P/N 69-33654-3 with metal-cal BAC27DLG14 installed. Provisions of the Boeing Service Bulletin referenced herein applicable to modification of the downlock pushrod are not incorporated by reference in this AD and the modification of this assembly need not be accomplished hereunder. \n\n\t(c)\tFor all airplanes, within the next 800 hours' time in service after the effective date of this AD, unless already accomplished, modify each main gear downlock rod assembly in accordance with that section entitled "II. ACCOMPLISHMENT INSTRUCTIONS . . . PART II . . . " of Boeing Service Bulletin No. 32-123(R-1 dated June 5, 1967) and the main gear uplock assembly in accordance with that section entitled "II . ACCOMPLISHMENT INSTRUCTIONS . . . PART III . . ." of that Service Bulletin or later FAA-approved revision or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. Replacement of the downlock rod must be accomplished by installing downlock rod P/N 69- 33654-2 with metal-cal BAC27DLG14 installed, or P/N 69-33654-3 with metal-cal BAC27DLG14 installed. Provisions of the Boeing Service Bulletin referenced herein applicable to a modification of the downlock pushrod are not incorporated by reference in this AD and the modification of this assembly need not be accomplished hereunder. \n\n\tNOTE. - The absence of a requirement in Paragraphs (b) and (c) of this AD to modify the downlock pushrod assembly is not intended to discourage operators from incorporating this modification. It merely indicates that the FAA does not deem this modification necessary to correct the unsafe condition described in this AD. \n\n\t(d)\tOperators who have not kept records of hours' time in service of individual main gear downlock rod assemblies shall substitute hours' time in service of the airplane in lieu thereof. \n\n\t(e)\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the compliance times herein if the request contains substantiating data to justify the increase for the operator. \n\n\tThis amendment effective July 24, 1967.
77-16-11: 77-16-11 BOEING: Amendment 39-3014. Applies to all Boeing 707-300/400/300B/300C series airplanes upon the accumulation of, or with more than, 8,000 landings. Inspect the horizontal stabilizer rear spar upper chord, right and left hand, from the side of the body to horizontal stabilizer station 92.55 for cracks at the time intervals specified in paragraph A, in accordance with the methods of paragraph B. Airplanes with chords found cracked are to be reworked prior to further flight in accordance with one of the methods noted in paragraph C. \n\tA.\tWithin the next 175 landings after the effective date of this AD, unless accomplished within the previous 200 landings prior to the effective date of this AD, and thereafter at intervals not to exceed 375 landings. \n\tB.\tInspect in accordance with either the low frequency eddy current inspection procedure or high frequency eddy current inspection procedure as described in Boeing Alert Service Bulletin No. 3313, Revision 2. \n\tC.\tRework inaccordance with one of the following: \n\t\t1.\tIf the forward flange of the spar chord is found cracked within the limits as described in Boeing Alert Service Bulletin No. 3313, Revision 2, the chord can remain in service after appropriate rework if reinspected in accordance with paragraph B at intervals not to exceed 375 landings. \n\t\t2.\tIf the crack penetrates the upper radius from the flange to the chord body, the chord must be replaced prior to further flight. \n\t\t3.\tA method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tReport all cracks in the chord body to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, noting airplane identification, hours time-in-service, number of landings, crack location and length. \n\tE.\tWith permission of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, the airplane may be flown in accordance with FAR 21.197 to a base where the inspection or repair can be accomplished.The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 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 August 15, 1977, and supersedes the telegraphic AD's issued May 18, May 27, and July 11, 1977, and Amendment 39-2969, AD 77-14-10.
2021-13-18: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737 airplanes powered by LEAP-1B engines. This AD was prompted by reports of inadvertent release of the spring energy of the spring door opening system (SDOS) actuator with a certain part number, causing injury and the potential for injury to maintenance personnel. This AD requires replacing each affected SDOS actuator with a new SDOS actuator, and verifying that new safety markers are installed in the proper locations. The FAA is issuing this AD to address the unsafe condition on these products.
2021-11-23: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires, for certain airplanes, an update of the hydraulic monitoring system to include additional redundancy. The FAA is issuing this AD to address the unsafe condition on these products.
97-22-03: This amendment adopts a new airworthiness directive (AD) that is applicable to Extra Flugzeugbau, GmbH. (Extra) Model EA-300/200 airplanes. This action requires installing a seat belt safety cover. A recent report of an Extra Model EA-300/200 airplane seat belt falling into the rear rudder pedal controls, interfering with the rudder pedals, and causing loss of directional control prompted this action. The action specified by this AD is intended to prevent a loss of directional control caused by seat belt interference with the rear rudder pedal controls, which could cause loss of control of the airplane.
2010-11-09R1: We are revising an existing airworthiness directive (AD) for TAE models TAE 125-01 and TAE 125-02-99 reciprocating engines installed on, but not limited to, Diamond Aircraft Industries Model DA 42 airplanes. That AD currently requires initial and repetitive replacements of proportional pressure reducing valves (PPRVs) (also known as propeller control valves). This new AD relaxes the repetitive replacement interval from a 300-hour interval to a 600-hour interval for PPRVs, P/N 05-7212-E002801, on TAE 125-02-99 engine. This AD was prompted by TAE increasing the life of the PPRV, part number (P/N) 05- 7212-E002801, on TAE 125-02-99 engines from 300 to 600 hours. We are issuing this AD to prevent engine in-flight shutdown, possibly resulting in reduced control of the aircraft.
97-21-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model DH.125-400A; BH.125-400A and -600A; HS.125-600A and -700A; BAe 125-800A series airplanes; and Hawker 800 and Hawker 800 XP series airplanes (including military variants C29A, U125, U125A). This amendment requires a one-time inspection to determine if certain high pressure oxygen hose assemblies are installed, and, if installed, replacement of those hose assemblies with new, improved hose assemblies. This amendment is prompted by a report that certain high pressure oxygen hose assemblies are susceptible to leakage due to those hose assemblies not meeting design specifications during manufacturing. The actions specified by this AD are intended to prevent leaks in high pressure oxygen hose assemblies, which, if not detected and corrected, could result in insufficient oxygen available to the passengers or crew if the cabin pressure altitude should rise to a level requiring emergencyoxygen.
81-04-51 R1: 81-04-51 R1 MCDONNELL DOUGLAS: Amendment 39-4107 as amended by amendment 39-4281. Applies to McDonnell Douglas Model DC-9-80 series airplanes, fuselage numbers 924 through 1017 inclusive, certificated in all categories. Compliance required as noted in the body of this AD, unless already accomplished. To prevent unscheduled deployment of the thrust reversers during approach prior to touchdown, accomplish the following: \n\n\tA.\tEffective immediately after the effective date of this AD, the flight crew shall disengage the autothrottle during approach prior to reaching 50 feet AGL. \n\n\tB.\tWithin 48 hours calendar time after receipt of this AD, unless already accomplished: \n\n\t\t1.\tPlacard each aircraft in clear view of each pilot with the following wording: "Disengage ATS on approach before reaching 50 feet AGL." \n\n\t\t2.\tThe FAA-approved Airplane Flight Manual shall be revised to add the following in the limitations section: \n\n\t\t\tAUTOTHROTTLES: The autothrottles must be disengaged during approach before reaching 50 feet AGL. \n\n\tC.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tD.\tIncorporation of the modifications in accordance with Part 2, Accomplishment Instructions, of McDonnell Douglas DC-9 Super 80 Service Bulletin 78-47 dated August 4, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region, constitutes terminating action. Following such modification, both the placard and the Airplane Flight Manual limitation required by A. and B. above may be removed. \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). \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). This document also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108; or the Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4107 became effective May 14, 1981, to all persons, except to whom it was made immediately effective by telegram dated February 9, 1981. \n\n\tThis amendment 39-4281 becomes effective December 28, 1981.
75-16-21: 75-16-21 MCDONNELL DOUGLAS: Amendment 39-2287. Applies to Model DC-10-10, DC-10-10F, DC-10-30, DC-10-30F, DC-10-40 airplanes certificated in all categories. \n\n\tTo prevent detachment of the flap vane assembly accomplish the following as indicated: \n\n\t1.\tWithin the next 150 hours time in service, unless already accomplished, on all airplanes with over 500 landings on or after the effective date of this AD, accomplish the dye penetrant inspection, installation check, and flap actuation described in paragraphs 1, 2, and 3 of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-48, dated February 20, 1975, or later FAA-approved revisions. \n\n\t2.\tOperators shall, by the most immediate and practicable means, notify flight crews and adopt procedures to: \n\n\t\tA.\tUse flap settings not to exceed 35 degrees; and \n\n\t\tB.\tUse speed not to exceed 175 knots when operating with 35 degree flaps. \n\n\t3.\tWithin 5 days after the effective date of this AD, unless already accomplished, affix aplacard to the flap position indicator to show 175 knots limit for 35 degree flaps. The 35 degree flap limit and 175 knot limit may be removed when the outboard flap vane assembly supports are modified per McDonnell Douglas DC-10 Service Bulletin Nos. 57-48, dated March 14, 1975, or 57-51, dated April 23, 1975, or later FAA-approved revisions. \n\n\t4.\tModify the outboard flap vane assembly supports per paragraph 6, below, within 450 landings following the inspections and checks specified in paragraph 1, above, on all aircraft with 2000 or more landings time in service on the effective date of this AD, unless already accomplished. \n\n\t5.\tModify the outboard flap vane assembly supports per paragraph 6, below, prior to accumulation of 2450 landings on all airplanes with less than 2000 landings on the effective date of this AD unless already accomplished. \n\n\t6.\tModify outboard flap vane assembly supports at tracks 1, 2, 3, and 4, per McDonnell Douglas DC-10 Service Bulletin 57-48, dated March 14, 1975, or later FAA-approved revisions, or McDonnell Douglas Service Bulletin 57-51, dated April 23, 1975, or later FAA-approved revisions, or in accordance with an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the compliance times specified in paragraph 4 or 5, above. \n\n\t7.\tParts modified per Service Bulletin 57-48, per paragraph 6, above, must be replaced prior to the accumulation of 2000 landings following their modification with either serviceable parts per S.B. 57-48, or new parts, per S.B. 57-51. \n\n\t8.\tModification of the outboard flap vane assembly supports per Service Bulletin 57-51, dated April 23, 1975, or later FAA-approved revisions, when accomplished, relieves the operator from the requirements of this AD. The new parts installed per Service Bulletin 57-51 are not life-limited. \n\n\t9.\tEquivalent inspections and repairs may be approved by the Chief, Aircraft Engineering Division, FAA Western Region.10.\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the requirements of this AD. \n\n\t11.\tThis supersedes the telegraphic AD dated March 14, 1975. \n\n\tThis amendment becomes effective August 6, 1975.
65-02-01: 65-02-01 GENERAL DYNAMICS: Amdt. 39-19 Part 39 Federal Register January 6, 1965. Applies to Models 22 and 22M Aircraft. Compliance required as indicated. Several failures of the No. 1 and No. 4 engine fuel supply tubes under the support clamp at Wing Station 579 have occurred, resulting in engine malfunction and flameout. To correct the condition causing these fuel line failures and to provide additional tolerance for tubing flexure, accomplish the following: (a) Within 600 hours' time in service and thereafter within 600-hour intervals, perform a leak check of the engine fuel supply tubes P/N's 22-21427-73 and 22-21427-193 in the No. 1 and No. 4 fuel tanks respectively, in accordance with the procedures outlined in paragraph 2 of the Description and Recommendations section in General Dynamics/Convair Service Engineering Report No. 6820-880-8/880M-10 or an Aircraft Engineering Division, FAA Western Region, approved equivalent. Before further flight, repair and rework cracked tubes in accordance with the procedures outlined in Supplement A to General Dynamics/Convair Service Engineering Report No. 6820-880-8/880M-10 or an Aircraft Engineering Division, FAA Western Region, approved equivalent. (b) Within 4,000 hours' time in service, rework the engine supply fuel tubes P/N's 22-21427-73 and 22-21427-193 in the No. 1 and No. 4 tanks respectively, in accordance with the procedures outlined in Supplement A to General Dynamics/Convair Service Engineering Report No. 6820-880-8/880M-10 or an Aircraft Engineering Division, FAA Western Region, approved equivalent, unless already accomplished pursuant to (a). (c) The fuel tube leak check required in (a) may be discontinued when the provisions of (b) have been complied with. This directive effective February 4, 1965.
2011-27-04: We are adopting a new airworthiness directive (AD) for all Hawker Beechcraft Corporation Models 95-C55, D55, E55, 58, and 58A airplanes equipped with a certain STC. This AD requires assuring the airspeed indicator(s) and/or airspeed limitations placard(s) have the correct minimum control speed (VMC) markings for the STCs installed. This AD was prompted by information that suggests the affected airplane models with a certain STC installed may not have the appropriate VMC markings on the airspeed indicator(s). We are issuing this AD to correct the unsafe condition on these products.
97-21-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all Short Brothers Model SD3-30 series airplanes. This action requires a one-time inspection to measure the depth of the skin flutes of the skin panels of the rudder and elevators, and repair, if necessary. This amendment is prompted by reports indicating that, due to a manufacturing process error, the depth of certain skin flutes of the rudder and elevators is less than the design specification. The actions specified in this AD are intended to prevent structural damage and/or loss of the rudder or elevators if the airplane is operated under ultimate load conditions, which could result in reduced controllability of the airplane.
68-08-02: 68-08-02\tBOEING: Amdt. 39-590 as amended by Amendment 39-1516. Applies to Model 727 Series airplanes on which the aft trunnion extension has been chrome plated during overhaul. Compliance required as indicated. \n\n\tAn investigation of a recent failure of the aft trunnion extension of a Boeing Model 727 main landing gear outer cylinder (P/N 65-17651) indicates that the failure probably resulted from the use of an overhaul procedure which was not strictly in accordance with the sequence and techniques described by the Boeing Model 727 Overhaul Manual. Since this unsafe condition is likely to exist in other Boeing Model 727 Series airplanes, accomplish the following: \n\n\t1.\tWithin the next 75 hours time in service after April 12, 1968, unless already accomplished in accordance with superseded AD 68-07-06, or unless inspected in accordance with (3), inspect all chrome plated main landing gear outer cylinder aft trunnion extensions which have been overhauled in a manner other than specifically described by Section 32/12/1 of the Boeing 727 Overhaul Manual for any evidence of cracks. Inspect in areas and in the manner described in Boeing Alert Service Bulletin 32/153 dated March 29, 1968, or later FAA-approved revision. \n\n\t2.\tReinspect each affected main landing gear outer cylinder aft extension in the manner required by (1) at intervals not to exceed 800 landings. \n\n\t3.\tThe reinspections required by (2) can be discontinued for any outer cylinder aft extension which has been inspected and reworked in the manner described in Paragraph 4 of Boeing Telegraphic Revision 1 dated April 11, 1968, (or later FAA-approved revision) to Alert Service Bulletin No. 32/153, or in an equivalent manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t4.\tIf cracks are found, prior to further flight, replace the main landing gear outer cylinder with an unoverhauled cylinder or a cylinder which has been overhauled in the manner specifically describedby Section 32/12/1 of the Boeing Model 727 Overhaul Manual or a cylinder that has been inspected in accordance with (3). \n\n\t5.\tThe results of each initial inspection per (1) by a U. S. air carrier must be reported within three days to the assigned FAA inspector. \n\n\t6.\tFor the purpose of compliance with (2), subject to acceptance by the assigned FAA inspector, the number of landings may be determined by dividing each airplane's hours time in service since a landing gear outer cylinder was last replaced or inspected, by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\t7.\tReplace all overhauled landing gear outer cylinders, which were not reworked in accordance with the provisions of this AD, within the next 1200 landings. \n\n\t8.\tThe reinspections required by (2) can be discontinued for any outer cylinder when those cylinders are replaced in accordance with (7). \n\n\tAmendment 39-590 became effective on publication in the Federal Register for allpersons except those to whom it was made effective immediately by telegram dated April 12, 1968. \n\n\tThis Amendment 39-1516 becomes effective upon publication in the Federal Register. \n\n\tThis Amendment (39-1516) supersedes Amendment 39-590 AD 68-07-06.
80-22-01: 80-22-01 MCDONNELL DOUGLAS: Amendment 39-3946. Applies to Model DC-8 series airplanes with 20,000 or more hours time in service, certificated in all categories. \n\n\tCompliance required as indicated unless already accomplished. To prevent crack growth which could result in structural failure of the wing lower skin and rear spar lower cap, accomplish the following: \n\n\t(a)\tVisually inspect the lower inboard aft wing skin panels and aft tang of the rear spar cap in the vicinity of the dihedral break at wing station Xcw=69.500 per the Phase 1 accomplishment instructions (Part 2) of McDonnell Douglas Service Bulletin 57-88 dated January 23, 1980, (hereinafter referred to as SB 57-88) within the times specified below: \n\n\nFor airplanes with total hours time\n in service on or after the effective\ndate of this AD.\nInspect within additional \nhours time in service from \nthe effective date of this AD. \n\n20,000 to 24,999\t\n900\n25,000 to 29,999\t\n700\n30,000 to 34,999\t\n500 \n35,000 and over\t\n300\n\t\n\t(b)\tModify Clip P/N 5649893-47 (Left Side) and -48 (Right Side) per SB57-88, Part 2, Accomplishment Instructions, Paragraph G within the compliance schedule specified in Paragraph (a) of this AD. \n\n\t(c)\tPrecoin ream the six holes in lower wing skin identified in SB57-88, Part 2.H per instructions of SB57-88, Part 2.H, Condition II, Paragraph 1, within the compliance schedule specified in Paragraph (a) of this AD. \n\n\t(d)\tReam five attachment holes identified in SB57-88 Part 2.H per instructions of SB57-88 Part 2.H Condition II, Paragraph 2, within the compliance schedule specified in Paragraph (a) of this AD. \n\n\t(e)\tInspect the eleven attachment holes identified in Paragraphs (c) and (d) of this AD for cracks in wing skin and rear spar lower cap aft tang using eddy current methods per SB 57-88, Part 2.H, Condition II, Paragraph 3, within the compliance schedule specified in Paragraph (a) of this AD. \n\n\t(f)\tIf cracks are found, as a result of the inspections of Paragraphs (a) or (e) of this AD, repair prior to further flight as indicated: \n\n\t\t1.\tIf cracks are less than 2.5 inches in length, rework in accordance with appropriate Condition of Service Sketch (SS) 3154, or Paragraph (f)(2) of this AD. Rework per SS 3154 requires repetitive inspections per Paragraphs (a) and (e) of this AD at intervals not to exceed: 1200 hours additional time in service since the last inspection for Conditions I and VI of SS 3154 or 1800 hours additional time in service for Conditions II through V of SS 3154, and repair within 3600 additional hours time in service subsequent to rework per Paragraph (f)(2) of this AD. \n\n\t\t2.\tRepair cracks which are 2.5 inches in length or greater, but less than 7.0 inches in length per SB57-88, Part 2.H, Condition I, Paragraph 3. \n\n\t\t3.\tRepair cracks which are 7.0 inches in length or greater after obtaining approval of the proposed repair from the Chief, Aircraft Engineering Division, FAA Western Region. Submit exactlocation and dimension of crack with the proposed repair. \n\n\t(g)\tIf no cracks are found as a result of inspections of Paragraphs (a) and (e) of this AD, coin six holes outboard of wing station Xcw=69.500 per SB57-88 Part 2.H, Condition II, Paragraph 4, and revert to repetitive inspection requirements of Paragraph (i) of this AD. \n\n\t(h)\tReturn the aircraft to serviceable condition per the appropriate instructions of SB57-88 prior to flight. \n\n\t(i)\tConduct repetitive visual inspections per Paragraph (a) and eddy-current inspection of the 11 attachment holes per Paragraph (e) at intervals not to exceed 3,600 hours time in service since the last such inspection. (Note: Do Not re-ream the eleven attachment holes inboard of station Xcw=69.500 after the initial inspection of Paragraph (e) of this AD.) \n\n\t(j)\tInstallation of the preventive modification per S/B 57-88, Part 2.H, Condition I, Paragraph 3, eliminates the requirement for repetitive inspections required by Paragraph (i) ofthis AD. \n\n\t(k)\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 inspections required by this AD. \n\n\t(l)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 23, 1980.
2012-04-03: We are adopting a new airworthiness directive (AD) for BRP- Powertrain GmbH & Co KG Rotax 912 S2, 912 S3, and 914 F2 reciprocating engines. This AD requires performing a one-time inspection of the oil system for leaks and a torque check of the oil pump attachment bolts, and if leaks are detected, performing a one-time inspection of the oil pump and engine valve train, on certain serial number (S/N) BRP- Powertrain GmbH & Co KG Rotax 912 S2, 912 S3, and 914 F2 reciprocating engines. This AD was prompted by the discovery that during engine production, some engines may not have had the oil pump attachment bolts torqued to specification. We are issuing this AD to prevent oil leaks, [[Page 12451]] which could result in an in-flight engine shutdown and forced landing.
2012-03-52: We are adopting a new airworthiness directive (AD) for certain Mooney Aviation Company, Inc. (Mooney) Models M20R and M20TN airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires inspecting the tail pitch trim assembly for correct positioning and proper attachment and inspecting the Huck Bolt fasteners for proper security with repair as necessary. The AD also requires sending the inspection results to the FAA and Mooney. This AD was prompted by a report of an incident on a Mooney Model M20TN airplane regarding failure of the tail pitch trim assembly, which could result in loss of control. We are issuing this AD to correct the unsafe condition on these products.
97-21-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Teledyne Continental Motors E-165, E-185, E-225, O-470 and IO-470 series reciprocating engines. This action supersedes priority letter AD 97-15-01 that currently requires removal from service of affected cylinders, and reassembly with serviceable parts. This action adds the latest revision to applicable Critical Service Bulletin (CSB), corrects references to Parts of that CSB, and lists a new contact telephone number to obtain the CSB from the manufacturer. This amendment is prompted by the availability of the new CSB revision and the need to correct the CSB references. The actions specified by this AD are intended to prevent extreme side loading of the piston, and consequent failure of the piston and engine.
81-05-02: 81-05-02 AVIONS MARCEL DASSAULT - BREGUET AVIATION: Amendment 39-4048. Applies to all Model Falcon 10 airplanes certificated in all categories. Compliance required as indicated. To prevent overheating of the air conditioning system - freon compressor motor starting resistor and thus avoid the attendant potential fire hazard accomplish the following, unless already accomplished: Prior to May 1, 1981, remove the compressor motor starting resistor and thermostat, and install a time-delay device in the starting system in accordance with Avions Marcel Dassault- Breguet Aviation Service Bulletin No. F10 0177, dated December 5, 1978, or later FAA- approved revisions, or in a manner acceptable to the Chief, Seattle Area Aircraft Certification Office, FAA Northwest 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 the addresses listed above. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment supersedes AD 78-22-03. This amendment becomes effective March 2, 1981.
2012-03-08: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600- 2D24 (Regional Jet Series 900) airplanes. That AD currently requires repetitive detailed inspections for cracking or deformation, or pulled or missing fasteners, on the lower panel of the left- and right-hand main landing gear (MLG) doors, as applicable, and corrective actions if necessary. That AD also reduces the repetitive inspection interval for certain airplanes. This new AD adds a new modification of the MLG door configuration, and removes certain airplanes from the applicability. This AD was prompted by further analysis of the MLG door by the manufacturer. We are issuing this AD to prevent failure of the lower panel of the MLG door, departure of the lower panel from the airplane, and consequent damage to airplane structure, which could adversely affect the airplane's continuedsafe flight and landing.
97-18-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737 series airplanes, that requires revising the FAA-approved maintenance program to prohibit the use of pressure washing within the wheel well or on the landing gear and to prohibit the use of pumps and/or nozzles for washing wheel wells or the landing gear; or incorporation of a certain Temporary Revision to the Boeing Airplane Maintenance Manual into the FAA-approved maintenance program. This amendment is prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by this AD are intended to prevent corrosion of certain equipment due to the use of inappropriate pressure washing techniques. Corrosion of bearings, cables, electrical connectors, or other equipment in the main wheel well, if not detected and corrected in a timely manner, could result in reduced controllability of the airplane.
79-19-06: 79-19-06 CESSNA AIRCRAFT COMPANY: Amendment 39-3558. Applies to Cessna Model 210L, Model T210L, Serial Numbers 21061040 and subsequent, Model 210M, Model T210M and Model P210N series airplanes modified to incorporate Symbolic Displays, Inc. fuel flow indicating system per STC SA3835WE. Compliance required within 25 hours' time-in-service or thirty (30) days from the effective date of this AD, whichever occurs first, unless already accomplished. To prevent a possible fuel leak caused by the installation of Symbolic Displays, Inc. fuel flow indicating system per STC SA3835WE accomplish the following: (a) Inspect the fuel flow transducer installation on the upper left side of the engine near the fuel distributor manifold. (b) If a 4 inch long flexible hose (Aeroquip P/N AE7010001E0040 or Stratoflex P/N 111D417-4S-0040) is installed between the transducer and the fuel distributor, no further action is required per this AD. (c) If an NAS 424-4 coupling is installed between the fuel flow transducer and the fuel distributor, remove and replace the coupling with hose assembly Aeroquip Part Number AE7010001E0040 or hose assembly Part Number 111D417-4S-0040 (Stratoflex). NOTE: Symbolic Displays, Inc. Service Information Bulletin No. 72 dated June 15, 1979 and Installation Diagram Drawing No. 204724, Revision "B," pertain to this matter. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective September 17, 1979.
2012-04-06: We are adopting a new airworthiness directive (AD) for all 328 Support Services GmbH (Type Certificate Previously Held by AvCraft Aerospace GmbH; Fairchild Dornier GmbH; Dornier Luftfahrt GmbH) Model 328-100 airplanes. This proposed AD was prompted by several runway excursion incidents and a single accident where the power lever could not be operated as intended during the landing roll-out on Model Dornier 328-100 airplanes. This proposed AD would require a modification of the engine control box assembly. We are proposing this AD to prevent runway excursion, which could result in damage to the airplane and injury to the occupants.
97-20-14: This amendment adopts a new airworthiness directive (AD) that applies to all Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires incorporating information into the Limitations Section of the Airplane Flight Manual (AFM) that would require pilot training before flight into known or forecast icing conditions after a certain date. This AD results from the Federal Aviation Administration's analysis that the current training level of the pilots-in-command (PIC) of the MU-2B series airplanes makes it difficult for pilots to recognize adverse operating conditions and operate safely while flying in icing conditions. Similar training to that required in this AD for pilots of other high performance airplanes has shown a lower accident rate over time after the training than before. The actions specified by this AD are intended to decrease the chance of icing-related incidents or accidents of the MU-2B series airplanes due to pilot error.
97-20-12: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model MD-900 helicopters, that requires removing certain serial-numbered main rotor swashplate bearings (bearings) and replacing them with airworthy bearings. This amendment is prompted by reports that inspections of several helicopters revealed that the outer bearing race had been rotating relative to the swashplate assembly, which was evidenced by wear marks in the rotating swashplate. The actions specified by this AD are intended to prevent possible heat accumulation and resulting damage to the bearing caused by the bearing races rotating relative to the bearing seat, which could result in degraded helicopter response to pilot control input and possible loss of control of the helicopter.