Results
2018-22-02: We are adopting a new airworthiness directive (AD) for all International Aero Engines (IAE) PW1133G-JM, PW1133GA-JM, PW1130G-JM, PW1127G-JM, PW1127GA-JM, PW1127G1-JM, PW1124G-JM, PW1124G1-JM, and PW1122G-JM turbofan engines with a certain high-pressure compressor (HPC) front hub installed. This AD was prompted by corrosion found on the HPC front hub. This AD requires replacing the HPC front hub with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.
2005-26-13: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca Artouste III series turboshaft engines. That AD currently requires smoke emission checks after every ground engine shutdown, and if necessary, additional checks and possibly removing the engine from service. That action also requires inspection of central labyrinths not previously inspected, or not replaced after the engine logged 1,500 operating hours, and, replacement if necessary. That action also requires the removal of injection wheels at a new lower life limit. This AD includes the same requirements as AD 2002-22-11, but reduces the compliance time for the initial inspection of the central labyrinth and adds repetitive inspections of the central labyrinth. This AD results from reports and analyses of in-flight engine shutdowns occurring since we issued AD 2002-22-11. We are issuing this AD to prevent injection wheel cracks and excessive central labyrinth wear, which could result in an in-flightengine shutdown and possible loss of the helicopter.
99-19-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900, Falcon 900EX, and Falcon 2000 series airplanes, that requires replacement of the elevator auxiliary artificial feel unit (AFU) with a new elevator auxiliary AFU. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the elevator auxiliary AFU. Failure of an AFU, coupled with a control linkage disconnection upstream of the servo actuator and downstream of the main AFU, could result in reduced controllability of the airplane.
2018-22-09: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes. This AD was prompted by reports that, under certain conditions, the automatic dependent surveillance-broadcast (ADS-B) out function and air traffic control/ traffic alert and collision avoidance system (ATC/TCAS) functions can transmit incorrect data. This AD requires an inspection or records review to determine if certain software is installed, the installation of new software for the integrated surveillance system (ISS) operational program software (OPS) if necessary, a software check, and applicable on-condition actions. For certain airplanes, this AD also requires the installation of new software for the ISS OPS, ISS option selection software (OSS) file, and ISS airline selectable option (ASO) file; and installation of a new ISS definition file database within the displays and crew alerting (DCA) system. We are issuing this AD to address the unsafe condition on these products.
2018-21-11: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division (PW) PW4074D, PW4077D, PW4084D, PW4090, and PW4090-3 turbofan engines with a low-pressure compressor (LPC) fan hub, part number (P/N) 51B821 or P/N 52B521, installed. This AD was prompted by updated low-cycle fatigue analysis techniques that indicate certain LPC fan hubs could crack before their published life limit. This AD requires repetitive eddy current inspections (ECIs) and fluorescent penetrant inspections (FPIs) for cracks in certain LPC fan hubs and removal of LPC fan hubs from service that fail inspection. We are issuing this AD to address the unsafe condition on these products.
87-20-03 R2: 87-20-03 R2 CESSNA: Amendment 39-5729, as revised by Amendment 39-5863, is further revised by Amendment 39-6669. Docket No. 86-CE-71-AD. \n\n\tApplicability: To the following model airplanes, certificated in any category. \n\n\nModels\nSerial Numbers\n150A, 150B, 150C, 150D, 150E, 150F, \n150G, 150H, 150J, 150K, 150L, 150M\n\n15059019 thru 15079405\nA150K, A150L, A150M\nA1500001 thru A1500734\n152, A152 \nAll\n170, 170A, 170B \n18000 through 27169\n172, 172A, 172B, 172C, 172D, 172E, \n172F, 172G, 172H, 172I, 172K, 172L, \n172M, 172N, 172P, 172Q \n\n\nAll\nP172D \nP17257120 thru P17257188\nR172E, R172F, R172G, R172H, R172J \nAll\nR172K \nR1722000 thru R1723454\n172RG\n172RG0001 thru 172RG1191\n175, 175A\n55001 thru 56777\n175B, 175C\n17556778 thru 17557119\n177, 177A, 177B, 177RG\nAll\n180, 180A \n30000 thru 32999\n180A, 180B, 180C \n50000 thru 50911\n180D, 180E, 180F, 180G, 180H, 180J, 180K\n18050912 thru 18053203\n182, 182A, 182B, 182C, 182D, 182E, \n182F, 182G, 182H, 182J, 182K,182L, \n182M, 182N, 182P, 182Q, 182R, T182, \nR182,TR182\n\n\n\nAll\n185, 185A, 185B, 185C, 185D, 185E, \nA185E, A185F \n\nAll\n188, 188A, A188, A188A, 188B, A188B,\nT188C\n\nAll\n190, 195, 195A, 195B\n7001 thru 7999, and 16000 thru 16183\n206, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, \nTU206F, TU206G\n\n\nAll\nP206, P206A, P206B, P206C, P206D, \nTP206A, TP206B, TP206C, TP206D\n\nP206-0001 thru P206-0603, &\nP206E, TP206E\nP20600604 thru P20600647\n207, T207, 207A, T207A\nAll\n210, 210A, 210B, 210C, 210D, 210E, \n210F, 210G, 210H, 210J, 210K, 210L,\n210M, 210N, P210N, T210F, T210G,\nT210H, T210J, T210K, T210L, T210M,\nT210N, 210R, T210R, P210R \n\n\n\n\nAll\n210-5 (205), 210-5A (205A)\n205-0001 thru 205-0577\n336 \n336-0001 thru 336-0195\n337, 337A, 337B, 337C, 337D, 337E, \n337F, 337G, 337H, T337B, T337C, T337D, \nT337E, T337F, T337G, T337H, P337H, T337H-SP \n\n\nAll\nT303\nAll\nF150G, F150H, F150J, F150K, F150L, \nF150M, FA150K,FA150L, FRA150L, \nFRA150M \n\n\nAll\nFA152, F152 \nAll\nFP172 \nFP172-0001 thru FP172-0003 \nF172F, F172G, F172H, F172K, \nF172L, F172M, F172N, F172P, \nFR172E, FR172F, FR172G, FR172H, \nFR172J, FR172K \n\n\n\nAll\nF177RG \nAll \nF182P, F182Q\nAll \nFR182\nAll \nF337E, F337F, F337G, F337H \nAll \nFP337 \nAll \n \t \nCompliance: Required as follows, unless already accomplished per AD 87-20-03 R1, Amendment 39-5863. \n\nI.\tFor airplanes operating for hire: \n\n\t(A)\tFor airplanes having less than 1,000 hours time-in-service (TIS) on the effective date of this AD, accomplish the AD requirements prior to the accumulation of 1,100 hours TIS; \n\n\t(B)\tFor airplanes having 1,000 or more hours TIS on the effective date of this AD, accomplish the AD requirements within the next 100 hours TIS; \n\n\t(C)\tFollowing the actions of (A) or (B) above, repeat the inspection requirements of this AD at each 100 hours TIS. These inspections can be accomplished at the next scheduled inspection or the next100 hours, whichever is later.\n\nII.\tFor airplanes operating under FAR Part 91 (not for hire): \n\n\t(A)\tFor airplanes having less than 1,000 hours TIS on the effective date of this AD, accomplish the AD requirements at the next annual inspection after the accumulation of 1,000 hours TIS; \n\n\t(B)\tFor airplanes having 1,000 or more hours TIS on the effective date of this AD, accomplish the AD requirements at the next annual inspection; \n\n\t(C)\tFollowing the actions of (A) or (B) above, repeat the AD requirements at each annual inspection thereafter. To assure proper engagement of the seat locking mechanism and to preclude inadvertent seat slippage, accomplish the following on each pilot and copilot seat and all associated seat rails: \n\n\tNOTE 1:\tParagraph (a) of this AD is essentially unchanged from AD 87-20-03 R1, Amendment 39-5863 and is reprinted here for the convenience of the reader. \n\n\t(a)\tIn accordance with the appropriate compliance time requirement above, accomplish the following: \n\n\t\t(1)\tMeasure each hole in the seat track(s) for excessive wear. When checking these holes for wear, an allowance of 0.020 inches below the edge of the normal surface is permitted for the required measurement. \n\n\t\t\t(i)\tIf the wear dimension across any hole exceeds 0.36 inches but does not exceed 0.42 inches (see Figure 1), continue to measure each hole every 100 hours TIS for excessive wear. \n\n\t\t\t(ii)\tIf the wear dimension across any hole exceeds 0.42 inches, prior to further flight, replace the seat track. \n\n\t(2)\tVisually inspect the seat rail holes for dirt and any debris, which may preclude engagement of the seat pin(s). Prior to further flight, remove any such material. \n\n\t(3)\tLift up on the forward edge of each seat to eliminate all vertical play. In this position, measure the depth of engagement of each seat pin. If the engagement of any pin is less than 0.15 inches (see Figure 2), prior to further flight, replace or repair necessary components to achievea seat pin engagement of 0.15 inches or greater. If the track is worn, this dimension is measured from the worn surface, not the manufactured surface. \n\n\t(4)\tVisually inspect seat rollers for flat spots. Assure all rollers and washers, which are meant to rotate, turn freely on their axle bolts (or bushings if installed). Prior to further flight, replace rollers having flat spots and any worn washers. If there is any binding between the bores of the rollers, washers, and axle bolts (or bushings if installed), prior to further flight, remove, clean, and reinstall these parts. \n\n\tNOTE 2:\tDo not lubricate rollers, washers, axle bolts or bushings as the lubricant will attract dust and other particles which can cause binding. \n\n\t(5)\tMeasure the wall thicknesses of the roller housing and the tang (see Figure 2). If the tang thickness has worn to less than 1/2 the housing thickness, prior to further flight, replace the roller housing. \n\n\t(6)\tCheck the spring(s) that keep the lock pin(s) in position in the track holes for positive engagement action. Prior to further flight, replace any spring which does not provide positive engagement. \n\n\t(7)\tVisually inspect the seat tracks for cracks in accordance with Cessna Single Engine Service Information Letter SE83-6, dated March 11, 1983. Prior to further flight, replace any seat rail exceeding the crack criteria as specified in SE83-6 with an airworthy rail. \n\n\t(b)\tThe options listed in AD 87-20-03 R1, Amendment 39-5863, for the temporary operation of the airplane are no longer an acceptable means of compliance with the requirements of this AD, but may be retained if desired. \n\n\t(c)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(d)\tAny parts replaced per this AD are exempt from the inspections required herein until such parts have attained 1,000 hours TIS. \n\n\t(e)\tAn alternate method of compliance or adjustment of the initial or repetitive compliancetimes, which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209. \n\n\tNOTE 3:\tThe request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to the Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine this document at the Federal Aviation Administration, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\tAirworthiness Directive 87-20-03 R2 revises AD 87-20-03 R1 (Amendment 39-5863) which revised AD 87-20-03 (Amendment 39-5729). \n\n\tThis amendment (39-6669, AD 87-20-03 R2) becomes effective on September 24, 1990.
59-07-02: 59-07-02 CURTISS-WRIGHT: Applies to all L.B. Smith C46/CW20-T aircraft not having this modification incorporated. To be accomplished not later than August 1, 1959. Service experience has indicated that the auxiliary hydraulic pump is unsatisfactory for use in compliance with the minimum gear retraction time. To provide reliable continuous hydraulic pressure during landing gear retraction, the auxiliary hydraulic pump and motor must be removed from the hydraulic system and replaced by a hydraulic by-pass system in accordance with L. B. Smith Aircraft Corporation Report No. RX5.130.01 dated April 16, 1958, or an equivalent system. Airplane Flight Manual Revision, dated July 11, 1958, is required with this modification. (L. B. Smith Service Modification No. SM20T-6 dated June 23, 1958, covers this same subject.)
99-17-04: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires replacement of the fairlead support assemblies of the aileron control cable located in the nacelle outboard fittings with new, improved assemblies; and replacement of certain attachment screws with new screws. This amendment also provides an option for performing repetitive inspections until accomplishment of the replacement. This amendment is prompted by reports of aileron cable wear due to chafing found between the aileron control cables and nylon grommets. The actions specified by this AD are intended to prevent such chafing, which could result in failure of the aileron cables, and consequent reduced controllability of the airplane.
2018-22-04: We are superseding Airworthiness Directive (AD) 2017-01-02, which applied to certain The Boeing Company Model 787-8 and 787-9 airplanes. AD 2017-01-02 required an inspection for discrepant inboard and outboard trailing edge flap rotary actuators, and replacing the rotary actuator or doing related investigative and corrective actions if necessary. This AD continues to retain those actions. This AD also adds airplanes to the applicability and reduces the number of affected actuators. This AD was prompted by a report indicating that some inboard and outboard trailing edge flap rotary actuators may have been assembled with an incorrect no-back brake rotor-stator stack sequence during manufacturing. We are issuing this AD to address the unsafe condition on these products.
95-04-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires inspection to detect cracking of the outboard and inboard surfaces of the upper spar angles of certain wing pylons, and repair of any cracked upper spar angles. This amendment requires repetitive inspections to detect cracking of the upper spar angles, and revision of the applicability to exclude an airplane and to include certain other airplanes. This amendment is prompted by an additional report of cracking of the upper inboard spar cap. The actions specified in this AD are intended to prevent reduced structural integrity of the airplane due to cracking in the subject areas.\n\n\tThe incorporation by reference of McDonnell Douglas Alert Service Bulletin MD11-54A049, Revision 1, dated February 7, 1995, as listed in the regulations, is approved by the Director of the Federal Register as of March 17, 1995.\n\n\tThe incorporation by reference of McDonnell Douglas MD-11 Alert Service Bulletin A54-49, dated December 2, 1994, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 12, 1995 (59 FR 66669, December 28, 1994).\n\n\tComments for inclusion in the Rules Docket must be received on or before May 1, 1995.
58-20-04: 58-20-04 VERTOL: Applies to All Models 42 Series and 44 Series Helicopters. Compliance required as soon as possible but not later than December 1, 1958. Fatigue failures of the 22D1073-4 jaw clutch driven and 22D1137-4 jaw clutch driver coupling have been found on both military and commercial Models 42 and 44 Series helicopters. Failure of the teeth of these couplings can preclude successful reengagement of the clutch, thereby disconnecting the rotor drive system from the engine. To prevent failures of this nature, both the aforementioned driver and driven couplings must be replaced by the new 42D1142-1 and 42D1143-1 driver and driven couplings respectively. The replacement couplings are of a new twelve-tooth design and as such, require the replacement of the following additional parts and rework to account for differences in jaw teeth height and travel: .... Parts to be replaced New replacement part Spring 22D1170-1 63D2363-1 Cam 3D3143 04D1043-1Ream two existing holes 0.3750/0.3755-inch diameter thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pin and AN 381-3-10 cotter pin. Drill and ream 0.3750/0.3755-inch diameter, two additional places, on 1.5 centerline thru 42D1046-1 yoke and 42D1048-1 follower. Install 42D1008-2 pins when yoke diameter is 1.00 inch. Install AN 381-3-10 cotter pins. All couplings removed should be destroyed or permanently marked in a manner that will assure retirement from service. (Vertol's S.D.T.M.-1866 covers this same subject.) This supersedes AD 58-10-04.
67-13-02: 67-13-02 MCDONNELL DOUGLAS: Amdt. 39-592 as amended by amendment 39-3352. Applies to Models DC-6 and DC-7 Series Airplanes Including Military Models. \n\n\tAmendment 39-402 (32 F.R. 6343), AD 67-13-02, is revised. \n\n\t(a)\tBefore further flight, except as provided in (e) and (f) of this AD, install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at any cabin pressure differential. For purposes of complying with this AD, the structural configuration of the airplane, physical determination of condition of the structure, and the method of repair or replacement of affected parts, shall be determined in accordance with (b) through (d). \n\n\t(b)\tThe structural configuration of the airplane shall be determined as follows: \n\n\t\t(1)\tCONFIGURATION I. \n\n\t\t(2)\tDC-6 and DC-7 Series airplanes with fuselage numbers 794 and higher including those DC-6B, DC-7B, and DC-7C airplanes with these fuselage numbers that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(ii)\tModel DC-6 and DC-6A airplanes with fuselage numbers 1 through 768 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-6 Service Bulletin No. 616 (R.H side only), No. 617 (Part II), No. 622, and No. 636 (Part III). \n\n\t\t(iii)\tModel DC-6B airplanes with fuselage numbers 174 through 786 that have been manufactured or modified in service, or both to incorporate either the modification and replacement provisions of Douglas Service Bulletin No. 616 (R.H. side only), No. 617 (Part II), No. 622, No. 636 (Part III), and No. 731 (Part III), or the modification and replacement provisions of Douglas Service Bulletin No. 815 (comprising essentially the same information specified in the other Douglas Service Bulletins referred to in this subdivision). Model DC-6B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-6B airplanes described in this subdivision do not include those airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(iv)\tModel DC-7 and DC-7B airplanes with fuselage numbers 350 through 791 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90, No. 182 (Part III), and No. 218 (Parts I, III, IV, V, and VI). Model DC-7B airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. \n\n\t\t(v)\tModel DC-7C airplanes withfuselage numbers 656 through 792 that have been manufactured, or modified in service, or both to incorporate the modification and replacement provisions of Douglas DC-7 Service Bulletin No. 90 and No. 275. Model DC-7C airplanes described in this subdivision include those airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data and incorporate a large cargo door on the forward L.H. side of the fuselage. Model DC-7C airplanes described in this subdivision do not include those airplanes that have been modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\t\t(2)\tCONFIGURATION II. \n\n\t\tDC-6 and DC-7 Series airplanes other than the Configuration I airplanes specified in subparagraphs (1) (i-v) of this paragraph. This includes those DC-6B, DC-7B, and DC-7C airplanes that have been modified to cargo carriers in accordance with Douglas Type Design Data but do not incorporate a large cargo door on the forward L.H. side of the fuselage. This also includes those DC-6B and DC-7C airplanes modified to cargo carriers in accordance with data required for the issuance of a Supplemental Type Certificate. \n\n\tNOTE: For purposes of complying with this AD, for an airplane to be considered a configuration I airplane under (b)(1) (iv): \n\n\t(1)\tAll Douglas Service Bulletins described in the pertinent subdivision must have been complied with: \n\n\t(2)\tThe accomplishment of a repair in accordance with a specified Douglas Service Bulletin, without having accomplished the modification and replacement of parts in accordance with that same service bulletin is not considered compliance with that service bulletin; and \n\n\t(3)\tStructural components previously replaced or repaired or both in a manner other than that specified in (d) of this AD must now be reworked in accordance with that paragraph. \n\n\t(c)\tThe physical determination of condition of the structure of DC-6 and DC-7 Series airplanes shall be determined as follows: \n\n\t\t(1)\tINTERNAL INSPECTION. \n\n\t\tAn Internal Inspection shall consist of a close visual inspection of all exposed fuselage structure on the R.H. side of the fuselage in the area of the crew door, including an inspection of the fuselage frame, skin and longerons, nose-to-fuselage attach angles, door jamb, and skin attachments in that area. The area to be inspected shall include that area extending from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door opening and from 12 inches below to 12 inches above the door opening. To accomplish this inspection all internal repair doublers, lining, and insulation must be removed, and all visible sealant and paint must be stripped off. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t\t(2)\tEXTERNAL INSPECTION. \n\n\t\tAn External Inspection shall consistof a close visual inspection of all exposed external portions of the crew door jamb and all of the adjacent fuselage skin from the nose-to-fuselage joint to a minimum of 12 inches aft of the aft edge of the crew door and from 12 inches below to 12 inches above the door opening. To accomplish this inspection, all external repair doublers that have been installed on the door jambs and the fuselage skin, and the crew door scuff plate must be removed. Any indication of cracking that cannot be positively identified by the visual inspection technique must be confirmed by the dye penetrant inspection technique. \n\n\t(d)\tMETHOD OF REPAIR OR REPLACEMENT OF AFFECTED PART. Any structural component that exhibits evidence of corrosion damage, cracking, or fracture, must be replaced with a new part or repaired in accordance with the applicable Douglas Service Bulletin specified in (b) of this AD or replaced or repaired in a manner approved by the Chief, Aircraft Engineering Division, FAA WesternRegion. \n\n\t(e)\tConfiguration I and Configuration II airplanes that have completed both an Internal Inspection and an External Inspection or both an Inspection A and an Inspection B (specified in (b)(1) and (2) of AD 67-07-04) and have accomplished the repair or replacement of structural components as necessary in accordance with (d) of this AD may be operated at a pressure differential up to the normal maximum permissible pressure differential (4.16 or 5.46 p.s.i.) for the particular airplane type. When operation at any cabin pressure differential has initially been resumed under this paragraph, thereafter affected airplanes must be inspected in the manner prescribed in (g) of this AD. \n\n\t(f)\tThose Configuration I and Configuration II airplanes previously classified as Configuration A airplanes (in accordance with (a)(1) of AD 67-07-04), that have also completed an Inspection B under AD 67-07-04, and repair or replacement of structural components in accordance with (d) of this ADmay be operated in accordance with an operating limitation placard prescribing a maximum permissible pressure differential of 4.0 p.s.i. When operation under this paragraph has initially been accomplished, thereafter affected airplanes must be inspected in accordance with (g) of this AD. \n\n\t(g)\tREPETITIVE INSPECTIONS. \n\n\t\t(1)\tConfiguration I airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform a External Inspection within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(2)\tConfiguration II airplanes that have completed both an Internal Inspection and an External Inspection - \n\n\t\t(i)\tPerform an External Inspection within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection withinperiods not to exceed 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(3)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 1,500 hours' time in service from the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 1,500 hours' time in service from the initial Inspection A and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(4)\tConfiguration II airplanes previously classified as Configuration A or Configuration B airplanes that have completed both an Inspection A and an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter withinperiods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service from the initial Inspection A and thereafter within 1,200 hours' time in service from the last Internal Inspection. \n\n\t\t(5)\tConfiguration I airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04 - \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,500 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 4,500 hours' time in service from the last Internal Inspection. \n\n\t\t(6)\tConfiguration II airplanes previously classified as Configuration A airplanes that have completed only an Inspection B under AD 67-07-04- \n\n\t\t(i)\tPerform an External Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 600 hours' time in service from the last External Inspection. \n\n\t\t(ii)\tPerform an Internal Inspection within 600 hours' time in service after the initial Inspection B and thereafter within periods not to exceed 1,200 hours' time in service from the last External Inspection. \n\n\t(h)\tThe repetitive inspections required by paragraph (c) may be discontinued: \n\n\t\t(1)\tOn DC-6 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 865, dated March 1, 1968, (or later FAA-approved revision) have been accomplished; and \n\n\t\t(2)\tOn DC-7 Series airplanes when the modifications described in McDonnell Douglas Service Bulletin No. 417, dated March 1, 1968, (or later FAA-approved revision) have been accomplished. \n\n\t(i)\tAircraft modified for unpressurized operations by a modification approved by the Chief,Aircraft Engineering Division, FAA Western Region in which the initial External and Internal inspections and required repair of cracks has been accomplished may: \n\n\t\t(1)\tAt intervals not to exceed 200 hours' time in service, in lieu of the repetitive inspection intervals of paragraph (g), inspect the areas specified in paragraph (c)(2) in accordance with an FAA approved maintenance program. \n\n\t\t(2)\tRestoration of the cabin pressurization system to operational status negates the relief provided by paragraph (i). \n\n\t(j)\tEquivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(k)\tSpecial flight permits may be used in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis supersedes AD 67-07-04. \n\n\tThis amendment 39-3352 becomes effective December 1, 1978.
2000-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires inspection of certain components, and corrective action, if necessary. The actions specified by this AD are intended to prevent loosening of the locknut holding the main landing gear (MLG) piston to the ramrod, which could result in detachment of the MLG piston from the ramrod and loss of hydraulic control of the MLG. This action is intended to address the identified unsafe condition.
93-09-10: 93-09-10 MCDONNELL DOUGLAS: Amendment 39-8576. Docket 92-NM-124-AD.\n\n\tApplicability: All Model DC-8 series airplanes, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect the main landing gear brakes having the part numbers indicated below to determine wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake that is within this limit.\n\n\nDouglas Brake\nPart Number\nBendix\nPart Number\nMaximum Wear\nLimit (inches)\n5610206-5001\n150787-1\n150787-2\n0.7\n0.7\n\n\n\n5713612-5001\n151882-1\n151882-2\n0.7\n0.7\n\n\n\n5773335-5001\n154252-1\n0.5\n\n\n\n5773335-5501\n154252-2\n0.5\n\n\n\n5759262-5001\n2601412-1\n2601412-2*\n0.5\n0.75\n\n\t* Brakes having this part number include part number 2601412-1 brakes that have been modified in accordance with McDonnell Douglas Service Bulletin 32-181, dated October 29, 1992.\n\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program.\n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane toa location where the requirements of this AD can be accomplished.\n\n\t(e)\tThis amendment becomes effective on June 21, 1993.
2018-21-13: We are superseding Airworthiness Directive (AD) 2018-11-05 for certain Honda Aircraft Company LLC (Honda) Model HA-420 airplanes. AD 2018-11-05 required incorporating a temporary revision into the airplane flight manual (AFM) and replacing the faulty power brake valve (PBV) upon condition. We issued AD 2018-11-05 as a short-term action to address the immediate need to detect and replace a faulty PBV. This AD retains the actions required in AD 2018-11-05 and requires replacing the faulty PBV with the improved part. We are issuing this AD to address the long-term corrective action and address the unsafe condition on these products.
2005-24-10: The FAA is adopting a new airworthiness directive (AD) for certain American Champion Aircraft Corporation (ACAC) Models 7AC, 7ACA, S7AC, 7BCM, 7CCM, S7CCM, 7DC, S7DC, 7EC, S7EC, 7ECA, 7FC, 7GC, 7GCA, 7GCAA, 7GCB, 7GCBA, 7GCBC, 7HC, 7JC, 7KC, 7KCAB, 8KCAB, and 8GCBC airplanes. This AD requires you to make a temporary Pilot's Operating Handbook (POH) limitation entry or install a temporary placard prohibiting aerobatic flight if you operate the airplane before the required inspection of this AD; inspect for incorrect swaging width of the cable Nicopress sleeves on the elevator, rudder, aileron, and flap control cables; replace cables that have incorrect sleeve swage width; remove POH limitation or placard prohibiting aerobatic flight after inspection and replacement of cables with incorrect sleeve swage width; and report any findings of incorrect sleeve swage width to FAA. This AD results from partial loss of aileron control because an incorrectly swaged cable sleeve allowed thecable to slip. We are issuing this AD to detect and correct incorrect swaging widths of the flight control cable Nicopress sleeves, which could result in failure of the elevator, rudder, aileron, and flap controls. This failure could lead to loss of control of the airplane.
69-15-01: 69-15-01 PIPER: Amdt. 39-796. Applies to the following models: PA-28-180/-235, PA- 28R-180/-200, and PA-32-260/-300. The following are affected serial numbers: PA-28-180, Serial Nos. 28-4378 through 28-5406 PA-28-235, Serial Nos. 28-11040 through 28-11257 PA-28R-180, Serial Nos. 28-30005 through 28-31095 PA-28R-200, Serial Nos. 28-35001 through 28-35265 PA-32-260, Serial Nos. 32-1111 through 32-1165 PA-32-300, Serial Nos. 32-40566 through 32-40715 Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent control wheel retaining pin from dislodging, install a self-tapping steel screw adjacent to the retaining pin for each control wheel in accordance with Piper Service Bulletin No. 295, or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective 21 July 1969.
2018-21-15: We are superseding Airworthiness Directive (AD) 2017-13-03 for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. AD 2017-13-03 required adding an identification number to life-limited rod ends that do not have a serial number (S/N). Since we issued AD 2017- 13-03, an additional life-limited rod end was identified that is affected by the same unsafe condition. This new AD retains the requirements of AD 2017-13-03 and revises the Applicability paragraph by adding that rod end. The actions of this AD are intended to address an unsafe condition on these products.
68-05-01: 68-05-01 PIPER: Amdt. 39-726. Applies to Piper J3, J4, J5, PA-11, PA-12, PA-14, PA-15, PA-16, PA-17, PA-18, PA-19, PA-20, PA-22, and PA-24 type airplanes, except PA-24-400 and PA-24-260 aircraft serial numbers 24-4783, 24-4804 and subsequent. Compliance required as indicated. (a) For all airplanes except Models J3, J4, J5, PA-11 and those referenced in paragraphs (i) and (j), which have exhaust mufflers with 950 or more hours time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours time in service and thereafter at intervals not to exceed 50 hours time in service from the last inspection. (b) For all airplanes except Models J3, J4, J5, PA-11 and those referenced in paragraphs (i) and (j), which have exhaust mufflers with less than 950 hours time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. After the exhaust muffler has accumulated 950 hours time in service, comply with the inspection requirements of paragraph (a). (c) For all Models J3, J4, J5, and PA-11 airplanes which have exhaust mufflers with 950 or more hours' time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours' time in service and thereafter at intervals not to exceed 50 hours time in service from the last inspection. (d) For all Models J3, J4, J5, and PA-11 airplanes which have exhaust mufflers with less than 950 hours' time in service on the effective date of this AD, comply with paragraph (e) prior to the accumulation of 1000 hours' time in service and thereafter at intervals not to exceed 50 hours' time in service. (e) Inspect in accordance with paragraph (f), and paragraph (g) if applicable, the engine exhaust muffler and shroud assembly (including the internal baffle tube and tail pipe), carburetor heat shroud and air duct, support braces, clamps and brackets, exhaust stacks and manifolds. Do not alter those mufflers incorporating an internal baffle tube to remove the tube without prior FAA approval. (Piper Service Letter No. 324B describes the critical areas.) (f) Remove muffler assembly, disconnect air ducts, stacks, and shrouds as necessary, and visually inspect exterior and interior surfaces with a probe light and mirror for signs of cracks, corrosion, burn-throughs, heat damage, collapsed stack, or weld separations. For carburetor type engines, special attention should be given to the exhaust stack under the carburetor heat shroud. Except during the initial inspection, the muffler need not be removed from the airplane, provided visual inspection with probe light and mirror is made through the muffler tail pipe outlet and one end of the muffler at the stack connection. (g) If the inspection specified in paragraph (f) shows that the exhaust stacks and internal baffle tube arein good condition, but there are areas inside the muffler which cannot be adequately inspected with a probe light and mirror, accomplish one of the following: (1) Accomplish a submerged pressure check of the muffler and exhaust stack at 10 psi air pressure. (2) Conduct a ground test using a carbon monoxide indicator by heading the airplane into the wind, warming the engine on the ground, advancing the throttle to full static r.p.m. with cabin heat valves open, and taking readings of the heated airstream inside the cabin at each outlet (including rear seat heat outlet, if installed). Appropriate sampling procedures applicable to the particular indicator must be followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading is obtained on an indicator not calibrated in percentages, inspect in accordance with (f), and perform a submerged pressure check of the muffler and exhaust stack at 10 psi air pressure before further flight. (3) Close and secure cabin heat valves at the firewall until a complete muffler inspection in accordance with paragraph (f) is accomplished. (h) Replace or repair parts found to have the defects listed in paragraph (f) before further flight, and thereafter comply with the inspection requirements of paragraph (b) or (d), whichever is applicable. Make welding repairs in accordance with Advisory Circular AC 43.13-1 or an FAA-approved equivalent. Pressure-check mufflers and stacks that are repair-welded before reinstallation. (Care should be exercised when reinstalling the exhaust system components to prevent distortion or preloading of parts.) (i) The repetitive inspection of paragraph (a) and (b) may be discontinued when hollow muffler P/N 24506 or P/N 26385 is installed on Model PA-24 aircraft; and on Model PA-24-250 aircraft when installed in combination with muffler support Kit. No. 756775 (Service Letter No. 412A) or Kit No. 757058 (Service Letter No. 481) as applicable, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (j) For applicable PA-24-260 airplanes, the repetitive inspections of paragraph (b) must be accomplished at 50 hour intervals in lieu of 100 hour intervals until a barrier device is installed in each muffler in accordance with Piper Service Letter No. 518 or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon installation of the barrier devices, the repetitive inspections of paragraph (a) and (b) may be discontinued. (Piper Service Letters Nos. 324B, 324C, 412A, 481 and 518 cover this same subject.) Effective March 31, 1968. Revised March 5, 1969.
96-06-05: This amendment supersedes two existing airworthiness directives (AD), applicable to certain Boeing Model 727 series airplanes, that currently require repetitive visual inspections to detect cracks of the elevator rear spar, and repair, if necessary. This amendment adds new inspections to detect cracks and loose brackets of the elevator rear spar; adds a new terminating modification for the inspections, and expands the applicability of the rules to include additional airplanes. This amendment is prompted by reports of cracking in the spar radii at the tab hinge location of the elevator rear spar on certain airplanes. The actions specified by this AD are intended to prevent cracking in elements of the elevator rear spar assembly, which could result in excessive free play of the elevator control tab and possible tab flutter.
76-11-05 R1: 76-11-05 R1 BOEING: Amendment 39-2630, as amended by Amendments 39-2667 and 39- 2708, is further amended by Amendment 39-6234. \n\n\tApplicability: Boeing Model 737 series airplanes, line number 001 through 491, certificated in any categories. \n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent hazardous flutter of the elevator/horizontal stabilizer, accomplish the following: \n\tA.\tUpon receipt of a pilot report of vibration in the longitudinal control system, prior to further flight, accomplish the inspection required by paragraph C., below. If the relative deflections are less than specified in paragraph C., below, prior to further flight, investigate for the cause of vibration in accordance with existing procedures. \n\tB.\tIn addition to paragraph A., above, within the next 300 hours time-in-service after the effective date of this AD, unless accomplished within the last 700 hours time-in-service, and at intervals thereafter not to exceed 1,000 hours time-in-service, conduct the inspection required by paragraph C., below. \n\tC.\tInspect for excessive deflection of the elevator tab, right and left hand, in accordance with the inspection procedures specified in Section III, Part I, paragraphs C. and D., of Boeing Alert Service Bulletin 737-55A1020, Revision 1, dated August 20, 1976; Revision 2, dated February 11, 1977; or Revision 3, dated December 22, 1988. If the elevator tab-to-elevator relative deflection exceeds 1/10 inch, prior to further flight, modify the elevator in accordance with paragraph D., below. \n\tD.\tInstallation of one of the modifications specified in Boeing Alert Service Bulletin 737-55A1020, Revision 1, dated August 20, 1976; Revision 2, dated February 11, 1977, or Revision 3, dated December 22, 1988; Section III, Part II, including installation of the bolt retainer clips or the preventive modification specified in Boeing Service Bulletin 737-55-1022, Section III, Part II, dated April 15, 1987, is considered terminating action for the inspection requirements of this AD.\n \tE.\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\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes having cracked parts to a base in order to comply with the requirements of this AD. The application for a special flight permit must contain a limitation stating that the airplane must be operated within limits specified in Boeing Operation Manual Bulletin 76-2. \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises AD 76-11-05 (Amendment 39-2630) as amended by Amendments 39- 2667 and 39-2708. \n\tThis amendment (39-6234, AD 76-11-05 R1) becomes effective on July 24, 1989.
68-13-03: 68-13-03 PIPER: Amdt. 39-727. Applies to Piper Models PA-24 and PA-24-250 aircraft S/N 24-1 through 24-3529 inclusive. Compliance required as indicated below until Piper fuel cell vent and drain tube modification kits are installed (Kit No. 760277 for main tanks and Kit No. 760281 for auxiliary tanks if installed) in accordance with Piper Service Letter No. 516 or a later approved revision or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. To prevent fuel exhaustion caused by fuel cell collapse and loss of fuel through the tank filler caps accomplish the following: 1. Within 25 hours' time in service after the effective date of this AD and every 100 hours' time in service thereafter perform the following inspections: (a) Visually inspect the main fuel cells and the auxiliary fuel cells if installed for indications of fuel cell collapse. Inspect the upper and lower fasteners of the main fuel cells and theupper fasteners of the auxiliary fuel cells which retain the bladder cells to assure security in accordance with Section VIII of Piper Comanche Service Manual No. 753516 or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. The fuel cells shall be empty when performing this inspection. Also, with the tank filler caps removed, inspect the tank vent tubes under the wing for dirt or ice blockage. Apply suction to each vent tube outlet to assure that there is no blockage. (b) Inspect all fuel cell filler caps for secureness and assure installation of proper part number cap. If the rubber portion of the "thermos" type filler caps (S/N 24-581 and up) shows indications of dryness or hardness which can cause the cap to gradually loosen, the cap must be replaced. (c) Accomplish a fuel quantity gauge sending unit check in accordance with Section VIII of Piper Comanche Service Manual No. 753516 or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. 2. Within 100 hours' time in service after the effective date of this AD, unless already accomplished on aircraft S/N 24-581 through 24-3495 inclusive, alter the fuel cell drain tubes in accordance with Piper Service Bulletin No. 216 dated June 21, 1963, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (Piper Service Bulletins Nos. 216 and 231A and Service Letter No. 367 and 516 pertain to this subject.) Effective May 29, 1968. Revised March 5, 1969.
2018-20-19: We are superseding Airworthiness Directive (AD) 2017-16-07, which applied to certain Airbus SAS Model A330-200, A330-200 Freighter, A330-300, A340-500, and A340-600 series airplanes; and Model A340-313 airplanes. AD 2017-16-07 required inspection of the fuselage bulk cargo door frames at specific locations, and corrective action if necessary. This AD requires new inspections of certain attachment holes for residual surface treatment and cracking, and corrective action if necessary; and provides an optional terminating action for the inspections. This AD also revises the applicability to add certain airplanes and remove others. This AD was prompted by a determination that only airplanes having certain manufacturer serial numbers (MSNs) are affected by tartaric sulfuric anodizing (TSA)/chromic acid anodizing (CAA) surface treatment in the door fitting attachment holes, and that airplanes having certain MSNs were excluded. This AD is intended to complete certain mandated programsintended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. We are issuing this AD to address the unsafe condition on these products.
2005-23-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A319-100, A320-200, and A321-100 and -200 series airplanes. That AD currently requires modification of the telescopic girt bar of the escape slide/raft assembly, and follow-on actions. This new AD requires a new modification of the telescopic girt bar and the installation of placards on the modified girt bars, which terminates the repetitive functional tests required by the existing AD. This AD results from development of a new, improved modification. We are issuing this AD to prevent failure of the escape slide/raft to deploy correctly, which could result in the slide being unusable during an emergency evacuation and consequent injury to passengers or airplane crewmembers. DATES: This AD becomes effective December 19, 2005. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 19, 2005.On August 31, 2001 (66 FR 42939, August 16, 2001), the Director of the Federal Register approved the incorporation by reference of Airbus Industrie All Operators Telex A320-52A1111, Revision 01, dated July 23, 2001, including Airbus Industrie Technical Disposition 959.1492/01, Issue C, dated July 17, 2001.
2000-13-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-13-51 that was sent previously to certain U.S. owners and operators of Boeing Model 737-200 and -300 series airplanes by individual notices. This AD requires repetitive special detailed inspections to detect cracking of the main deck cargo door frames, their existing reinforcing angles (where applicable), and the attach holes of the latch fittings between frame station (FS) 361.87 and FS 498.12, and between water line (WL) 202.35 and WL 213.00, in the area where the main deck cargo door latch fittings attach to the frames, and corrective actions, if necessary. This action is prompted by a report indicating that three of the subject airplanes had multiple cracks in the lower portion of the main deck cargo door frames and, in some cases, the reinforcing angles. The actions specified by this AD are intended to detect and correct cracking of the lower portion of the main deck cargo door frames, which could result in sudden depressurization, loss or opening of the main deck cargo door during flight, and loss of control of the airplane.