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62-04-01: 62-04-01 FAIRCHILD: Amdt. 399 Part 507 Federal Register February 17, 1962. Applies to all F-27 Series aircraft. Compliance required as indicated. Due to the failure of several main landing gear drag strut attaching bolts, the following is required on aircraft having accumulated 300 or more landings. (It will be necessary for operators to maintain a record of landings in order to ascertain compliance with this AD. If past records are unavailable, the number of landings prior to this AD may be estimated.) (a) Within the next 50 landings after effective date of this AD unless already accomplished within the past 100 landings: (1) Remove the bolts, Dowty P/N's 9017Y11 and 9027Y7, and inspect for cracks, using magnetic particle or dye penetrant methods, or FAA approved equivalents. Cracks emanate from the center grease hole and progress around the bolt circumference. Replace cracked bolts prior to further flight either with the original type bolts, nuts, and washers, or the following: (i) For the upper bolt, P/N 9017Y11, substitute any one of the following or FAA-approved equivalent: Dowty bolt, P/N 200-021.064; NAS 630-38 bolt with one NAS 143-10C washer under the bolt head, one NAS 143-10 washer under the nut, and an AN-310-10 or AN320-10 nut; or Dowty bolt P/N 200021.267, with lock plate P/N 200021.255, washer P/N BS/SP13-Q, and nut P/N A.103-LS. Dowty lock plate P/N 200021.255 must be connected to Fairchild P/N 27-502033-11 with an AN 173-11A bolt and an AN365-1032 nut as shown in Fairchild Service Bulletin 32-44 revised January 23, 1962, or FAA-approved equivalent. Where an NAS 630-38 bolt is not available, longer NAS 630 bolt lengths may be used, with NAS 143-10 washers under the nut, provided proper clearances are maintained. (ii) For the lower bolt, P/N 9027Y7, substitute either of the following, or FAA-approved equivalent: Dowty bolt, P/N 200-200042.627, with washer P/N BS/SP16-Q, nut P/N SP878-2, bushing P/N 200021.347, grease adapter P/N 200021.348, nipple P/N MS15001-1 and split pin P/N BS/SP.9C10 or cotter pin P/N AN381-4-22, installed in accordance with Fairchild Service Bulletin No. 32-44, revised January 23, 1962; or NAS 632-60 bolt with one NAS 143-12C washer under the bolt head and an AN310-12 or AN320-12 nut. Where an NAS 632-60 bolt is not available, longer NAS 632 bolt lengths may be used with NAS 143-12 washers under the nut provided proper clearances are maintained. (2) Drill a 0.141-inch diameter hole for a cotter pin in the NAS bolts listed in (a)(i) and (ii). Coat each NAS bolt with MIL-G-3278A grease before installing, and tighten nut to fit snug. (b) Oil NAS bolts daily with SAE 20 motor oil without removing. (c) If NAS bolts are installed inspect using the magnetic particle or dye penetrant methods or FAA approved equivalents, and regrease every 300 landings from the date of installation. Replace cracked bolts in accordance with (a)(1). (d) If no cracksare evident in the existing bolts, P/N's 9017Y11 and 9027Y7, they may be reinstalled. Thereafter, remove and inspect the bolts per (a)(1) at intervals of 150 landings from the date of reinstallation. (e) If Dowty bolts, P/N 200021.064, or new original bolts, Dowty P/N 9017Y11 or 9027Y7 are used, further inspection is not required until the bolts have accumulated 300 landings. Thereafter, remove and inspect the bolts for cracks, using the magnetic particle or dye penetrant methods or FAA approved equivalent at intervals of 150 landings. Replace cracked bolts in accordance with (a)(1). (f) If Dowty bolts, P/N 200021.267, are used, inspect bushing P/N 27-502046-3 or FS- 10381410-77 whichever is installed in the nacelle fitting P/N 27-502033-11, and the drag strut bushing P/N D7761Y7. If the bushing-bolt clearance does not exceed 0.004 inch, subsequent inspection of the bolts for cracks using the magnetic particle or dye penetrant methods or FAA approved equivalents shall be within 3,000 landings and every 300 landings thereafter. Replace cracked bolts in accordance with (a)(1). The bushings are to be inspected at each bolt inspection. If bolt-bushing clearance is more than 0.004 inch but less than 0.006 inch subsequent inspection of the bolts and bushings shall be within each 300 landings until the bushings are replaced. After replacement of the bushing the next repetitive inspection of the bolts and bushings shall be within 3,000 landings after installation of the bolts and thereafter within each 300 landings. Whenever the bushing-bolt clearance exceeds 0.006 inch replace the bushing prior to further flight except ferry flight in accordance with the provisions of CAR 1.75. Replace bushings with a bushing of the same part number or FAA approved equivalent. (g) If Dowty bolts P/N 2.00042.627 are used, inspect bushings P/N 2.00021.347 and D9027Y8 which are installed in the drag strut fitting P/N 2.00021.345 or C9017Y9. If the bushing-bolt clearance doesnot exceed 0.0035 inch subsequent inspection of the bolts for cracks using the magnetic particle or dye penetrant methods or FAA approved equivalents shall be within 5,000 landings and every 300 landings thereafter. Replace cracked bolts in accordance with (a)(1). The bushings are to be inspected at each bolt inspection. If bolt-bushing clearance is more than 0.0035 inch but less than 0.006 inch subsequent inspection of the bolts and bushings shall be within each 300 landings until the bushings are replaced. After replacement of the bushing the next repetitive inspection of the bolts and bushings shall be within 5,000 landings after installation of the bolts and thereafter within each 300 landings. Whenever the bushing-bolt clearance exceeds 0.006 inch replace the bushing prior to further flight except ferry flight in accordance with the provisions of CAR 1.75. Replace bushings with a bushing of the same part number or FAA approved equivalent. Upon request of the operator, an FAAmaintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Fairchild Service Bulletin 32-44, revised January 23, 1962, covers this subject.) This supersedes AD 61-15-3. This directive effective February 17, 1962. Revised March 16, 1962.
88-11-06: 88-11-06 THE ENSTROM HELICOPTER CORPORATION: Amendment 39-5920. Applies to Enstrom Model F28 series helicopters, certificated in any category, equipped with horizontal stabilizer center spar, P/N 28-11222 (Airworthiness Docket 88-ASW-5). Compliance is required as indicated, unless already accomplished. To detect cracks in the horizontal stabilizer attachments thereby preventing possible failure which could result in loss of control of the helicopter, accomplish the following: (a) Prior to the first flight of each day after the effective date of this AD, conduct the following-- (1) Check both the left and right stabilizer security by applying a light up and down load at the tip of the stabilizer (i.e., approximately 3 lbs.); (2) Check for deflection and/or looseness; and (3) If a stabilizer deflects or is loose, comply with paragraph (b)(1) through (b)(10) of this AD, before next flight. NOTE: The checks may be performed by the pilot andmust be recorded in accordance with FAR 43.9. (b) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, accomplish the following: (1) Remove the left and right stabilizer assemblies P/N 28-20100, from the center spar, P/N 28-11222. Remove the inspection panel on the left side of the tailcone. Remove the bolts securing the spar to the tailcone and remove the spar from the tailcone. NOTE: Mark spar position left, right, top, etc., prior to removal so that on reinstallation the spar will be repositioned correctly. (2) Visually inspect the attachment fittings for burrs, fretting, or cracks. NOTE: Particular attention should be directed to the spar attachment area around all drilled holes. (3) Replace cracked fittings before next flight. Repair cracked sheet per standard practice, or replace with airworthy parts before next flight.(4) Measure the center spar wall thickness one time. Replace any center spar having a wall thickness less than 0.044 inch with an airworthy spar and comply with paragraph (b)(8) of this AD prior to the next flight. (5) If the center spar thickness is 0.044 inch or greater, inspect the spar for cracks using a magnetic particle or dye penetrant inspection method and a 10-power or higher magnifying glass. NOTE: Particular attention should be directed to the spar area around all drilled holes and if a crack is found, replace the spar with an airworthy part before next flight. (6) Inspect the stabilizer spar trailing edge attachment clips, P/N 28- 20106, for cracks using a dye penetrant inspection or a visual inspection using a 10-power or higher magnifying glass. If a crack is found, replace the clip with an airworthy part before next flight. (7) Inspect the center spar (particularly in areas of dissimilar metal contact) for corrosion. A spar with corrosion depth greater than 0.005 inch must be replaced before next flight. Surface corrosion may be removed with 320 grit emery paper. Protect bare areas using a light coat of epoxy primer (DeSoto 593X300 or equivalent). (8) Install the center spar in its proper relative position to the tail cone. Whenever a new spar is installed, it must be match-drilled to the tailcone and stabilizers for proper incidence. Remove, deburr all holes, and protect all bare surfaces with epoxy primer prior to final assembly. (9) Install the horizontal stabilizer using airworthy parts. NOTE: A light coat of lubricant (LPS 500 or equivalent) on the outside of the spar and the inside of the fittings will aid in assembly. (10) Record the rotorcraft's weight and balance change as appropriate. NOTE: Changing from a 0.035-inch to a 0.049-inch nominal wall thickness center spar causes a weight increase of 0.37 lb. at longitudinal station 270.0. (c) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 E. Devon Ave., Des Plaines, IL. 60018. NOTE: Enstrom Service Bulletin No. 0076, dated December 15, 1987, pertains to this AD. This amendment 39-5920 supersedes AD 72-04-04, Amendment 39-1395, as amended by Amendment 39-2884. This amendment 39-5920 becomes effective May 31, 1988.
89-02-10 R1: 89-02-10 R1 HONEYWELL, INC.: Amendment 39-6116 as revised by Amendment 39-6319. (Docket No. 89-NM-44-AD) Applies to Sperry FMZ-800 Flight Management System (FMS) navigation computers, part numbers 7004402-801, -811, or -832. These FMS computers are known to be or have been installed in, but not limited to, Avions Marcel Dassault Model Mystere-Falcon 900, British Aerospace Model BAe-125-800A, Canadair Model CL-601, and Gulfstream Model G-IV series airplanes. Compliance: Required as indicated, unless previously accomplished. To prevent FMS position jumps while crossing the 180 degree meridian, accomplish the following: A. Within 15 days after February 6, 1989 (the effective date of Amendment 39-6116), on aircraft equipped with three inertial reference systems (IRS), add the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM), or the FAA-approved Airplane Flight Manual Supplement (AFMS). This may be accomplished by inserting a copy of this AD in the AFM or AFMS. IF FLIGHT ACROSS THE 180 DEGREE MERIDIAN IS INTENDED, THE THIRD INERTIAL REFERENCE SYSTEM MUST BE OPERATED IN THE "ATT" MODE. B. Within 60 days of the effective date of this amendment, regardless of the number of IRS's installed, replace the FMS navigation computers, as follows: 1. Replace Honeywell P/N 7004402-801 (software configuration DEL-8N) computers with P/N 7004402-803 (software configuration DEL 10J), -804, -806, or -906 (software configuration NZ-8804) computers. 2. Replace Honeywell P/N 7004402-811 (software configuration DEL-9S) computers with P/N 7004402-813 or -903 (software configuration DEL-10P) computers. 3. Replace Honeywell P/N 7004402-832 (software configuration DEL-9T) computers with P/N 7004402-833 or -904 (software configuration NZ-8801) computers. After these replacements have been accomplished on those aircraft with three IRS's, the AFM or AFMS limitation, required by paragraph A., above, may beremoved, and the third IRS may be operated normally. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. This amendment (39-6319) amends Amendment 39-6116, AD 89-02-10 which became effective on February 6, 1989. This amendment (39-6319) becomes effective on October 14, 1989.
2013-04-08 R1: We are revising an airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Models HK 36 R, HK 36 TS, and HK 36 TTS powered gliders. AD 2013-04-08 required replacement of each elevator bell crank assembly and elevator bell crank mount. This AD retains the actions of AD 2013-04-08 but decreases gliders in the Applicability by removing the Model H-36 from the Applicability. This AD was prompted by reports of installation of an unsuitable self- locking nut on the bell crank of the elevator push rod that can cause failure of the elevator, resulting in loss of control. We are issuing this AD to correct the unsafe condition on these products.
98-23-02: This amendment supersedes Airworthiness Directive (AD) 80-10-01, which applies to certain Cessna Aircraft Company (Cessna) 180 and 185 series airplanes that have either Airglas Engineering Company, Inc., (AECI) Model LW3600-180 (single position) or Model LW3600-180A (two position) fixed penetration wheel skis installed in accordance with Supplemental Type Certificate (STC) SA213AL. AD 80-10-01 requires modifying the ski bungee assemblies, safety cables, and check cables, and their attachments to the airplane and the skis; limiting the maximum airspeed to 160 knots with skis installed; and installing an airspeed limitation placard. This AD is the result of field reports of incidents occurring on the affected airplanes that were in compliance with AD 80-10-01, and the fact that Cessna Model 180K airplanes were inadvertently left out of the existing AD. This AD retains the actions required by AD 80-10-01; requires re-marking the airspeed indicator to display the reduced airspeed limits and placing a certain airplane flight manual (AFM) supplement in the cockpit; and adds Cessna Model 180K airplanes to the Applicability section of the AD. The actions specified by this AD are intended to prevent one or both wheel skis from rotating into a nose-down position during flight, which could result in loss of control of the airplane and/or possible airplane damage during flight or landing operations.
91-18-19: 91-18-19 BEECH: Amendment 39-8022. Docket No. 91-CE-16-AD. Applicability: The following model airplanes, certificated in any category: Models Serial Numbers F33A CE-634 through CE-1536 V35B D-9862 through D-10403 A36 E-825 through E-2578 B36TC EA-1 through EA-509 95-B55, 95-B55A TC-1947 through TC-2456 E55, E55A TE-1078 through TE-1201 58, 58A TH-733 through TH-1609 58P, 58PA TJ-3 through TJ-497 58TC, 58TCA TK-1 through TK-151 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent malfunctioning pilot and copilot shoulder harnesses that could result in occupant injury during an emergency situation, accomplish the following: (a) Inspect the washers on the "D" ring of the pilot and copilot shoulder harnesses in accordance with the instructions of Beech Service Bulletin (SB) No. 2394, dated December 1990. (b) If the washers installed on the "D" ring do not meet the criteria in the instructions of Beech SB No. 2394, dated December 1990, prior to further flight, replace the washers with part number 100951X060YA. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (e) The inspections and possible replacements required by this AD shall be done in accordance with Beech Service Bulletin No. 2394, dated December 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. This amendment (39-8022, AD 91-18-19) becomes effective on October 21, 1991.
90-12-09: 90-12-09 AIRSHIP INDUSTRIES: Amendment 39-6623. Docket No. 90-CE-09-AD. Applicability: Model Skyship 600 Series (all serial numbers) airships certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude loss of lift capability, accomplish the following: (a) Inspect the attachment of the gaiter to the T-chest, and if double sided tape has been used, prior to further flight install a bonded reinforcement repair in accordance with the instructions specified in Airship Industries Alert Service Bulletin SB Ref 600-53-A311, dated June 10, 1989. (b) Airships may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, may be approved by the Manager, Brussels Aircraft Certification Office, c/o American Embassy, APO New York 09667-1011. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Airship Industries, No. 1 Hangar, Cordington, Shortstown, Bedford, England, or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6623, AD 90-12-09) becomes effective on July 9, 1990.
2013-08-18: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER series airplanes. This AD was prompted by a report of leaking fuel from the wing leading edge area at the inboard end of the number 5 leading edge slat. This AD requires modifying the fluid drain path in the wing leading edge area, forward of the wing front spar, and doing all applicable related investigative and corrective actions; and installing new seal disks on the latches in the fuel shutoff valve access door. We are issuing this AD to prevent flammable fluids from accumulating in the wing leading edge, and draining inboard and onto the engine exhaust nozzle, which could result in a fire.
2013-08-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 series airplanes. This AD was prompted by a report that certain airplanes might not have reinforcement straps installed on the center overhead stowage bins in the passenger compartment, and some installed reinforcement straps might not have been bonded. For certain airplanes, this AD requires performing an inspection of reinforcement straps to ensure they are correctly bonded to the center overhead stowage bins, and bonding the reinforcement straps to the center overhead stowage bins if necessary. For certain airplanes, this AD requires installing reinforcement straps on the center overhead stowage bins. We are issuing this AD to prevent missing or incorrectly bonded reinforcement straps, which could result in the center overhead stowage bins breaking loose at forward load levels less than 9g during an emergency landing, causing injury to passengers and delaying emergency evacuation.
98-15-25: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-15-25, which was sent previously to all known U.S. owners and operators of Eurocopter Deutschland GmbH Model EC 135 helicopters by individual letters. This AD supersedes AD 98-09-11, applicable to Eurocopter Deutschland GmbH Model EC 135 helicopters, that required, before further flight, a tail rotor drive shaft vibration survey and installation of a Fenestron Shaft Retrofit Kit; inspecting the tail rotor drive shaft bearing (bearing) attaching lock plates for bent-open tabs, and broken or missing slippage marks; and visually inspecting each bearing support for cracks. This AD requires the same actions as the superseded AD; however, it changes the required compliance time for the repetitive inspections. This amendment is prompted by reports of loose bearings and attachment bolts. This condition, if not corrected, could result in loose bearing attachment bolts, or crackedbearing supports, which could result in loss of drive to the tail rotor and subsequent loss of control of the helicopter.
86-14-51 R1: 86-14-51 R1 THE DeHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5423 as amended by Amendment 39-5969. Applies to Model DHC-8-101 series airplanes, Serial Number 003 and subsequent, certificated in any category. Compliance is required as indicated, unless previously accomplished. To preclude the uncommanded deployment of ground spoilers and roll control spoilers in the ground mode, accomplish the following: A. Prior to further flight, lockout circuit breaker ROLL SPLRS CONT, location F6, right essential bus, and circuit breaker GND SPLRS CONT, location C7, left main bus, in accordance with Section A of de Havilland Alert Service Bulletin AB-27-25, dated July 3, 1986. Install a placard in the flight compartment, on the glareshield under the flight/taxi switch, to state the following: "GROUND SPOILERS AND ROLL CONTROL SPOILERS IN GROUND MODE ARE INOPERATIVE." B. Prior to further flight, insert a copy of this AD in the Airplane Flight Manual (AFM) Limitations Section. The elimination of all spoiler functions in ground mode increases landing distance and landing field length required by 15 percent when using flaps at 35 degrees (AFM, Figure 5.8.4.), and 10 percent when using flaps at 15 degrees (AFM Supplement No. 9, Figure 5.8.7.). With all spoiler functions in ground mode inoperative, there is negligible increase in the takeoff distance required and the takeoff run required. C. Within 6 months after the effective date of this amendment, re-establish normal use of all spoilers in the ground mode configuration and remove the operating limitations of paragraphs A. and B., above, by accomplishing the following: 1. Modify the Landing Gear Proximity Switch Electronic Unit (PSEU) in accordance with de Havilland Service Bulletin 8-32-54, Revision B, dated November 20, 1987. 2. Modify the electrical power phase supply for the PSEU BITE Power Circuit, in accordance with de Havilland Service Bulletin 8-32-55, Revision A, dated November 20, 1987. 3. Remove the placard required by paragraph A., above, and reinstate the equipment required to be deactivated by paragraphs A. and B., above, in accordance with the instructions of de Havilland Service Bulletin 8-27-34, Revision C, dated January 8, 1988. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service document from the manufacturer, may obtain copies upon request to The de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment, 39-5969, amends AD 86-14-51, Amendment 39-5423 effective October 6, 1986, as to all persons except those to whom it was made immediately effective by telegraphic AD T86-14-51 issued July 8, 1986. This amendment, 39-5969, becomes effective August 11, 1988.
60-04-05: 60-04-05 ROLLS-ROYCE: Amdt. 103 Part 507 Federal Register February 17, 1960. Applies to Dart 510 Engines. Compliance required as indicated. In order to prevent failure of impeller shaft, P/N 10543/16719, the following action shall be taken: Beginning April 20, 1960, all impeller shafts, P/N 10543/16719, which have been in operation for 6,000 hours or more, shall be replaced by new impeller shafts of the same part number or by any subsequent approved impeller shafts. (Rolls-Royce Modification 378 covers this subject.)
2022-09-14: The FAA is superseding Airworthiness Directive (AD) 2019-22- 05, which applied to all General Electric Company (GE) CF34-8C model turbofan engines. AD 2019-22-05 required initial and repetitive inspections of the operability bleed valve (OBV) fuel tubes, OBV bleed air manifold link rod assemblies, and the OBV fuel fittings. AD 2019- 22-05 also required replacement of OBVs or related OBV link rod hardware that fail inspection. This AD was prompted by multiple reports of fuel leaks, some leading to engine fires, which have occurred as a result of malfunctions related to the OBV. Additionally, the manufacturer has redesigned the OBV, which terminates the need for the repetitive inspections. This AD requires initial and repetitive inspections of the OBV fuel tubes, OBV bleed air manifold link rod assemblies, and the OBV fuel fittings installed on GE CF34-8C model turbofan engines. This AD requires replacement of OBVs or related OBV link rod hardware that fail inspection. As a terminating action to the repetitive inspections, this AD requires replacement of certain OBVs installed on GE CF34-8C model turbofan engines. This AD also requires replacement of certain OBVs installed on GE CF34-8E model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
98-22-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0100 series airplanes, that requires a one-time visual inspection and a one-time eddy current and/or dye penetrant inspection of the nose landing gear (NLG) main fitting to detect cracking; and rework of the NLG main fitting, if necessary. 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 cracking of the NLG main fitting, which could lead to collapse of the NLG during takeoff and landing and possible injury to the flightcrew and passengers.
2013-08-19: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. This AD requires visual and dye penetrant inspections for cracks in the rear roller support shaft (shaft) and rear fitting (fitting) of the sliding door, and replacing the shaft or fitting if there is a crack. This AD's actions are prompted by reports of cracks in the shaft and the fitting and are intended to prevent the loss of the sliding door, which could come into contact with the rotor system, leading to damage to the helicopter and loss of helicopter control.
75-17-25: 75-17-25 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2330. Applies to Model SA-341G "Gazelle" helicopters, certificated in all categories, with main rotor shaft P/N 341A.31.0001, dot number .05 and lower, in which Aerospatiale Modification No. AMS 07.6072 has not been incorporated. Compliance is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Gazelle Service Bulletin No. 05.04. To prevent possible rotation of the main rotor head swashplate upper bearing, accomplish the following: (a) Inspect the spigot of upper bearing stop P/N 341A.31.4236.20 for evidence of rotation of the upper bearing in accordance with subparagraph 1C(1) of Gazelle Service Bulletin No. 05.04, dated March 9, 1973, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667. (b) If evidence of upper bearing rotation is found, remove the main rotor shaft P/N 341A.31.0001 and replace with a serviceable part of the same part number upon which Aerospatiale Modification No. AMS 07.6072 has been incorporated. (c) If no evidence of upper bearing rotation is found, install a second upper bearing stop P/N 41A.31.4236.20 in accordance with subparagraph 1C(2) of Gazelle Service Bulletin No. 05.04, dated March 9, 1973, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667. This amendment becomes effective August 20, 1975.
80-18-04 R1: 80-18-04 R1 BELL: Amendment 39-3884 as amended by Amendment 39-3954. Applies to Models 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters equipped with main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, or 206-011-120-001 certificated in all categories (Airworthiness Docket No. 80-ASW-28). Compliance required as indicated. To prevent possible failure of the main rotor trunnion, P/N 206-010-104-3, 206-011-113- 001, and 206-011-120-001 due to fatigue cracks, accomplish the following, unless already accomplished, in accordance with Bell Helicopter Textron Alert Service Bulletin 206-80-7, Revision A, dated February 26, 1980 (206A, 206B, 206A-1, 206B-1) or 206L-80-9, Revision A, dated February 26, 1980 (206L, 206L-1) or FAA approved equivalent. a. For trunnions with less than 1,100 hours' total time in service, on the effective date of this AD, accomplish a magnetic particle inspection prior to attaining 1,200 hours and again prior to attaining 2,400 hours,and thereafter at intervals not to exceed 600 hours. b. For trunnions with more than 1,100 hours and less than 1,700 hours' total time in service, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service and again prior to attaining 2,400 hours, and thereafter at intervals not to exceed 600 hours. c. For trunnions with 1,700 hours or more total time in service, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service, and thereafter at intervals not to exceed 600 hours. d. For trunnions with time unknown, on the effective date of this AD, accomplish a magnetic particle inspection within the next 100 hours' time in service, and thereafter at intervals not to exceed 600 hours. e. If a crack is found, remove and replace the trunnion before further flight. f. If no cracks are found, reassemble and install the main rotor hub on the helicopter in accordance with the pertinent Model 206 Maintenance and Overhaul Manual and continue the repetitive inspections specified above. g. Report in writing any cracks found during the inspections required herein to Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region, P.O. Box 1689, Fort Worth, Texas 76101. Each report must include the location of the cracks and the trunnion total time in service. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. h. If trunnion P/N 206-011-113-103 (206A, 206B, 206A-1, 206B-1) or P/N 206- 011-120-103 (206L, 206L-1) is installed, the inspections specified in this AD are not required. i. The helicopter may be flown in accordance with FAR 21.197 to a base where inspections can be performed. j. Upon submission of substantiating data through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch, Southwest Region, may adjust the inspection intervals. Amendment 39-3884 became effective September 15, 1980. This amendment 39-3954 becomes effective November 24, 1980.
96-10-01 R1: This amendment revises Airworthiness Directive (AD) 96-10-01, which currently requires a complete landing light support replacement on certain The New Piper Aircraft, Inc. (Piper) Models PA-28-140, PA-28-150, PA-28-160, and PA-28-180 airplanes. Some of the serial numbers for these airplanes were incorrectly referenced in the Applicability section of AD 96-10-01. This AD maintains the requirements of AD 96-10-01, and corrects the serial numbers referenced in the Applicability section. The actions specified by this AD are intended to prevent the landing light retainer support seal from being ingested by the updraft carburetor, which could result in rough engine operation or possible engine failure and loss of control of the airplane. The incorporation by reference of Piper Service Bulletin No. 975, dated November 2, 1994, as listed in the regulations, was previously approved by the Director of the Federal Register as of June 10, 1996 (61 FR 19813, May 3, 1996).
2022-11-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by an indication that both elevator actuators of the PRIMary flight control computers (PRIMs) were considered faulty due to incorrect instructions with a new PRIM standard. This AD requires revising the existing airplane flight manual (AFM), and revising the operator's existing FAA-approved minimum equipment list (MEL) by incorporating certain master minimum equipment list (MMEL) provisions, to include limitations and procedures to mitigate the risk of elevator failure during flare, as specified in a European Union Aviation Safety Agency (EASA) Emergency AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-21-08 R1: We are revising an existing airworthiness directive (AD) for all Cessna Aircraft Company (Cessna) Models 190, 195 (L-126A,B,C), 195A, and 195B airplanes that are equipped with certain inboard aileron hinge brackets. That AD currently requires you to repetitively inspect the affected inboard aileron hinge brackets for cracks or corrosion and replace them if cracks or corrosion is found. Replacement with aluminum brackets would terminate the need for the repetitive inspections. This new AD retains the actions of AD 2004-21-08 while requiring future compliance following a revised service bulletin that clarifies the casting numbers and part numbers to be inspected. This AD was prompted by reports of confusion between the casting number on the aileron hinge bracket and the part number (P/N) called out in the AD. We are issuing this AD to correct the unsafe condition on these products.
97-01-01 R1: This amendment revises Airworthiness Directive (AD) 97-01-01, which currently requires repetitively inspecting the main gear sidebrace studs for cracks on The New Piper Aircraft, Inc. (Piper) Models PA-24, PA-28R, PA-30, PA-32R, PA-34, and PA-39 series airplanes, and replacing any main gear sidebrace stud found cracked. The Federal Aviation Administration (FAA) has approved certain alternative methods of compliance (AMOC) for AD 97-01-01, and has determined that these AMOC's should be incorporated into the AD. This AD will retain all the actions of AD 97-01-01, and will incorporate certain AMOC's as a way of accomplishing the actions specified in AD 97-01-01. The actions specified by this AD are intended to prevent a main landing gear collapse caused by main gear sidebrace stud cracks, which could result in loss of control of the airplane during landing operations.
2013-08-12: We are superseding an existing airworthiness directive (AD) for The Boeing Company Model 787-8 airplanes. That AD currently requires modification of the battery system, or other actions. This AD requires installing main and auxiliary power unit (APU) battery enclosures and environmental control system (ECS) ducts; and replacing the main battery, APU battery, and their respective battery chargers. This AD also requires revising the maintenance program to include an airworthiness limitation. This AD also revises the applicability by removing airplanes on which these changes have been incorporated in production prior to delivery. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke on two Model 787-8 airplanes. We are issuing this AD to minimize the occurrence of battery cell failures and propagation of such failures to other cells and to contain any flammable electrolytes, heat,and smoke released \n\n((Page 24674)) \n\nduring a battery thermal event in order to prevent damage to critical systems and structures and the potential for fire in the electronics equipment bays.
78-24-01 R1: 78-24-01 R1 ROLLS-ROYCE LIMITED: Amendment 39-3345 as amended by Amendment 39-4641. Applies to Rolls-Royce DART engines and all variants of those engines listed below which have Rolls-Royce DART Modification 1525 incorporated (covered in Rolls-Royce DART Service Bulletin Da 72-351), as installed on, but not necessarily limited to the airplanes listed below. DART Engine Airplane 506, 510, 525, 530 Vickers Viscount Model 744, 745D, 810 511, 514, 528, 532 Fairchild F-27 & FH-227 series and Fokker F-27 series 526 Armstrong Whitworth AW-650 series 1 527 Handley Page Herald Type 300 529 Grumman G-159 and Fairchild F-27 and FH-227 series 532 Hawker Siddeley 748 series 2 542 General Dynamics Model 240 with STC No. SA1054WE installed (or Model 600), General Dynamics Model 340/440 with STC No. SA1096WE installed (or Model 640), and Nihon YS-11 and YS-11A series. Compliance is required as indicated, unless already accomplished. 1. Compliance for all affected DART engines except the Mk. 530 is based on an effective date of December 11, 1978. 2. Compliance for the DART Mk. 530 engines is based on an effective date of May 12, 1983. To prevent restricted movement of the engine power lever or the high pressure fuel shut-off valve control lever caused by control box mounting bolt failure, accomplish the following: (a) Within the next 100 hours engine time in service or one month after the effective date of this AD, whichever occurs first, inspect the engine control box mounting bolts for integrity as specified in paragraph 5 of Rolls-Royce Service Bulletin Da 76-A17, Revision 1, dated April 4, 1978 (hereinafter referred to as the service bulletin) or an FAA-approved equivalent. (b) If, during an inspection required by this AD, a bolt head is found to be detached or missing, before further flight replace both mounting bolts either - (1) With new bolts of the same part number in accordance with paragraph 6 of the Service Bulletin or an FAA-approved equivalent and continue to inspect the bolts in accordance with paragraph (a) of this AD at intervals not to exceed 400 hours engine time in service or 4 months, whichever occurs first; or (2) Install control box mounting bolts, in accordance with Rolls-Royce Service Bulletin Da 76-16, dated April 18, 1978, or an FAA-approved equivalent. (c) If a detached or missing bolt head is not found during the inspection required by paragraph (a) of this AD, continue to inspect the bolts in accordance with that paragraph at intervals not to exceed 400 hours engine time in service or 4 months, whichever occurs first. (d) The inspections required by paragraphs (b)(1) and (c) of this AD may be discontinued upon the installation of control box mounting bolts in accordance with Rolls-Royce Service Bulletin Da 76-16, dated April 18, 1978, or an FAA-approved equivalent. (e) Upon request of an operator, the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the inspection interval specified in paragraphs (b) and (c) of this AD provided that such requests are made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. Amendment 39-3345 became effective December 11, 1978. This Amendment 39-4641 becomes effective May 12, 1983.
2013-08-10: We are adopting a new airworthiness directive (AD) for certain Tracor (Convair) Model 340 and 440 airplanes and certain Military Model C-131B, C-131D, C-131E, and C131F/R4Y-1 airplanes. This AD requires repetitive inspections of the lower skin of the wings for cracking around the inboard side of the wing station (WS) 6 and 7 access panel doubler fingers and between stringers 5 and 11; repetitive inspections of the lower skin of the wings for cracking around stringers 6, 8, and 10, and around the WS 6 and WS 7 access panel doubler fingers; and repair if necessary. This AD was prompted by a report of a crack found on the lower skin of the right-hand wing between WS 5 and WS 6. We are issuing this AD to detect and correct fatigue cracking of the lower skin of the wings, which could result in reduced structural integrity of the wings.
48-14-03: 48-14-03 BEECH: Applies to Models AT-11 and C18S. Compliance required by next periodic inspection but not later than July 1, 1948. Inspect the lower member of the center section main wing spar in the landing gear nacelle area for evidence of wear caused by chafing of the cabin heater control housing. To prevent chafing either use clamps to support housing or cover control housing with 20-inch length of synthetic rubber hose.