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89-14-02: 89-14-02 McDONNELL DOUGLAS: Amendment 39-6245. \n\n\tApplicability: Model DC-8, DC-9 and C-9 (Military) series airplanes, including Model DC-9-80 series airplanes and Model MD-88 airplanes. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the rudder pedal bracket assembly, which could result in the loss of rudder and braking control at either the captain's or first officer's positions, accomplish the following: \n\n\tA.\tPrior to the accumulation of 40,000 landings or within 30 days after the effective date of this AD, whichever occurs later, perform either a visual or dye penetrant inspection for cracks of the captain's and first officer's rudder pedal bracket, part numbers (P/N) 5616067 and 5616068, respectively, in accordance with McDonnell Douglas Alert Service Bulletins A27-273 (for Model DC-8 series) or A27-307 (for Model DC-9 and DC-9-80 series and Model MD-88), as applicable, both dated May 16, 1989. \n\n\tNOTE: McDonnell Douglas Alert Service Bulletins A27-273 (DC-8) and A27-307, both dated May 16, 1989, are hereinafter referred to as ASB A27-273 and ASB A27-307, respectively. \n\n\t\t1.\tIf an initial visual inspection is accomplished, and no cracks are found, perform a dye penetrant inspection of the rudder pedal bracket assembly within 180 days after the visual inspection, and thereafter accomplish dye penetrant inspections at intervals not to exceed 12 months or 2,500 landings, whichever occurs earlier. \n\n\t\t2.\tIf an initial dye penetrant inspection is accomplished, and no cracks are found, accomplish repetitive dye penetrant inspections at intervals not to exceed 12 months or 2,500 landings, whichever occurs earlier. \n\n\tB.\tIf cracks are detected, prior to further flight, remove and replace the rudder pedal bracket assembly in accordance with ASB A27-273 or A27-307, as applicable. Prior to the accumulation of 40,000 landings after replacement with the new part, resume the repetitive inspections in accordance with paragraph A., above. \n\n\tC.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\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, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the initial inspection requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6245, AD 89-14-02) becomes effective on July 5, 1989.
81-21-01: 81-21-01 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4227. Applies to Model SA315B helicopters, equipped with Eastern Rotorcraft Corporation (ERC) cargo hook assemblies, P/N 17112-4, Serial Numbers 1 through 103, in accordance with Supplemental Type Certificate (STC) SH1735SW, certificated in all categories (Airworthiness Docket No. 81-ASW-33). Compliance required as indicated. To prevent possible failure of the ERC cargo hook support legs, P/N 12579-1, due to fatigue cracks, accomplish the following, unless already accomplished, within the next 100 hours' time in service after the effective date of this AD: a. For suspension assemblies, P/N 17112-4, which have accumulated 1,000 lifts or calendar months of service, whichever occurs first, accomplish a magnetic particle inspection of the lugs, P/N 12579-1, in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-05, dated March 11, 1981, or an FAA-approved equivalent.b. If one lug is found to have cracks, remove and replace all four lugs in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-04, dated January 20, 1981, or an FAA-approved equivalent. c. If no lugs are cracked, reinstall and accomplish magnetic particle inspections at intervals of 1,000 lifts or 12 calendar months, whichever occurs first, as required by paragraph a. of this AD. d. The inspections required by paragraph a. of this AD are not required after compliance with Aerospatiale Helicopter Corporation Service Bulletin No. SB315-04. e. The helicopter may be flown in accordance with FAR 21.197 to a base where inspections can be performed. f. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of lifts may be determined by multiplying each helicopter's hours' time in service by the operator's fleet average lifts per hour for the helicopter type. This amendment becomes effective November 4, 1981.
2019-14-03: The FAA is superseding Airworthiness Directive (AD) 2016-07- 12, which applied to certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2016-07-12 required repetitive inspections for damage and cracking of the aft fixed fairing (AFF) of the pylons, and repair if necessary. This AD retains the requirements of AD 2016- 07-12 and requires additional repetitive inspections at the upper spar at a certain rib area and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of the AFF of the pylons due to fatigue damage of the structure and reports of cracks on a certain rib of a modified AFF of the pylons. The FAA is issuing this AD to address the unsafe condition on these products.
94-24-02: This amendment supersedes an existing airwothiness directive (AD), applicable to certain Canadair Model CL-600-2B19 series airplanes, that currently requires a revision to the FAA- approved Airplane Flight Manual (AFM) to restrict altitude and airspeed operations of the airplane under certain conditions of hydraulic system failure. This amendment requires the removal of all elevator flutter dampers and requires a revision to the AFM that advises the flight crew of the need to perform daily checks to verify proper operation of the elevator control system. This amendment is prompted by reports that the installation of the stronger shear pins may jam or restrict movement of the elevator. The actions specified in this AD are intended to prevent failure of the lugs and/or pins, which may increase the likelihood of jamming or restricting movement of the elevator and the resultant adverse affect on the controllability of the airplane.
92-04-06: 92-04-06 AIRBUS INDUSTRIE: Amendment 39-8177. Docket 91-NM-263-AD. Applicability: Model A320 Series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent excessive backlash at the elevator, which could lead to reduced controllability of the airplane, accomplish the following: (a) Within 30 days after the effective date of this AD, measure the deflection at each elevator trailing edge in accordance with paragraph 2.B.(1) of Airbus Service Bulletin A320-27- 1043, dated October 7, 1991. (1) If the measured elevator deflection is less than or equal to 4 mm, (0.16 inch), with zero play, repeat the elevator deflection inspections, in accordance with the following schedule: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, repeat the inspection at intervals not to exceed 12,000 hours time in-service. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the inspection at intervals not to exceed 350 hours time in-service. (2) If the measured elevator deflection is greater than 4 mm (0.16 inch), and less than or equal to 10 mm (0.40 inch), repeat the elevator deflection inspections, in accordance with the following schedule: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, repeat the inspection at intervals not to exceed 3,000 hours time in-service. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the inspection at intervals not to exceed 7 calendar days. (3) If the measured elevator deflection is greater than 10 mm (0.40 inch), and less than or equal to 15 mm (0.60 inch), accomplish the following: (i) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have not been accomplished, repeat the elevator deflection inspections daily. Within 50 additional hours time in-service, accomplish the procedures of paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin. Prior to further flight, replace worn parts in accordance with the Service Bulletin. (ii) If the procedures in paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5) in the Service Bulletin have been accomplished, prior to further flight, replace worn parts, in accordance with the Service Bulletin. (4) If the measured elevator deflection is greater than 15 mm (0.60 inch), prior to further flight, replace worn parts and accomplish the procedures of paragraphs 2.B.(2), 2.B.(3), 2.B.(4), and 2.B.(5), in the Service Bulletin. (b) If worn or out-of-tolerance components of the elevator servo controls and attachments are replaced in accordance with Airbus Industrie Service Bulletin A320-27-1043, paragraphs 2.B.(2), 2.B(3), 2.B.(4), and 2.B.(5), after such replacement, repeat the elevator deflection inspections at intervals specified in paragraph (a) of this AD. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) 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. (e) The inspections and replacements required by this AD shall be done in accordance with Airbus Service Bulletin A320-27-1043, dated October 7, 1991. This incorporation by reference was approved by the Director of the Federal Registerin accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (f) This amendment (39-8177, AD 92-04-06) becomes effective on March 6, 1992.
2019-16-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A320-251N and A320-271N airplanes. This AD was prompted by analysis and laboratory testing of the behavior of the flight control laws, which identified reduced efficiency of the angle of attack (AoA) protection that may result in excessive pitch attitude in certain configurations in combination with specific maneuvers commanded by the flight crew. This AD requires revising the existing airplane flight manual (AFM) to incorporate operational limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
81-15-05: 81-15-05 CESSNA: Amendment 39-4168. Applies to Model P210N (Serial Numbers P21000001 through P2100069O) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To further reduce the possibility of engine detonation and improve the airplane climb performance within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: A) Perform the engine and airplane modifications in accordance with Cessna Single- Engine Customer Care Service Information Letter SE81-35 dated May 29, 1981, and SE81-35 Supplement # 1 dated June 29, 1981. B) Install the cabin pressurization sonic nozzle identified as Cessna Assembly Part Number 2150001-11 in accordance with the aircraft service manual. NOTE: This part, previously required by Airworthiness Directive (AD) 81-01- 04, was installed on all airplanes manufactured subsequent to the airplane serial numbers included in AD 81-01-04. C) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. D) Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program Office, FAA Central Region, Room 238, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4285. Cessna Single-Engine Customer Care Service Letter SE81-35, applicable to this AD, recommends compliance by November 1, 1981. This AD supersedes AD 81-01-04, Amendment 39-4007. This amendment becomes effective July 27, 1981.
84-21-02 R1: 84-21-02 R1 BOEING: Amendment 39-4936 as revised by Amendment 39-6430. Docket No. 89-NM-159-AD.\n\n\tApplicability: Model 747 series airplanes, certificated in all categories, listed in Section 3.0 of Boeing Document No. D6-35022, "Supplemental Structural Inspection Document" (SSID), Revision C, dated April 1989.\n\n\tCompliance: Required as indicated in the body of the AD, unless previously accomplished.\n\n\tTo ensure the continuing structural integrity of the total Boeing Model 747 fleet, accomplish the following on the candidate fleet:\n\n\tA. Within 3 months after the effective date of this amendment, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required Damage Tolerance Rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document D6-35022, Revision C, dated April 1989. (The required DTR value for each SSI is listed in the document.) The revision to the maintenance program shall include and beimplemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\tB. Cracked structure must be repaired before further flight, in accordance with an FAA-approved method.\n\n\tC. Aircraft may be ferried to a maintenance base for required repair, in accordance with FAR 21.197 and 21.199.\n\n\tD. 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n\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\n\tE. Operators who have acceptably incorporated Boeing Document No. D6-35022, Revision C, dated April 1989, into their approved maintenance program are exempt from the provisions of this AD.\n\n\tNOTE: Acceptable incorporation is considered to include the reporting requirements of Section 6.0 of the SSID.\n\n\tBoeing Supplemental Structure Inspection Document (SSID) D6-35022, Revision C, dated April 1989, identified and described in this directive, is incorporated by reference and made a part hereof pursuant to 5 U.S.C. 552(a) (1).\n\n\tAll persons affected by this directive who have not already received 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 Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.\n\n\tThis AD revises AD 84-21-02, Amendment 39-4936.\n\n\tThis amendment (39-6430, AD 84-21-02 R1) becomes effective on February 12, 1990.
2019-16-04: The FAA is superseding Airworthiness Directive (AD) 2019-03-04 for all Engine Alliance (EA) GP7270 and GP7277 model turbofan engines with a certain engine 1st-stage low-pressure compressor (LPC) rotor assembly, referred to after this as the ``engine fan hub assembly,'' installed. AD 2019-03-04 required a visual inspection of the engine fan hub assembly for damage, a one-time eddy current inspection (ECI) of the fan hub blade slot bottom and blade slot front edge for cracks, and removal of parts if damage or defects are found. For certain GP7270 and GP7277 model turbofan [[Page 41618]] engines, this AD continues to require a one-time ECI of the engine fan hub blade slot bottom and blade slot front edge for cracks and a visual inspection of the engine fan hub assembly for damage. For all GP7270 and GP7277 model turbofan engines, this AD also requires an independent inspection of the engine fan hub assembly prior to reassembly of the engine fan hub blade lock assembly. For certain serial-numbered GP7270 and GP7277 model turbofan engines, this AD requires replacement of the engine fan hub blade lock assembly. This AD was prompted by an uncontained failure of the engine fan hub. The FAA is issuing this AD to address the unsafe condition on these products.
2003-17-05R1: We are adopting a new airworthiness directive (AD) to revise AD 2003-17-05, which applies to Short Brothers & Harland (Shorts) Models SC-7 Series 2 and SC-7 Series 3 airplanes. AD 2003-17-05 currently establishes a technical service life for these airplanes and allows you to incorporate modifications, inspections, and replacements of certain life limited items to extend the life limits of these airplanes. Since we issued AD 2003-17-05, Shorts Service Bulletin SB 51-51 was revised to Revision 8, dated July 5, 2006, and the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, issued an AD for the European Community to correct an unsafe condition for the specified product. AD 2003-17-05 contains conflicting information on the repetitive visual inspection requirement. Consequently, this AD would retain the technical service life for these airplanes; would continue to allow modifications, inspections, and replacementsof certain life limited items to extend the life limits of these airplanes; and would clarify the repetitive visual inspection requirement between one of the service bulletins and the maintenance program if an operator chooses to extend the life limit. The actions specified by this AD are intended to clarify the inspection information to prevent failure of critical structure of the aircraft caused by fatigue.