Results
2008-24-09: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A330 operator reported a shroud box bottom panel missing during a routine inspection. The same panel detached from an A330 aircraft during take-off, causing damage to the surrounding structure and to the Trimmable Horizontal Stabilizer (THS) tip fairing. The inspection indicated the blind rivets used to attach the panel worked loose causing fatigue damage with crack propagation through the fastener line resulting in panel detachment * * *. * * * Three additional events of panel loss have been experienced on in service aircraft already inspected in accordance with the AD requirements * * *. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-24-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as follows: There have been several reported incidents of high altitude, dual engine flameout on JT15D-5 engine powered aircraft operating in certain meteorological conditions. Subsequent to the investigation of incidents, review of the engine design has revealed that the Fuel Control Hydro Mechanical Unit (HMU) P3 servo can be exposed to excessive moisture and freezing. We are issuing this AD to prevent engine flameouts of one or both engines, caused by excessive moisture and freezing in the P3 servo during certain flight conditions.
83-22-03: 83-22-03 CANADAIR: Amendment 39-4756. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 through 1008 and 1010 through 1056, certificated in all categories. Compliance required as indicated, unless already accomplished. A. To ensure the structural integrity of the bulkhead at F.S. 409.00, incorporate modifications in accordance with Canadair Service Bulletin 600-0124, dated March 23, 1982, within the next 25 hours time in service after the effective date of this AD or upon accumulation of 1175 total flying hours, whichever is later. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective November 7, 1983.
82-08-05 R1: 82-08-05 R1 WING: Amendment 39-4370 as amended by Amendment 39-4428. Applies to Model D-1 (S/Ns 003 and 005 through 009) airplanes certificated in any category. COMPLIANCE: Required prior to further flight, unless already accomplished. To prevent a potential cabin fire hazard, accomplish the following: (a) Deactivate the cabin heater by removing wire H3A18 from the main electrical bus. Stow and insulate the removed wire end. (b) Install a placard in full view of the pilot adjacent to the cabin heater control in letters 1/8-inch high which reads as follows: "DO NOT USE CABIN HEATER" (c) Upon incorporation of the modifications contained in Wing Aircraft Company Service Bulletin No. SB 1033, dated April 9, 1982, the requirements of paragraphs (a) and (b) of this AD are not necessary and the cabin heater may be returned to service by reconnecting wire H3A18 to the main electrical bus and removing the placard "DO NOT USE CABIN HEATER." (d) A special flight permit may be issued in accordance with FAR 21.197 to operate aircraft with cabin heater OFF to a base for the accomplishment of this AD. (e) Any equivalent method of compliance with this AD, if used, must be approved by the Chief, Federal Aviation Administration, Western Aircraft Certification Field Office, Northwest Mountain Region, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009; telephone (213) 536-6352. Amendment 39-4370 became effective on May 3, 1982, to all persons except those to whom it had already been made effective by a priority letter from the FAA dated April 6, 1982, and is identified as AD 82-08- 05. This Amendment 39-4428 becomes effective August 4, 1982.
2003-09-04 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet series 100 & 440) airplanes, that currently requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the pressure floor skin of the center fuselage at fuselage stations 460 and 513; repair if necessary; and submission of inspection findings to the airplane manufacturer. This amendment terminates the reporting requirement and includes a provision to allow removal of the referenced service information when the information specified in it is included in the general revisions of the maintenance manual. The actions specified in this AD are intended to detect and correct in a timely manner fatigue cracks of the pressure floor skin of the center fuselage at fuselage stations 460 and 513, which could result in failure of the pressure floor skin and consequent rapid decompression of the airplane during flight. This action is intended to address the identified unsafe condition.
2020-12-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that during airplane wing fatigue testing, fatigue cracks were found on the lower right- hand-side wing plank at the end of the integrally machined stringers, which led to a determination that new or more restrictive airworthiness limitations are necessary. This AD requires, for certain airplanes, revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2008-20-05: This amendment supersedes an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model 600N helicopters. The AD currently requires modifying the fuselage aft section within the next 24 months to strengthen the tailboom attachment fittings and upper longerons. This amendment retains the current required modification and adds the following requirements: Repetitively inspecting the tailboom attachment fittings; installing inspection holes and attachment bolt washers; modifying both access covers; and replacing broken attachment bolts. These additional requirements were inadvertently omitted from the current AD. This amendment is prompted by the need to correct our mistake and continue the repetitive inspections of the tailboom attachment fittings until the fuselage aft section is modified. This series of ADs is prompted by an accident due to failure of the tailboom attach points resulting in loss of control of the helicopter. The actions specified by this AD areintended to prevent failure of the tailboom attachment fittings, separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
65-04-03: 65-04-03 CANADAIR: Amdt. 39-29 Part 39 Federal Register February 4, 1965. Applies to Model CL-44D4 aircraft. Compliance required as indicated. To prevent further failures of the elevator antiflutter gear box strut that could result in punctured elevator ribs or limited elevator travel, accomplish the following: (a) For aircraft having shafts P/N's 44A167729-4 and 44A167729-6 in the elevator antiflutter gear box strut assemblies with less than 5,400 hours' time in service on the effective date of this AD, comply with (c) prior to the accumulation of 5,450 hours' time in service, unless already accomplished within the last 250 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service from the last inspection. (b) For aircraft having shafts P/N's 44A167729-4 and 44A167729-6 in the elevator antiflutter gear box strut assemblies with 5,400 or more hours' time in service on the effective date of this AD, comply with (c) within the next50 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service from the last inspection. (c) Remove the elevator control spring loaded strut assemblies, P/N's 44A167734-2 and 44A167734-6 and disassemble the shaft assemblies and inspect the shafts, P/N's 44A167729- 4 and 44A167729-6 for cracks using dye penetrant in conjunction with at least a 10-power glass or an FAA-approved equivalent. NOTE - When inspecting the shafts, particular attention should be directed at the location of the washer, P/N 44A28833. (d) Replace cracked parts with a new part of the same part number or an FAA- approved equivalent before further flight, except that the aircraft may be flown in accordance with the provisions of FAR 21.197 to the base where the repairs are to be accomplished. (e) Replacement shafts shall be inspected for cracks in accordance with(c) within 5,400 hours' time in service, and at intervals thereafter not to exceed 300 hours' time in service, from the last inspection. (f) Upon request of the operator, an FAA maintenance 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. This directive effective February 4, 1965.
2020-16-09: The FAA is superseding Airworthiness Directive (AD) 2009-25-09 for Eurocopter France (now Airbus Helicopters) Model SA330F, G, and J helicopters. AD 2009-25-09 required re-adjusting the torque of the main gearbox (MGB) flexible coupling bolts. Since the FAA issued AD 2009-25- 09, Airbus Helicopters has modified the MGB overhaul and repair procedures, which corrects the unsafe condition. Additionally, the FAA- validation for Model SA330F and G helicopters has been cancelled. This new AD retains the requirements of AD 2009-25-09 and revises the applicability by excluding Model SA330F and G helicopters and excludes MGBs that have been subject to the modified procedures. The actions of this AD are intended to address an unsafe condition on these products.
2003-19-09: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that requires repetitive inspections and tests for discrepancies of the drainage system of the canted pressure deck located in the wheel wells of the main landing gear (MLG) of the left and right wings, and corrective actions if necessary. This action is necessary to prevent ice accumulation on the lateral flight control cables and/or components due to water entering the wheel well of the MLG and freezing, which could restrict or jam control cable movement, resulting in loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
85-14-01: 85-14-01 DASSAULT - BREGUET: Amendment 39-5090. Applies to Mystere-Falcon 50 airplanes, serial numbers as follows: 014, 026, 035, 038, 039, 041, 045, 051, 053, 059, 069, 079, 081, 086, 087, 099, 105, 108, 124, 125; certificated in all categories. Compliance required within 90 days from the effective date of this AD, unless previously accomplished. To prevent a lanyard hang-up when the lanyard is pulled to initiate the flow of oxygen into the oxygen mask, accomplish the following: A. Each passenger emergency oxygen mask presentation box not located on the fuselage vertical center line must be inspected for orientation. Accomplish by manually opening the presentation box cover lids and inspecting to ensure that the presentation boxes are installed with the oxygen inlet fitting in the side of the oxygen box in the inboard position (pointed toward the fuselage center line). Any box not installed with this orientation must be removed and reinstalled in such a way that it isrotated 180 degrees so that the inlet fitting is in the inboard position. NOTE: AiResearch Aviation Service Bulletin No. 9.1 pertains to this subject. B. Alternate inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to ferry airplanes to a maintenance base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to AiResearch Aviation, 4150 Donald Douglas Drive, Long Beach, California 90808. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective August 15, 1985.
94-10-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 707/720 series airplanes, that requires certain structural inspections of older airplanes. This amendment is prompted by reports of incidents involving fatigue cracking and corrosion in transport category airplanes that are approaching or have exceeded their economic design service goal. The actions specified by this AD are intended to prevent degradation of the structural capabilities of the affected airplanes. This amendment relates to the recommendations of the Airworthiness Assurance Task Force assigned to review Model 707/720 series airplanes, which indicate that, to assure long term continued operational safety, various structural inspections should be accomplished.
2020-12-14: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a report that the anti-fretting coating on the piston rods of certain ram air turbine (RAT) deployment actuators may have been incorrectly applied. This AD requires a review of airplane maintenance records or an inspection of the RAT deployment actuator to determine the serial number and, depending on the findings, replacement with an upgraded RAT deployment actuator. The FAA is issuing this AD to address the unsafe condition on these products.
82-08-03: 82-08-03 AIRBUS INDUSTRIE: Amendment 39-4357. Applies to Model A300 series airplanes, certificated in all categories. Compliance is required before accumulating 10,000 hours time in service or 750 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished. To prevent progressive failures of the attachment fasteners between the inboard horizontal stabilizer leading edge and the spar box, accomplish the following: (a) Remove and replace the right and left side, upper and lower screws, anchor nuts and reinforcement plates from the inboard set out to and including the set at rib 4 of the inboard horizontal stabilizer leading edge in accordance with paragraph 2.B, "Modification," of Airbus Industrie Service Bulletin No. A300-55-006, Revision No. 4, dated March 21, 1980, or an FAA- approved equivalent. (b) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approvedby the Chief, Aircraft Certification Staff, ANE-190, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This Amendment 39-4357 becomes effective May 1, 1982.
2003-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F (KC-10A and KDC-10), -40, and -40F airplanes; and certain Model MD-10-10F and -30F airplanes, that requires inspections for cracking and corrosion of the bolt assemblies and bushings on the hinge fittings of the inboard and outboard flaps of the left and right wings, and follow-on and corrective actions. This action is necessary to prevent failure of the bolt and bushing that attach the hinge fitting to the flap, which could result in loss of the flap and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2008-23-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During inspection of undercarriage main beam sidestays, bolts attaching the undercarriage main beam sidestay to frame 29 were found with the heads of the bolts sheared off. Loose bolt assemblies were also found. If sheared or loose bolts are not detected and replaced, a possible consequence is the collapse of the main landing gear. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-12-16: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-214, -216, -231, -232, -233, -251N, and - 271N airplanes. This AD was prompted by a report that following the installation of a second cargo fire extinguishing bottle, insufficient clearance between the cargo compartment fire extinguishing pipes was found. This AD requires inspection and modification of the cargo compartment fire extinguishing pipes, and on-condition actions if necessary, 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.
64-08-04: 64-08-04 UNIVERSAL: Amdt. 712 Part 507 Federal Register April 8, 1964. Applies to All Models Temco D-16 and D-16A Aircraft. Compliance required within 50 hours' time in service after the effective date of this AD. As a result of instances of cracking of nose gear support braces (Navion P/N 145-34161) and channel drag brace supports (Navion P/N 145-34204) installed on D-16 and D-16A aircraft accomplish the following: (a) On D-16 aircraft, visually inspect Navion P/N 145-34161 for cracks. If cracks are found, replace cracked part with a new part of the same number. In all cases, add Temco P/N 5531A cap nose gear drag brace or FAA approved equivalent, and replace Navion P/N 145-34204 with Universal P/N TN 5980A or FAA approved equivalent. Perform this rework in accordance with Temco Drawing TN 5505 or FAA approved equivalent. (b) On D-16A aircraft, replace Navion P/N 145-34204 with Universal P/N TN 5980A or FAA approved equivalent. (Universal Aircraft Service Bulletin No. 14 covers the same subject.) This directive effective May 11, 1964.
2020-15-14: The FAA is superseding Airworthiness Directive (AD) 2015-13- 06, which applied to certain The Boeing Company Model 747-400 and 747- 400F series airplanes. AD 2015-13-06 required repetitive inspections of the longeron extension fittings for cracking; \n\n((Page 45763)) \n\nrepetitive high frequency eddy current (HFEC) inspections of any modified, repaired, or replaced longeron extension fitting for cracking; and applicable on-condition actions. This AD retains the requirements of AD 2015-13-06. This AD also requires, for certain additional airplanes, repetitive inspections of the longeron extension fittings for cracking and repair if necessary. This AD was prompted by the FAA's determination that additional airplanes are affected by the identified unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
2003-19-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 440) airplanes, that requires, for certain airplanes, a one-time inspection to detect chafing or other damage of the integrated drive generator (IDG) cables and the firewall separators of the pylon, and corrective action if necessary. For other airplanes, this AD requires identification of the part number of the clamps, and replacement with new clamps if necessary. The actions specified by this AD are intended to prevent electrical arcing between the IDG cables and the firewall separators due to chafing, which could result in an in-flight fire and/or loss of electrical power. This action is intended to address the identified unsafe condition.
94-10-07: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-301 airplanes, that requires modification of the sidewall panels in the passenger cabin. This amendment is prompted by a report that inadequate venting between the cabin and the compartments beneath the floor could occur during rapid fuselage decompression. The actions specified by this AD are intended to prevent collapse of the floor and subsequent injury to passengers.
64-02-07: 64-02-07 VICKERS: Amdt. 671 Part 507 Federal Register January 10, 1964. Applies to All Viscount Models 745D and 810 Series Aircraft. Compliance required as indicated. Fatigue cracks in the vertical flanges of the rib spar angles at Station 257.75 have been revealed during routine wing overhauls. Associated stiffeners on the opposite face of the rib were also found to have cracked. All areas affected are defined in Preliminary Technical Leaflet No. 241 Issue 3 and Preliminary Technical Leaflet No. 105 Issue 3. To preclude further failures accomplish the following: (a) Within 250 hours' time in service on aircraft which have accumulated 6,500 hours' time in service on the effective date of this AD, or before the accumulation of 6,750 hours' time in service on aircraft which have not accumulated 6,500 hours' time in service on the effective date of this AD, unless already accomplished, conduct initial inspection for cracks in accordance with "The Action" paragraphsof the applicable PTL referenced herein. (b) Subsequent to the inspection per (a) accomplish the following in accordance with the applicable PTL: (1) Where the inspection per (a) shows no cracks to be present in the stiffeners or rib spar angles accomplish repetitive inspections at intervals not exceeding 6,500 hours' time in service. (2) Where the inspection per (a) reveals cracks in the stiffeners which do not exceed the acceptable limits as specified in Figure 1, Detail A Note 1 of the referenced PTL accomplish one of the following before further flight: (i) Replace with stiffeners of the original design, or repair the stiffeners in accordance with Figure 2 of the referenced PTL. Thereafter accomplish repetitive inspection of the rib spar angles and stiffeners at intervals not exceeding 6,500 hours' time in service. (ii) Replace stiffeners with modified stiffeners locally manufactured from 18 gauge S521 material or FAA approved equivalent. Thereafter accomplish repetitive inspections of the rib spar angles and stiffeners at intervals not exceeding 6,500 hours time in service. (iii) Repair all stiffeners (whether cracked or not) per (i) or replace all stiffeners (whether cracked or not) per (ii). Thereafter accomplish repetitive inspection of the rib spar angles and stiffeners at intervals not exceeding 12,000 hours' time in service. NOTE: Vickers Armstrongs Modification D.3067 (for 745D) and FG.1917 (for 810) reinforce the six vertical stiffeners and are similar to the reinforcing schemes outlined in the referenced PTL's. (3) Where the inspection per (a) reveals cracks in the stiffeners in excess of the acceptable limits as specified in Figure 1, Detail A of the referenced PTL the stiffeners must be replaced per (b)(2)(i) or (ii) before further flight. Thereafter accomplish repetitive inspections of the rib spar angles and stiffeners at intervals specified in (b)(2)(i) or (ii), as applicable. (4) Where the inspection per (a) reveals cracks in rib spar angles replace the rib spar angles before further flight. Thereafter accomplish repetitive inspection at intervals not exceeding 6,500 hours' time in service if all stiffeners have not been reinforced per (b)(2)(iii), or at intervals of 12,000 hours' time in service if all stiffeners have been reinforced per (b)(2)(iii). NOTE: Modifications D.3070 (for 745D) and FG.1925 (for 810) change the material of the spar angles. These modifications are summarized in the PTL referenced herein. (c) Where the inspection per (a) reveals no cracks in the stiffeners or rib spar angles and operators choose to incorporate the reinforcement scheme per (b)(2)(iii) on all stiffeners the following may be substituted for the time set forth in (b)(1): (1) Inspect rib spar angles and stiffeners within 12,000 hours' time in service after incorporation of the reinforcement scheme. Accomplish subsequent repetitive inspections at intervals not exceeding 12,000 hours' time in service. (Vickers-Armstrongs PTL 241 Issue 3, Mods. D.3067 and D.3070 for 700 Series aircraft and PTL 105 Issue 3, Mods. FG.1917 and FG.1925 for 800/810 Series aircraft cover this subject.) This directive effective February 10, 1964.
80-18-07: 80-18-07 HUGHES HELICOPTERS: Amendment 39-3965. Applies to Model 269A, and TH-55A, 269A-1, 269B and Model 269C Helicopters with main transmission P/N 269A5175-7 or 269A5175-9, Serial Numbers: 5743 through 5804 5903 through 5908 5806 through 5811 5911 5813 through 5827 5914 5829 through 5855 5915 5857 through 5863 5918 5867 5919 5868 5922 5870 through 5882 5930 5884 5935 5886 through 5890 5938 5893 5966 5894 5972 5895 through 5901 5986 Compliance is required within 50 hours' time in service from the effective date of this AD, unless already accomplished. To prevent loss of power into main transmission, due to fracture of main transmission pinion shaft, accomplish the following: (a) Remove main transmission assembly, per Basic Hughes Maintenance Instruction (HMI). Disassemble main transmission assembly, and pinion and bearing retainer assemblies, per HMI Appendix C. (b) Clean pinion assembly. Using 10X glass, visually inspect pinion for scratches, tooling marks, corrosion or other surface defects. Pay particular attention to area of fillet radii and threaded area forward of bearing journal. If scratches, tooling marks, corrosion or other surface defect is noted, perform the following: 1. Position pinion on lathe or equivalent rotating fixture. 2. Polish out defect(s) on pinion as it is rotated on lathe or fixture. Use fine emery cloth wrapped around tongue depressor or equivalent for polishing. Extra fine arkansas or carborundum stone may be used, provided diameter of stone matches radius. Emery cloth and hand stone are the only polishing methods approved. (c) Clean pinion assembly and perform magnetic particle inspection of entire pinion in accordance with MIL-I-6868. Pay particular attention to forward end of bearing journal and fillet radii, pinion gear teeth, and threaded area just forward of H-frame bearing journal. If no defects are found, treat polished area with wet zinc chromate, as applicable. (d) If magnetic particle inspection indication is noted in area polished per step (B) 2 above, repolish and repeat magnetic particle inspection of the area. If indication cannot be removed by repolishing, or the minimum diameter at the bottom of the fillet radius after polishing is less than 1.472 inches, mark and tag the pinion as unserviceable. (e) If evidence of cracking is noted, mark and tag pinion as unserviceable. (f) If inspection pinion is found serviceable and reinstalled in helicopter transmission, treat polished area with zinc chromate primer, as applicable. Paint white dot on gear box ID plate next to Serial Number to denote compliance with this Notice. (g) As applicable, reassemble pinion and bearing retainer assemblies, and main transmission assembly, per HMI Appendix C. (h) As applicable, reinstall main transmission assembly, per Basic HMI. (i) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspection required by this AD. (j) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective November 11, 1980 to all persons, except those to whom it was made immediately effective by letter dated August 26, 1980.
2020-15-19: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as ineffective firewall sealing for firewall wiring penetrations. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
94-09-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Teledyne Continental Motors (TCM) IO-346, IO-520, and IO-550 series piston engines, that requires initial and repetitive inspections of the engine mount brackets for cracks, and if found cracked, replacement with improved design engine mount brackets. All engine mount brackets require replacement with improved design engine mount brackets at the next engine removal after the effective date of this AD. This amendment is prompted by reports of cracks in engine mount brackets on engines that have completed at least one overhaul cycle. The actions specified by this AD are intended to prevent engine separation from the aircraft due to cracks in the engine mount brackets.