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61-14-04: 61-14-04 CONVAIR: Amdt. 302 Part 507 Federal Register July 7, 1961. Applies to All Model 22 (880) Series Aircraft. Compliance required as indicated. One instance has been reported where the rivets attaching the forward rod end P/N 22- 04442-1, to the rudder flight tab rod P/N 22-46257, were not installed. This resulted in the rod end P/N 22-04442-1, becoming separated from the tab rod P/N 22-46257, with ensuing loss of the rudder flight tab control. The effects of this malfunction on operational safety is such as to require accomplishment of the following: (a) Prior to further flight unless already accomplished in accordance with Convair Alert Service Bulletin 27-40 dated June 14, 1961, inspect rod P/N 22-46257 and rod end P/N 22- 04442-1 to insure that they are attached by two AN 435 MC rivets per Convair Drawing 22- 46257. (b) If the rivets in paragraph (a) are not installed, rod end P/N 22-04442-1 shall be attached to rod end P/N 22-46257 per Convair Alert Service Bulletin 27-40 dated June 14, 1961, or FAA approved equivalent, prior to further flight. (c) Rod end assemblies attached with NAS 464-3 bolts must be replaced within 250 hours' time in service on bolt by parts complying with Convair Drawing 22-46257. (Convair Alert Service Bulletin 27-40 covers this same subject.) This directive becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated June 16, 1961.
2017-19-24: We are superseding Airworthiness Directive (AD) 2014-26-10, which applied to all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2014-26-10 required revising the maintenance or inspection program to incorporate maintenance requirements and airworthiness limitations. This new AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised airworthiness limitation requirements. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
82-16-10: 82-16-10 PRATT & WHITNEY AIRCRAFT: Amendment 39-4417. Applies to all JT9D-20 engines installed in wing positions on DC-10-40 aircraft. Compliance required on installed engines prior to March 31 1984, unless already accomplished. To preclude "B" flange separation under adverse conditions, rework fan exit case assembly, incorporate riveted segmented strengthening plates along with improved "B" flange attachment hardware, and reidentify components in accordance with Pratt & Whitney JT9D-20 Service Bulletin No. 5335, dated September 3, 1981, or later revision approved by the Chief, Engine Certification Branch, FAA, New England Region. NOTE: Rework, replacement, and addition of various airframe brackets are necessary to ensure compatibility with the flange modifications specified in Pratt & Whitney Aircraft Service Bulletin No. 5335. All persons affected by this directive who have not already received the referenced service bulletin from the manufacturer may obtaincopies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD which includes the material in full is maintained by the FAA at the New England Region Office. This amendment becomes effective on August 16, 1982.
2017-19-13: We are superseding Airworthiness Directive (AD) 2001-16-01, which applied to certain Airbus Model A330-301, -321, -322, -341, and - 342 airplanes, and certain Model A340 series airplanes; and AD 2014-17- 06, which applied to all Airbus Model A330-200 series airplanes, Model A330-200 Freighter series airplanes, and Model A330-300 series airplanes. AD 2001-16-01 required inspections for cracking of the aft cargo compartment door, and corrective action if necessary. AD 2014-17- 06 required revising the maintenance or inspection program, as applicable, to incorporate structural inspection requirements. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised airworthiness limitation requirements; and removing airplanes from the applicability. This AD was prompted by a determination that more restrictive maintenance instructions and airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition onthese products.
81-23-02: 81-23-02 TELEDYNE CONTINENTAL MOTORS: Letter issued October 30, 1981. Applies to Teledyne Continental Motors Models TSIO-360-EB, S/N 311703 and 311704; LTSIO-360-EB, S/N 312685; TSIO-360- KB, S/N 315204, 315209 through 315259, 315262 through 315274, 315277, 315283, 315284, and 315323; LTSIO-360-KB, S/N 314195, 314204, 314208 through 314274, 314276, and 314277; and TSIO-360-GB, S/N 309600, 309601, 309603 through 309618, 309622 through 309627, 309629 through 309641 and 309655 aircraft engines. Compliance required prior to further flight after receipt of this letter. To prevent possible failure of the oil filter adapter gasket, accomplish the following: (a) Inspect the oil filter adapter (TCM P/N 641576) flange at the machined alternator relief cutout in accordance with the inspection procedure described in TCM Special Service Notice 10-81, dated October 19, 1981. (b) If the machined alternator relief cutout intrudes into the shoulder (no matter how little), replace the adapterTCM P/N 641576 with a serviceable part which meets the inspection criteria of TCM Special Service Notice 10-81. (c) Make appropriate maintenance record entries indicating compliance with this AD. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. Teledyne Continental Motors Special Service Notice 10-81, dated October 19, 1981, applies to this subject. This Airworthiness Directive becomes effective upon receipt.
2017-18-12: We are superseding Airworthiness Directive (AD) 2016-11-20 for certain B/E Aerospace protective breathing equipment (PBE) that is installed on airplanes. AD 2016-11-20 required replacing part number (P/N) 119003-11 PBE units. Since we issued AD 2016-11-20, we received a report that PBE units, P/N 119003-21, within a certain serial number range are made with candle tube material determined to have a low yield strength and may be volatile upon use or disposal. This AD retains the actions required in AD 2016-11-20 and requires inspecting and replacing P/N 119003-11 and 119003-21 PBE units. We are issuing this AD to address the unsafe condition on these products.
80-20-03: 80-20-03 FOKKER-VFW B.V.: Amendment 39-3923. Applies to Model F-27 series airplanes, serial numbers 10105 through 10248, which have incorporated Fokker Service Bulletin F27/61- 9(G6), serial numbers 10249 through 10518, except for airplanes which have Fokker Service Bulletin F27/61-10(G7) incorporated, and serial numbers 10519 through 10553, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent propeller auto-feathering caused by inadvertent potential being introduced into the propeller auto-feathering circuit, accomplish the following: (a) Within the next 500 hours time in service after the effective date of this AD, for airplane serial numbers 10105 through 10248 if Fokker Service Bulletin F27/61-9(G6) has been incorporated, and for airplane serial numbers 10249 through 10518 if Fokker Service Bulletin F27/61-10(G7) has not been incorporated, rework the cockpit floor and wiring in the receptacles, replace, route, and connect new wiring, and finish shielding in accordance with paragraph 2, "Accomplishment Instructions," General and Part I of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979, or an FAA-approved equivalent. (b) Within the next 500 hours time in service after the effective date of this AD for airplane serial numbers 10249 through 10518 except for airplanes which have Fokker Service Bulletin F27/61-10(G7) incorporated, install new shielded wires between the engine firewall and the partial pressure bulkhead in accordance with Fokker Service Bulletin F27/61-35 dated March 23, 1979, or an FAA-approved equivalent. (c) Within the next 500 hours time in service after the effective date of this AD, for airplane serial numbers 10519 through 10553, rework the cockpit floor and wiring in the receptacles, replace, route, and connect new wiring, and finish shielding in accordance with paragraph 2, "Accomplishment Instructions," General and Part II of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979, or an FAA-approved equivalent. (d) If an equivalent means of compliance is used in complying with paragraphs (a), (b), or (c) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: There is a typographical error on page 4 of Fokker Service Bulletin F27/61-29, revision 2, dated March 1, 1979. Aircraft serial numbers 10150 to 10248 inclusive listed in the first column of the replacement wire table should be changed to read 10105 to 10248 inclusive. This amendment becomes effective October 22, 1980.
64-16-04: 64-16-04 LOCKHEED: Amdt. 768 Part 507 Federal Register July 21, 1964. Applies to Models 188A and 188C Series Aircraft. Compliance required within 425 hours' time in service after the effective date of this AD, unless accomplished within the last 3,575 hours' time in service, and thereafter at intervals not to exceed 4,000 hours' time in service from the last inspection. As a result of excessive wear and cracks in the aileron control system push-pull tubes, accomplish the following: (a) Visually inspect the wear pattern on the eight aileron push-pull tubes located aft of the wing rear spar, P/N's 810863-1, 810865-1, and 807742-1, and measure the maximum wear from the outside surface of the tube to the depth of the wear mark. When the visual inspection reveals indications of a crack or a lengthwise groove in the push-pull tube, inspect for cracks by using a magnetic particle inspection method or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) Manually spin and visually inspect all of the aileron push-pull tube support rollers for freedom of rotation and for flat spots. (c) Following the inspections of (a) and (b) accomplish the following before further flight, except that the aircraft may be ferried in accordance with the provisions of CAR 1.76 to the base at which the repairs or replacements are to be accomplished: (1) Replace cracked aileron push-pull tubes with new parts of the same part number or an FAA approved equivalent. Replace aileron push-pull tubes P/N 810865-1 with more than 0.006 inch of wear, P/N 810863-1 with more than 0.008 inch of wear, and P/N 807742-1 with more than 0.012 inch of wear with new parts of the same part number or an FAA approved equivalent. (2) Replace aileron push-pull tube support rollers which do not rotate freely or which have a flat spot with new rollers of the same part number or an FAA approved equivalent. (3) When push-pull tubes orpush-pull tube support rollers are replaced in accordance with (c)(1) or (c)(2), adjust the clearance between the aileron push-pull tubes and their support rollers in accordance with Section 2.B.(4) of Lockheed Alert Service Bulletin 88/SB-607. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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. (Lockheed telegram to operators FS/265688-W dated September 24, 1963, and Lockheed Service Bulletin 88/SB-607 pertain to this same subject.) This directive effective August 21, 1964. Revised March 2, 1965.
63-19-02: 63-19-02 GENERAL DYNAMICS: Amdt. 619 Part 507 Federal Register September 19, 1963. Applies to All Models 30 and 30A Aircraft. Compliance required as indicated. (a) Within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 950 hours' time in service, conduct a close visual inspection of the horizontal stabilizer trim control cables in order to detect frayed cable. Pay particular attention to the section of the cable in the vicinity of the aft pressure bulkhead. Replace all frayed or otherwise damaged horizontal stabilizer trim control cables with new cables before further flight. (b) At periods not to exceed 1,000 hours' time in service after the inspection in (a), inspect the horizontal stabilizer nose down trim control cable on the aft side of the pressure bulkhead. This inspection shall include pulling the left-hand cable aft and flexing it several times in the area that normally contacts the pulley guiding the nose down cable. Replace cables having broken or damaged wires before further flight. (c) The repetitive inspection in (b) may be discontinued when the horizontal stabilizer trim cable system has been reworked in accordance with an FAA Western Region approved modification. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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 September 19, 1963.
2017-18-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP airplanes. This AD was prompted by a report of damage found at the lower trailing edge panels of the left wing and a broken fuse pin of the landing gear beam end fitting. This AD requires repetitive replacement or inspection of certain fuse pins, and applicable on- condition actions. We are issuing this AD to address the unsafe condition on these products.
2005-24-07: The FAA adopts a new airworthiness directive (AD) for certain Pacific Aerospace Corporation Ltd Model 750XL airplanes. This AD requires you to inspect the condition of the left and right outer panel attachment lugs for damage (scoring and gouging) and/or cracks (using a fluorescent penetrant inspection procedure for the crack inspection); to inspect the spacing of left and right outer panel attachment lugs; to replace the lugs if damage is found; and to make necessary corrections to the spacing. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for New Zealand. We are issuing this AD to prevent structural failure of the outer panel and spar due to a cracked, bent, or distorted condition of the left and right outer panel attachment lugs; and incorrect spacing of the left and right outer panel attachment lugs. This failure could lead to loss of control of the airplane.
2017-17-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters (Airbus) Model AS332L2 \n\n((Page 39507)) \n\nand EC225LP helicopters. This AD requires inspections of the main rotor (M/R) blade attachment pins (attachment pins). This AD was prompted by a report of three cracked attachment pins. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2005-24-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires inspecting/measuring the length of the attachment fasteners between the nacelle support fittings and the lower wing skin panels, and related investigative/corrective actions if necessary. This AD results from a report from the manufacturer that in production, during the installation of certain attachment fasteners for the nacelle support fittings, only one washer was installed instead of two. We are issuing this AD to prevent inadequate fastener clamp-up, which could result in cracking of the fastener holes, cracking along the lower wing skin panels, fuel leaking from the wing fuel tanks onto the engines, and possible fire.
81-04-01: 81-04-01 HILLER AIRCRAFT: Amendment 39-4034. Applies to Models UH-12D, UH-12E, OH-23G, UH-12L, and all models converted to turbine power in accordance with Supplementary Type Certificate STC 177WE or STC 178WE, certified in all categories. Compliance required within ten (10) calendar days from the effective date of this AD, unless already accomplished. To prevent rudder balance cables from fraying and breaking, accomplish the following: (a) Perform a one time visual inspection of the rudder balance cable assembly, P/N HS 1053-2, in accordance with Hiller Service Bulletin No. 32-2 Part II, Accomplishment Instructions, Subparts A and B, dated December 31, 1980. (b) Remove from service the rudder cable assemblies, P/N HS 1053-2, which do not conform to type design. Type design is 7 x 19 cable. The Hiller Service Bulletin No. 32-2 depicts the acceptable cable. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes or helicopters to a base for the accomplishment of inspections or modifications required by this AD. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. This amendment becomes effective February 9, 1981.
2017-15-17: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600R series airplanes, Model A300 C4-605R Variant F airplanes, and Model A300 F4-600R series airplanes. This AD was prompted by the results of a full stress analysis of the lower area of a certain frame that revealed that a crack could occur in this area after a certain number of flight cycles. This AD requires an inspection of the lower area of a certain frame radius for cracking, and corrective action if necessary. We are issuing this AD to address the unsafe condition on these products.
80-19-13: 80-19-13 MCDONNELL DOUGLAS: Amendment 39-3917. Applies to DC 8-61/-63/-61CF/-62CF/-63CF airplanes in passenger configuration with Jetescape doors. \n\n\tTo prevent the Type I Emergency Exit door handle from being obstructed in its travel to open the exit door accomplish the following, unless already accomplished: \n\n\t(a)\tWithin the next 15 days from the effective date of this AD; \n\n\t\t(1)\tOn DC 8-61CF/-62CF and -63CF aircraft, inspect each Type I Emergency Exit door handle for interference with the hinge support. If interference exists modify trim per McDonnell Douglas Alert Service Bulletin A-25-230 dated August 14, 1980, hereinafter referred to as MDC Alert Service Bulletin A-25-230. \n\n\t\t(2)\tOn DC 8-61/-63/-61CF/-62CF/-63CF airplanes, inspect each Type I Emergency Exit door handle for interference with trim. Modify trim to clear obstructions in accordance with MDC Alert Service Bulletin A-25-230. \n\n\t(b)\tAircraft currently in cargo configuration must be inspected and, if interference exists, modify trim per MDC Alert Service Bulletin A-25-230 prior to return to passenger service. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(d)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 25, 1980.
62-09-01: 62-09-01 BOEING: Amdt. 426 Part 507 Federal Register April 19, 1962. Applies to All Models 707 and 720 Aircraft Serial Numbers 17586-17652, 17658-17690, 17692-17724, 17903- 17930, 18012-18037, 18041-18050, 18054-18071, 18083-18085, 18154, 18167, 18334, 18351- 18353, 18381-18384, With More Than Or Upon Accumulation of 1,500 Hours' Time In Service. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of control cable pressure seals which can cause jamming or dislodging of the cable, accomplish the following: \n\n\t(a) Unless already accomplished within the last 300 hours' time in service, within the next 65 hours' time in service and at periods thereafter not to exceed 360 hours' time in service from the last inspection, conduct a close visual inspection of all control cable pressure seals except those for engine control cables, landing gear and landing gear door cables. \n\n\t(b) Unless already accomplished within the last 360 hours' time in service, within the next 360 hours' time in service and at periods thereafter not to exceed 720 hours' time in service from the last inspection, conduct a close visual inspection of the nose wheel steering cable pressure seals. \n\n\t(c) All seals which have failed or which show evidence of cracking, abnormal swelling or sponginess, or other signs of deterioration which could lead to seal failure shall be replaced with new seals prior to further flight. \n\n\t(d) Replacement seals of the same part number shall be inspected in accordance with (a) or (b) prior to the accumulation of 1,500 hours' time in service and at intervals not to exceed 360 hours' time in service thereafter for flight control cable pressure seals and 720 hours' time in service thereafter for the nose wheel steering cable pressure seals. \n\n\t(e) The special periodic inspection of any S11K-3R, S11K-4R, or S11R-4R seal may be discontinued upon replacement with a new type seal P/N S11K-3RA, S11K-4RA, or S11R-4RA respectively, together with a seal retention assembly installed in accordance with Boeing Service Bulletin No. 1358 for flight control systems, Boeing Service Bulletin No. 1737 for nose wheel steering systems, or FAA approved equivalent. \n\n\t(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western 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. \n\n\t(Boeing Service Bulletins Nos. 1358 and 1737 pertain to this same subject). \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegrams dated April 3, 1962, and April 6, 1962. \n\n\tRevised May 23, 1962. \n\n\tRevised March 19, 1963.
62-08-06: 62-08-06 CANADAIR: Amdt. 419 Part 507 Federal Register April 11, 1962. Applies to all Model CL-44D4 aircraft. Compliance required within next 50 hours' time in service after the effective date of this AD. As an interim measure, pending development of corrective engine modifications, either replace the engine breather duct overheat detectors, with new detectors P/N 28-50603-8 set to 165 degrees C plus or minus 15 degrees C or recalibrate the detectors per Canadair or Fenwal instructions, to operate at 165 degrees C. plus or minus 15 degrees C. Reidentify the recalibrated detectors as P/N 28-50603-8. (Canadair Service Information Circular 165, Amendment A, dated March 16, 1962, covers this subject.) This directive effective April 11, 1962.
2017-13-05: We are superseding Airworthiness Directive (AD) 2013-13-16 for all Airbus Model A330-200, A330-200 Freighter, A330-300 series airplanes; and all Airbus Model A340-200, -300, -500, and -600 series airplanes. AD 2013-13-16 required repetitive inspections for discrepancies of the ball-screw assembly of the trimmable horizontal stabilizer actuator (THSA), repetitive greasing of the THSA ball-nut, and replacement of the THSA if necessary; and modification or replacement (as applicable) of the ball-nut assembly, which ends certain repetitive inspections. This new AD requires an inspection, corrective actions if necessary, lubrication of the ball-nut, modification of the THSA, and removal of certain airplanes from the applicability. This AD was prompted by a determination that a modification that automatically detects failure of the ball-screw assembly is necessary. We are issuing this AD to address the unsafe condition on these products.
81-14-51 R1: 81-14-51 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4190 as amended by amendment 39-5801. Applies to Model SA 360C, SA 365C, and SA 365N helicopters certificated in any category (Airworthiness Docket No. 81-ASW-32); Compliance required as indicated. To detect possible cracks in the tail rotor internal and external rotating fairing and in the tail rotor hub, accomplish the following: a. Within 5 hours time in service after receipt of this AD for Model SA 360C and SA 365C helicopters which have 45 hours or more total time in service on the effective date of this AD, inspect in accordance with paragraphs (c) and (d) unless already accomplished, and thereafter at intervals not to exceed 50 hours from the last inspection. b. Before reaching 50 hours total time in service for those Model SA 360C and SA 365C helicopters which have less than 45 hours total time in service on the effective date of this AD, inspect in accordance with paragraphs (c) and (d), unless already accomplished, and thereafter at intervals not to exceed 50 hours from the last inspection. c. Inspect visually for cracks in the tail rotor internal and external rotating fairings in the area of each blade clearance hole. d. Inspect visually for cracks in the flange of the rotor hub body at the attaching points of the external fairing after removing the external fairing access door. e. Following initial compliance with this AD, visually check the tail rotor internal and external rotating fairing for cracks before the first flight of each day. The pilot may conduct the check required by this paragraph. NOTE: For the requirements regarding the listing of compliance with the AD in the aircraft's permanent maintenance record, see FAR 91.173(a)(2)(V). f. If a crack is found in the tail rotor fairing or in the rotor hub body, remove the affected part before further flight. Install a serviceable part and continue the inspections and checks. g. Equivalent means of compliance must be approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. h. Within 50 hours time in service after the effective date of this amendment and thereafter at intervals not to exceed 150 hours time in service, inspect for cracks at the mating surfaces of the rotor hub and the external or outer fairing, after removing the fairing from the hub. Use a dye penetrant or equivalent inspection method. i. This AD does not apply to Model SA 365N helicopters that comply with Section 2, Accomplishment Instructions, Service Bulletin 64.04, approved November 28, 1985, and to Model SA 360C and SA 365C helicopters that comply with Section 2, Accomplishment Instructions, Service Bulletin 65.17, dated December 17, 1985, which concerns the tail rotor head with dual hub body. NOTE: Model SA 365N, S/N 6215 and onward, may have the tail rotor head with dual hub body installed at the factory. Amendment 39-4190 became effective August 27, 1981 to all persons except those persons to whom it was made immediately effective by telegraphic AD T81-14-51 issued June 30, 1981. This amendment 39-5801 amends Amendment 39-4190 (46 FR 42254), AD 81-14-51. This amendment 39-5801 becomes effective January 15, 1988.
80-21-06: 80-21-06 BELLANCA (CHAMPION): Amendment 39-3939. Applies to Bellanca (Champion) Models 7GC, 7GCB, 7HC, 7KC, 7GCA, 7GCBA, 7ECA (Serial Numbers prior to 985-74), 7GCAA (Serial Numbers prior to 280-74), 7GCBC (Serial Numbers prior to 604-74), 7KCAB (Serial Numbers prior to 405-74), and 8KCAB (Serial Numbers prior to 120-74). Compliance is required within the next 25 hours time in service, or 60 days after the effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 100 hours time in service, or 12 months from the last inspection, whichever occurs first. To prevent a degradation of the induction system icing protection or partial engine power loss, accomplish the following: (1) Visually inspect the baffle installation within the muffler core and body assemblies, Bellanca (Champion) P/Ns 3-1079 or 3-1493, for cracking or deterioration, with the mufflers removed from the aircraft. Replace any muffler where baffle cracking or deteriorationis evident, with an airworthy muffler core and body assembly of the same or other FAA approved part number. (2) If an airplane is at an unsuitable base when compliance with this AD is required, the airplane may be issued a special flight permit in accordance with FAR 21.197 and 21.199 for the purpose of flying to a base where the required inspection may be performed. (3) Equivalent methods of complying with this AD, including the installation of different exhaust systems, must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region. This amendment becomes effective October 16, 1980.
2017-14-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11 and MD-11F airplanes. This AD was prompted by report of fuel odor in the cabin. Fuel was found leaking from a cracked fuel line shroud in the left cargo compartment equipment tunnel. This AD requires a check for the presence of fuel at the fuel shroud drain; a high frequency eddy current (HFEC) inspection for cracked fuel line shrouds; a pressure test of the drain system of the tail tank fuel shroud and a pressure test of the drain system of the aft fuselage fuel shroud to determine cracking; and corrective actions, if necessary. We are issuing this AD to address the unsafe condition on these products.
83-08-07: 83-08-07 SIAI-MARCHETTI: Amendment 39-4643. Applies to Models S205-18 and S205-20 (serial numbers 1 through 5), S208 and S208A (serial numbers 1 through 4-64), and F260 and F260B (serial numbers 101 through 125, 2-26 through 2-75, 3-76, 3-77 through 3-81, 3-84, 502, 10-09, 20-01, 235, 237 through 243, 247 through 254, and 266 through 286) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To detect cracks in the propeller governor arm and preclude possible loss of propeller control, accomplish the following: (a) Within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished within the last 25 hours time-in-service, and thereafter at intervals not to exceed 50 hours time-in-service from the last inspection, visually inspect the propeller governor arm with a 5-power magnifier for cracks and breaks in accordance with the following: (1) For the Model S205 and S208 airplanes, with "Instructions" paragraph (a), steps 1 through 4, of SIAI-Marchetti Service Bulletin No. 205B43A dated September 16, 1977. (2) For the Model F260 and F260B airplanes, with "Instructions" paragraph (a), steps 1 through 4, of SIAI-Marchetti Service Bulletin No. 260B18A dated September 16, 1977. (b) If a crack or break is detected as a result of an inspection required by paragraph (a) of this AD, before further flight, replace the propeller governor arm with a serviceable part in accordance with the following: (1) For the Model S205 and S208 airplanes with "Instructions" paragraph (c), steps 1 through 10, of the SIAI-Marchetti Service Bulletin No. 205B43A dated September 16, 1977. (2) For the Model F260 and F260B airplanes with "Instructions" paragraph (c), steps 1 through 10, of SIAI-Marchetti Service Bulletin No. 260B18A dated September 16, 1977. (c) When propeller governor arm, Part No. 260-13-274-01 is installed, the inspections in paragraph (a)of this AD are no longer required. (d) Any equivalent means of complying with this AD must be approved by Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This AD supersedes AD 77-14-16, Amendment 39-2959. This amendment becomes effective on May 9, 1983.
64-12-02: 64-12-02 BOEING: Amdt. 743 Part 507 Federal Register June 5, 1964. Applies to All Model 727 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tAs an interim safety measure pending development and accomplishment of final corrective modifications, the following is required: \n\n\t(a) Initial compliance required within 20 hours' time in service after May 19, 1964. Before each flight when the thrust reversers have been used on the previous flight, conduct a close visual inspection of each reverser to ascertain that each deflector door is in the fully closed position and that the thrust reverser indicator light is out. If the doors are not fully closed or if the indicator light is not out corrections shall be made before further flight. Upon compliance with (b) and (c) of this directive the visual inspection required by this paragraph may be discontinued.\n \n\t(b) Within 20 hours' time in service after the effective date of this AD, unless previously accomplished, inspectthe thrust reverser locking pin for freedom of action and the reverser operating light switch for proper adjustment and rigging. If the locking pin is bent or binding or if the operating light is out of adjustment, necessary correction shall be made before further flight. (Boeing Service Bulletin No. 78-10R1 covers this subject.) \n\n\t(c) Within 150 hours' time in service after the effective date of this AD, unless already accomplished, modify the thrust reverser lockout actuator rocker, including rework of the switch actuating tine, in accordance with Boeing Service Bulletin No. 78-10R1. \n\n\tNOTE. - The original issue of this bulletin did not include information for rework of the tine. \nThis rework is necessary to prevent interference and damage to the locking pin. \n\n\t(d) Prior to compliance with (b) and (c) the inspection required by (a) shall also be made before flight when any reverser is again actuated on the ground during engine runup or during taxiing. Upon compliance with (b) and (c) further inspections under paragraph (a) need not be made. \n\n\t(e) Approval of any equivalent means of compliance with this directive shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\t(Boeing's telegram to all 727 operators dated May 20, 1964, covers this subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated May 22, 1964, superseding the telegram dated May 18, 1964. \n\n\tRevised July 7, 1964. \n\n\tRevised August 29, 1964.
2017-13-08: We are superseding Airworthiness Directive (AD) 2015-23-13, for all Airbus Model A318 and A319 series airplanes, Model A320-211, - 212, -214, -231, -232, and -233 airplanes, and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. AD 2015-23-13 required modification of the pin programming of the flight warning computer (FWC) to activate the stop rudder input warning (SRIW) logic; and an inspection to determine the part numbers of the FWC and the flight augmentation computer (FAC), and replacement of the FWC and FAC if necessary. This new AD, for certain airplanes, also requires accomplishment of additional modification instructions to install the minimum FWC and FAC configuration compatible with SRIW activation. This AD was prompted by a determination that, in specific flight conditions, the allowable load limits on the vertical tail plane could be reached and possibly exceeded. We are issuing this AD to address the unsafe condition on these products.