Results
2000-24-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires a one-time inspection to detect discrepancies at certain areas around the entry light connector of the sliding ceiling panel above the forward passenger doors, and repair, if necessary. For certain airplanes, that AD also requires installation or modification of a flapper door ramp deflector on the forward entry drop ceiling structure. For certain other airplanes, that AD requires inspection of the wire assembly support installation for evidence of chafing, and corrective actions, if necessary. For certain airplanes subject to the existing AD, as well as additional airplanes being added to the applicability of this AD, this action adds a requirement for modification of a support bracket for the ramp deflector assembly. This action is necessary to prevent chafing of electrical wire assemblies above the forward passenger doors, which could result in an electrical fire in the passenger compartment. This action is intended to address the identified unsafe condition.
2016-05-06: We are superseding Airworthiness Directive (AD) 2014-07-52 for certain Airbus Helicopters (previously Eurocopter France) Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. AD 2014-07- 52 required repetitively inspecting certain reinforcement angles of the rear structure to tailboom junction frame (reinforcement angles) for a crack at 10 hour time-in-service (TIS) intervals, repairing any cracked reinforcement angle, and allowed an optional repetitive inspection with a 165 hour TIS inspection interval as a terminating action for the 10 hour TIS inspections. This AD retains the inspection requirements of AD 2014-07-52 and requires the inspection of the area around each reinforcement angle screw hole as terminating action to the 10 hour TIS inspections. We are issuing this AD to detect a crack in the reinforcement angle, which if not corrected, could result in loss of the tailboom and subsequent loss of control of the helicopter.
2010-21-10: 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: * * * [F]uel leaks and failed fasteners [have been reported] in the region of the rear spar root joint attachment fitting at wing rib 2. * * * * * * * * The unsafe condition is stress corrosion failures in the region of the rear spar root joint attachment fitting at wing rib 2, which could lead to reduced structural integrity of the wing, and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-24-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604) series airplanes. This action requires installation of protection shields in the wheel bay of the main landing gear (MLG). This action is necessary to prevent water, ice or slush accumulation on the aileron quadrants and/or control cable pulleys in the wheel bay of the MLG during ground roll. Such water, ice or slush accumulation could subsequently freeze during the climb to cruise altitude and cause stiffness in the aileron controls, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-04-18: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, -200B, -200C, -200F, -300, -400, - 400D, and -400F series airplanes. This AD was prompted by reports of significant fuselage skin damage at certain parts of the dorsal fairing, due to wear from the dorsal fairing. This AD requires repetitive detailed inspections for wear and cracks of the fuselage skin under the dorsal fairing, and related investigative and corrective actions if necessary. This AD also requires repetitive post-repair external surface high frequency eddy current inspections of the blended areas of the skin and detailed inspections of the unrepaired areas, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct fuselage skin damage of the dorsal fairing area, which could result in skin cracking and consequent depressurization of the airplane.
2000-24-08: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A319, A320, and A321 series airplanes, that requires a revision to the Airplane Flight Manual; inspection to detect damage of the wiring and adjacent structure along the length of the fairing of the fuel boost pump; corrective actions, if necessary; and modification of the fuel pump wire and fairing. The actions specified by this AD are intended to prevent electrical arcing of the fuel boost pump wire, which could result in wing structural damage, fire, and/or fuel vapor explosion. This action is intended to address the identified unsafe condition.
2000-24-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires modification of the insulation blankets in the area surrounding the main external power ground studs. This action is necessary to prevent smoke and fire in the forward cargo compartment due to burn damage to the insulation blankets in the area surrounding the main external power ground studs. This action is intended to address the identified unsafe condition.
2000-24-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires relocating the B7-28 bus located in the upper main circuit breaker in the rear cockpit observer's station from the lower to the upper terminals of the circuit breakers in Row P. This action is necessary to prevent insufficient clearance and contact between the B7-28 bus and an adjacent panel, which could result in arcing damage, smoke, and/or fire in the upper main circuit breaker panel. This action is intended to address the identified unsafe condition.
2022-23-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C, AS332C1, AS332L, AS332L1, and AS332L2 helicopters. This AD was prompted by reports of a crack in the front upper hoist attachment fitting. This AD requires inspecting each affected hoist attachment fitting (fitting) and depending on the results, removing any cracked fitting from service and reporting information. This AD also prohibits installing an affected fitting unless the required actions are accomplished, 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.
2000-24-16: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires an inspection of the one phase remote control circuit breaker (RCCB) in the main avionics compartment and center accessory compartment to determine its part number and serial number, and replacement of the RCCB with a certain RCCB, if necessary. This action is necessary to ensure that defective braze joints of certain latch assemblies of the RCCB are not installed on the airplane. Defective braze joints could fail and prevent the RCCB from tripping during an overload condition, which could result in a fire and smoke in certain wire bundles that are routed to and from the main avionics compartment or center accessory compartment. This action is intended to address the identified unsafe condition.
58-20-01: 58-20-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft P/N 20-360-1058-2 (Tail Wheel Retract Yoke). Compliance required at next regular inspection, but not later than December 1, 1958. Several P/N 20-360-1058-2 tail wheel retract yokes have been found cracked or broken. Many of these parts have had a radius at the base of the yoke of less than the required 0.120 inch. As a result of these failures, the subject parts must be inspected for the proper radius and magnetic particle, or equivalent inspection for cracks at the base of the yoke. Parts which have a radius at the base of the yoke of less than 0.110 inch or in which cracks are found, are considered unairworthy and must be replaced.
83-03-04: 83-03-04 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4562. Applies to all Model 206L and 206L-1 helicopters certificated in all categories that are equipped with emergency flotation equipment kits P/N 206-706-067-1, -5, -101, and 206-706-210-101, and - 103. Compliance is required within 150 hours' time in service after the effective date of this AD unless already accomplished in accordance with Service Bulletin 206L-81-21 or modified in accordance with Technical Bulletin 206L-82-84. To determine whether the shear heads in the float inflation valve assembly have been damaged by incorrect installation, accomplish the following: a. Disconnect the battery. NOTE: DO NOT DISCONNECT ELECTRICAL CONNECTOR TO THE SQUIB VALVE ON THE INFLATION VALVE AT THE CYLINDER ASSEMBLY. b. Remove the nitrogen gas from inflation cylinder, carefully bleeding off the gas through the Schrader inlet valve. CAUTION DO NOT ATTEMPT TO REMOVE THE SHEAR HEAD PISTON PINPRIOR TO REMOVAL OF THE NITROGEN GAS FROM THE CYLINDER. c. Carefully remove the shear head release piston pin. Visually inspect the pin, as removed, to determine if the position of the flat machined side of the piston pin faces the inlet end of the shear head machined groove (Ref. Figure 1, Bell Helicopter Textron Service Bulletin 206L-81-21, dated May 7, 1981). d. If the shear head release piston pin has been installed by rotating the pin 90 to 180 degrees, placing the round side of the pin against the inlet side of the shear head inlet groove, the pin has been incorrectly installed. e. If the shear head release piston pin is found installed incorrectly, remove the shear head from the valve body and discard. Install a new shear head and "0" rings. On installation, thread shear head into the valve body and torque to 20 foot-pounds, prior to installing the shear head release pin. Reinstall piston pin as described in paragraph f. f. If the shear head release piston pin is found correctly installed, place "0" ring in groove of piston pin and install piston pin part way into body with flat side on end of piston pin facing inlet port. Rotate piston pin 90 degrees and lightly push piston pin down into valve body until it bottoms out. While pushing on piston pin, rotate piston pin 90 degrees in the opposite direction. Piston pin should drop deeper into body. Flat side of piston pin must engage groove in shear head, with flat side facing inlet port. g. Refill cylinder with nitrogen. Check for leaks. Connect battery, and refer to appropriate service instruction. NOTE X-ray Inspection (Alternate Method) Where X-ray equipment is available, inspection of the valve assembly may be accomplished by use of X-ray pictures. Reference Figure 2, Bell Helicopter Textron Service Bulletin 206L-81-21 dated May 7, 1981, or FAA approved equivalent for examples of correct and incorrect piston pin installation in the valve assembly.This eliminates the need to bleed off the nitrogen and to disassembly the valve assembly. CAUTION DISCONNECT AND REMOVE THE SQUIB FROM THE VALVE ASSEMBLY PRIOR TO USE OF X-RAY. h. Equivalent means of compliance with the AD may be approved by the Manager, Aircraft Certification Division, Southwest Region, Fort Worth, Texas. This amendment becomes effective February 17, 1983.
90-03-07 R1: 90-03-07 R1 AVIONS MARCEL DASSAULT-BREGUET AVIATION (AMD-BA): Amendment 39-6485 as revised by Amendment 39-6575. Applicability: All Model Mystere Falcon 900 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent breakage of mechanical elements of the thrust reverser door actuating system, accomplish the following: A. Within 60 days after the effective date of this AD, modify the thrust reverser automatic stowage electrical control system and ensure the segregation, at the ground/flight proximity detector level, of the braking and thrust reverser control circuits, in accordance with the procedures in AMD-BA Service Bulletin F900-54, Revision 1, dated July 19, 1989, or Revision 2, dated September 20, 1989. B. In accordance with the following schedule, identify the source of the end fittings of the thrust reverser door actuating rods and reinforce the thrust reverser actuating mechanism (actuating rods and hinge pin) in accordance with AMD-BA Service Bulletin F900-61, dated July 19, 1989 (Reference Hurel-DuBois Service Bulletin F900HD001): 1. Prior to the accumulation of 800 landings since the airplane was new on airplanes equipped with end fittings manufactured by Frankenjura, or within 60 days after the effective date of this AD, whichever occurs later, or 2. Prior to the accumulation of 1,300 landings since the airplane was new on airplanes equipped with end fittings manufactured by Sarma, or within 60 days after the effective date of this AD, whichever occurs later. C. If the reinforcement procedure required by paragraph B., above, is accomplished after the accumulation of 800 landings on airplanes equipped with Frankenjura end fittings, or after the accumulation of 1,300 landings on airplanes equipped with Sarma end fittings, then repair the synchronizing bell crank hinge fitting within 60 days after the effective date of this AD, in accordance withAMD-BA Service Bulletin F900-61, dated July 19, 1989. (This service bulletin references Hurel-DuBois Service Bulletin F900HD001.) D. Prior to the accumulation of 4,000 landings, or within 60 days after the effective date of this AD, whichever occurs later, modify the hydraulic actuator Part Number (P/N) 106124 to P/N 106124- 01 by replacing end-fitting P/N 106124200101 with a new end-fitting P/N 106124200102, in accordance with the manufacturer's maintenance manual, Maintenance Procedure 78-305. E. 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, Standardization Branch, ANM- 113, 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, Standardization Branch, ANM-113. F. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Falcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. Airworthiness Directive 90-03-07 R1 revises AD 90-03-07, Amendment 39-6485. The effective date of the requirements of Amendment 39-6575 (AD 90-03-07 R1) remains February 26, 1990, as specified in Amendment 39-6485. This correction (Amendment 39-6575, AD 90-03-07 R1) is effective on April 12, 1990.
2016-04-22: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.27 Mark 200, 300, 400, 500, 600, and 700 airplanes. This AD was prompted by a design review conducted by Fokker Services B.V. that indicated no controlled bonding provisions were present on many critical locations outside the fuel tank or connected to the fuel tank wall. This AD requires installing the additional bonding provisions, and revising the maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
92-07-04: 92-07-04 BRITISH AEROSPACE (BAe), REGIONAL AIRCRAFT LIMITED: Amendment 39-8200. Docket No. 91-CE-61-AD. Supersedes AD 90-02-14, Amendment 39- 6434. Applicability: HP 137 Mk1, Jetstream Models 200, 3101, and 3201 airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent landing gear or flap extension malfunction during operation of the emergency hydraulic system, accomplish the following: (a) Within the next 600 hours time-in-service (TIS) after February 5, 1990 (the effective date of AD 90-02-14, Amendment 39-6434), modify the detent ball catch of the emergency gear and flap extension hydraulic system selector valve in accordance with the instructions in BAe Alert Service Bulletin (SB) 29-A-JA881143, dated February 24, 1989. (b) Upon the accumulation of 1,600 hours TIS, or within the next 200 hours TIS after the effective date of this AD, whichever occurs later, and thereafter atintervals not to exceed 1,800 hours TIS, accomplish the following: (1) Modify the emergency gear and flap extension hydraulic system valve in accordance with paragraphs A.(1) through A.(5) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (2) Measure for excessive torque in accordance with paragraphs A.(1) through A.(3) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991. (i) If torque is not found excessive in accordance with paragraph A.(4) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, prior to further flight, release the safety catch and perform paragraphs A.(7) through A.(10) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (ii) If excessive torque is found in accordance with paragraph A.(4) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, prior to further flight, recondition the selector valve as specified in paragraph A.(5) of the "ACCOMPLISHMENT INSTRUCTIONS" in AP Precision Hydraulics Ltd. SB 8679-29-02, dated April 1991, Revision 1, dated August 1991, release the safety catch, and perform paragraphs A.(7) through A.(10) of the "ACCOMPLISHMENT INSTRUCTIONS" in BAe SB 29-JA 901242, dated June 18, 1991, Revision 1, dated September 25, 1991. (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 times that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle EastOffice, c/o American Embassy, B- 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The inspections and modifications required by this AD shall be done in accordance with BAe Alert Service Bulletin 29-A-JA881143, dated February 24, 1989; BAe Service Bulletin 29-JA 901242, which incorporates the following pages: Pages Level Date 2, 3, 5, and 6 Original June 18, 1991 1 and 4 Revision 1 September 25, 1991; and AP Precision Hydraulics Ltd. Service Bulletin 8679-29-02, which incorporates the following pages: Pages Level Date 1, 2, and 3 Original April 1991 4 Revision 1 August 1991 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 British Aerospace, Regional Aircraft Limited, Manager Product Support, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041; and AP Precision Hydraulics Ltd., P.O. Box 1, Shaw Road, Speke, Liverpool, England, L24 9JY. 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. (f) This amendment (39-8200) supersedes AD 90-02-14, Amendment 39-6434. (g) This amendment (39-8200) becomes effective on April 30, 1992.
2016-04-23: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD requires an inspection of the station 337 (door number 1) outboard partitions for a tie rod and quick release pins, and to ensure that both partition supports are engaged in the structural bracket at each outboard partition, and corrective actions if necessary. This AD was prompted by reports of missing right and left outboard partition tie rods at door number 1. We are issuing this AD to detect and correct partitions with missing tie rods or release pins or with supports that are not engaged in the structural bracket. These partitions could come loose during a high-acceleration event and strike the flight attendant seats in the door 1 location, causing serious injury to the seat occupants, or could affect safe egress from the airplane. \n\n((Page 10075))
2000-24-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 707, 727C, and 727-100C series airplanes, that currently requires repetitive inspections to detect cracking of the main cargo door skin and frames, and repair, if necessary. The existing AD also provides optional terminating modifications. This amendment requires follow-on repetitive inspections of repaired or modified areas for certain airplanes. This amendment is prompted by reports of cracking and/or tearing of the main cargo door outer skin and subsequent failure of the door frame. The actions specified by this AD are intended to detect and correct such cracking and/or tearing, which could result in failure of the door frame and consequent rapid decompression of the airplane.
99-17-19: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada (BHTC), Model 206L, L-1, L-3, and L-4 helicopters, that currently requires the creation of a component history card or equivalent record using the Retirement Index Number (RIN) system for certain mast and trunnions and a system for tracking increases to the accumulated RIN. That AD also establishes retirement lives for the mast and trunnion. This amendment requires the same actions required by the existing AD but increases the RIN multiplier for the mast and corrects a helicopter model number. This amendment is prompted by further tests and analyses that indicate the RIN multiplier for the Model 206L-4 helicopters needs to be increased and the discovery of an error in a model designation in the existing AD. The actions specified by this AD are intended to prevent fatigue failure of the mast or trunnion, which could result in loss of the main rotor system and subsequent loss of control of the helicopter.
2000-23-25: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, 747-200, 747-300, 747SP, and 747SR series airplanes powered by Pratt & Whitney JT9D-3 or JT9D-7 series engines. This action requires inspections of the vertical chords of the aft torque bulkhead of the outboard nacelle struts, and corrective action, if necessary. This action also provides optional terminating action for the inspections. This action is necessary to detect and correct cracking of the vertical chords adjacent to the lower spar fitting, which could result in separation of the diagonal brace load path. Continued operation with a separated diagonal brace load path increases loads on the upper link, midspar fitting, and dual side links, which could result in separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.
2000-23-27: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-102, -103, and -301 series airplanes, that currently requires a one- time inspection for wear and breakage of wire segments of the individual lighting units of the ceiling and sidewall lights, and replacement of any damaged wiring. The existing AD also requires installation of teflon spiral wrap on the wiring of the ceiling and sidewall lights. This amendment adds a requirement for a one-time inspection to determine if teflon spiral wrap is installed on the wiring of the lavatory lighting system, and installation, 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 the possibility of a fire on an airplane due to such chafing and consequent short circuiting, overheating, and smoking of the wires on the aircraft structure.
2016-04-17: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the skin lap splices at certain stringers in certain fuselage sections are subject to widespread fatigue damage (WFD) on aging Model 777 airplanes that have accumulated at least 45,000 total flight cycles. This AD requires inspections to detect cracking of fuselage skin lap splices in certain fuselage sections, and corrective actions if necessary; modification of left-side and right-side lap splices; and post-modification repetitive inspections for cracks in the modified lap splices, and corrective actions if necessary. We are issuing this AD to detect and correct fatigue cracking of the skin lap splices, and consequent risk of sudden decompression and the inability to sustain limit flight and pressure loads.
92-22-03: 92-22-03 BRITISH AEROSPACE: Amendment 39-8389. Docket No. 91-NM-277-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural failure of the bulkhead and associated decompression of the passenger cabin, accomplish the following: (a) Within 90 days after the effective date of this AD, using both visual and specified non-destructive test methods, inspect the rear pressure bulkhead for corrosion, cracks, and damage, in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet 195, Issue 2, dated August 20, 1991 (for Model 810 series airplanes); or British Aerospace Viscount Alert Preliminary Technical Leaflet 325, Issue 2, dated August 22, 1991 (for Model 744 and 745D series airplanes); as applicable. (b) Repeat the visual and non-destructive test inspections required by paragraph (a) of this AD at the following intervals: (1) For "Part One: Rear Pressure Bulkhead - Forward Face - Rear Face," as specified in the applicable service bulletin: Repeat the inspections at intervals not to exceed 500 landings or 6 months, whichever occurs first. (2) For "Part Two: Rear Pressure Bulkhead Web Lap-Joints," as specified in the applicable service bulletin: Repeat the inspections at intervals not to exceed 1,600 landings or 2 years, whichever occurs first. (3) For "Part Three: Rear Pressure Bulkhead Rear Face, Boundary Member, Adjacent Skin and Structure," as specified in the applicable service bulletin: Repeat the inspections at intervals not to exceed 2,500 landings or 3 years, whichever occurs first. (c) If corroded, cracked, or damaged parts are found as a result of inspections required by paragraphs (a) or (b) of this AD, prior to further flight, repair in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet (PTL) 195, Issue 2, dated August 20, 1991; or PTL 325, Issue 2, dated August 22, 1991; as applicable. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) 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. (f) The inspections and repairs shall be done in accordance with British Aerospace Viscount Alert Preliminary Technical Leaflet 195,Issue 2, dated August 20, 1991; or British Aerospace Viscount Alert Preliminary Technical Leaflet 325, Issue 2, dated August 22, 1991; as applicable. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on December 3, 1992.
2000-23-30: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires installation of an additional drain at the fuselage aft section. This action is necessary to prevent mechanical blockage of the elevator control cables due to the freezing of water collected inside the fuselage between the rear pressure bulkhead and the fire wall of the auxiliary power unit. Such cable blockage could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2000-23-28: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 777 series airplanes, that currently requires repetitive testing of the engine fire shutoff switch (EFSS) to determine if the override mechanism and the switch handle are operational, and replacement of the EFSS, if necessary. That AD also requires, for certain airplanes, installation of a collar on a specific circuit breaker of the standby power management panel, and installation of placards to advise the flightcrew that the override mechanism must be pushed in order to pull the fire switch. This amendment adds various actions that would terminate the repetitive testing requirements. This amendment is prompted by a report indicating that a solenoid and an override mechanism of the EFSS were not operational due to overheating of the solenoid. The actions specified by this AD are intended to prevent damage to the EFSS solenoid and to the override mechanism, and consequent failure of the EFSS due to overheating of the solenoid; such failure could result in the inability of the flightcrew to discharge the fire extinguishing agent in the event of an engine fire.
91-14-16: 91-14-16 BRITISH AEROSPACE: Amendment 39-7057. Docket No. 91-NM-20-AD. Applicability: Viscount Model 744 and 745D series airplanes (Post Modification D2267, Part B), and Model 810 series airplanes (Post Modification FG611, Part B), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wings, accomplish the following: A. Within 200 hours time-in-service or within 90 days after the effective date of this AD, whichever occurs first, inspect the upper break-joint for an incorrectly manufactured shear pin, Part No. 80203-3009, in accordance with British Aerospace Viscount Preliminary Technical Leaflet (PTL) No. 322, Issue 1 (for the Model 700 series airplanes), and PTL No. 191, Issue 1 (for the Model 810 series airplanes), both dated November 2, 1989. If damaged components or unserviceable short pins are found, prior to further flight, replace with serviceable parts in accordance with the appropriate PTL. B. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The inspection and replacement requirements shall be done in accordance with British Aerospace Viscount Preliminary Technical Leaflet (PTL) No. 322, Issue 1 (for Model 700 series airplanes), or PTL No. 191, Issue 1 (for Model 810 series airplanes), both dated November 2, 1989. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7057, AD 91-14-16) becomes effective on August 9, 1991.