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82-26-07 R1: 82-26-07 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4512 as amended by Amendment 39-4884. Applies to Model 214ST helicopters certificated in all categories which have upper left tailboom attach longeron part number (P/N) 214-031-431-1 01 installed. Compliance is required as indicated unless already accomplished. To prevent possible separation of the tailboom from the fuselage due to failure of the upper left tailboom attach longeron, accomplish the following: (a) Before the first flight of each day on those helicopters that have not had the longeron modification described in paragraph (d) below, inspect the aft portion of the upper left longeron, P/N 214-031-431-101, that is visible inside the oil cooler compartment and the portion visible inside the aft left electrical compartment for cracks. (b) Within the next 5 hours time in service after the effective date of this AD, unless already accomplished within the last 20 hours time in service, and thereafterat intervals not to exceed 25 hours time in service, perform the following inspection on those helicopters that have not had the longeron modification installed: (1) Remove forward fairing assembly, P/N 214-061-866-113, and LH and RH fairing assemblies, P/N's 214-061-866-115 and -117. (2) Visually inspect the aft end of the upper left longeron, P/N 214-031-431- 101, immediately adjacent to and inboard of the pin, P/N 100-048-5-4, just aft of the fairing attach bracket, P/N 214-021-700-129. Inspect for a crack that may extend from the pin hole in the longeron across the longeron and forward. (c) If the longeron is found to be cracked during the inspections of paragraphs (a) and (b) of this AD, replace it with a serviceable part and install the modification described in paragraph (d) below before further flight. (d) Within the next 25 hours time in service after the effective date of this AD or before the accumulation of 100 hours total time in service, whichever occurs later, install a reinforcement modification to the longeron, P/N 214-031-431-101, installation. This reinforcement consists of the addition of a new support, P/N 214-031-454-101, and the replacement of a doubler, P/N 214-031-702-131, with a new doubler, P/N 214-031-643-101. Remove the attaching pin, P/N 100-048-5-4, that is installed in the most aft hole in the longeron outboard flange and plug the remaining hole with adhesive. Accomplish the reinforcement in accordance with Bell Helicopter Textron (BHT) Alert Service Bulletin No. 214ST-82-3, dated 10/25/82 or other FAA approved data. (e) After installation of the longeron modification, conduct the following inspection at intervals not to exceed 250 hours time in service: (1) Remove forward fairing assembly, P/N 214-061-866-113, and LH and RH fairing assemblies, P/N's 214-061-866-115 and -117. (2) Visually inspect the aft end of the longeron, P/N 214-031-431-101, immediately adjacent to and inboard of the service deck, P/N 214-031-702-101, for cracks. Also, inspect that portion of the longeron adjacent to the newly installed support that is visible inside the aft left electrical compartment and that portion of the longeron that is visible inside the oil cooler compartment for cracks. (f) Replace any cracked parts found during the inspections of paragraph (e) with serviceable parts. (g) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. (h) In accordance with FAR 21.197, flight is permitted to a base where the inspection required by this AD may be accomplished. Amendment 39-4512 became effective December 23, 1982. This Amendment 39-4884 becomes effective August 17, 1984.
2015-19-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include new airworthiness limitations. We are issuing this AD to detect and correct latent failures of the fuel shutoff valve to the engine, which \n\n((Page 55528)) \n\ncould result in the inability to shut off fuel to the engine and, in case of certain engine fires, an uncontrollable fire that could lead to wing failure.
2015-19-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of latently failed fuel shutoff valves discovered during fuel filter replacement. This AD requires revising the maintenance or inspection program to include a new airworthiness limitation. We are issuing this AD to detect and correct latent failures of the \n\n((Page 55522)) \n\nfuel shutoff valve to the engine, which could result in the inability to shut off fuel to the engine and, in case of certain engine fires, an uncontrollable fire that could lead to wing failure.
2015-17-24: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by numerous reports of failures of the proximity sensor within the slat skew detection mechanism assembly (DMA) leading to slats up landing events. This AD requires replacing the slat skew DMAs with new slat skew DMAs, and marking the existing identification plates on the slat with the new part number. We are issuing this AD to prevent failure of the proximity sensor, which could result in the slats being shut down and a slats up high speed landing. This condition, in combination with abnormal landing conditions such as a short runway or adverse weather conditions, could result in a runway excursion.
2000-14-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes, that currently requires repetitive inspections to detect failure of the attachment fasteners located in the banjo No. 4 fitting of the vertical stabilizer. That AD also requires a one-time inspection to detect cracking of the flanges and bolt holes of the banjo No. 4 fitting, and repair or replacement of the attachment fasteners with new, improved fasteners. This amendment adds a new one-time inspection to determine whether certain fasteners are installed in the banjo No. 4 fitting of the vertical stabilizer, and follow-on actions, if necessary. This amendment is prompted by reports of failure of certain fasteners installed in the banjo No. 4 fitting of the vertical stabilizer. The actions specified by this AD are intended to prevent cracking of the attachment fasteners of the vertical stabilizer, which could result in loss of fail-safe capability of the vertical stabilizer and reduced controllability of the airplane. \n\n\tThe incorporation by reference of McDonnell Douglas Service Bulletin DC10-55-023, Revision 02, dated October 30, 1996; and McDonnell Douglas Service Bulletin DC10-55-023, Revision 03, dated March 25, 1998; as listed in the regulations, is approved by the Director of the Federal Register as of August 23, 2000.\n\n\tThe incorporation by reference of McDonnell Douglas DC-10 Service Bulletin 55-23, dated December 17, 1992; and McDonnell Douglas DC-10 Service Bulletin 55-23, Revision 1, dated December 17, 1993; as listed in the regulations, was approved previously by the Director of the Federal Register as of April 24, 1997 (61 FR 12015, March 25, 1996).
2000-14-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires replacement of any brake system accumulator that has aluminum end caps with an accumulator that has stainless steel end caps. This amendment is prompted by reports of fractures of aluminum end caps on brake system accumulators. The actions specified by this AD are intended to prevent high-velocity separation of a brake system accumulator barrel, piston, or end cap, which could result in injury to personnel in the wheel well area, loss of cabin pressurization, loss of certain hydraulic systems, or damage to the fuel line of the auxiliary power unit.
2000-14-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200, -300, -400, and -500 series airplanes, that requires replacement of existing door handle mounting hub assemblies with new, improved hub assemblies. This amendment is prompted by reports of cracked or broken mounting hub assemblies for the interior door handles on the cabin doors. The actions specified by this AD are intended to prevent cracking or breaking of the door handle mounting hub, which could result in the interior door handle breaking off while the door is being opened. In an emergency situation, this could impede evacuation of the airplane.
78-23-07: 78-23-07 HILLER HELICOPTERS: Amendment 39-3344. Applies to Hiller Model UH-12D, UH-12E and UH-12E (4 Place) helicopters certificated in all categories, including Military Models UH-23D, OH-23G, H-23F and turbine-powered models, equipped with the finite life components listed below: PART NO. NOMENCLATURE REPLACEMENT PERIOD APPLICABILITY 63192-7, -11 Snubber Assy., engine, longitudinal 4,650 hrs Note A 63192-5, -9 Snubber Assy., engine, lateral 4,650 hrs All 63197 Bracket, engine snubber 6,160 hrs All 63197-5 Bracket, engine snubber 9,850 hrs All 31197-3 Flyweight collective pitch ballast 2,500 hrs All 31318 Bellcrank, collective control 15,000 hrs Note B 31319-3 Tube, collective control 23,500 hrs Note B 31321 Shaft, dual collective control 10,400 hrs Note B 31344, -3, -5, or -9 Block Assy., collective stick 6,400 hrs Note B 31403 Arm Assy., collective and throttle controls 21,500 hrs E (4 place) 34141, -5 Scissor, cyclic control, lower 275 hrs All AN3-7A Attaching bolts, engine snubber (used to attach P/N 63197 bracket to deck and lord mount) 600 hrs All Note A - All models except turbine-powered. Note B - All models except UH-12D and UH-23D. To prevent failure of the above listed finite life components accomplish the following: (a) Within fifty (50) hours time in service after the effective date of this AD, unless already accomplished, inspect the service history of each of the finite life components listed in this AD for adequacy of documentation. NOTE: The finite life components may be documented by serial number, part nomenclature, part number or any combination. (b) For those finite life components listed in this AD for which service history can be documented, no further action is required by this AD. (c) For any finite life component listed in this AD for which service history cannot be documented: (1) Prior to further flight, remove and replace those finitelife components whose replacement period is less than helicopter total time in service. (2) Within five hundred (500) hours time in service from the effective date of this AD, remove and replace those components whose replacement period is greater than helicopter total time in service. NOTE: The Criteria in (c), (1) and (2) applies to aircraft in service. Finite life criteria for aircraft submitted for original airworthiness certification are contained in AC-21-13. (d) Only finite life components for which prior service history or representation as new can be documented may be used as replacement parts. Equivalent inspection procedures may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective December 14, 1978.
90-13-13: 90-13-13 GENERAL DYNAMICS (CONVAIR): Amendment 39-6638. Docket No. 89-NM-235-AD. Applicability: Models 340, 440, and C-131, B, C, D, E, F, and G (Military) series airplanes, including all airplanes converted to turbopropeller power, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent progressive damage to the airframe, accomplish the following: A. Perform a visual inspection of the fuselage frames in accordance with General Dynamics, Convair Division, Service Bulletin 640 (340D) 53-15, Revision 1, dated December 1, 1989, in accordance with the schedule below. Any drilled holes found which do not conform to the limitations specified in the service bulletin, or any holes found which are cracked, must be repaired prior to further flight, in accordance with the service bulletin. Any holes specifically used for attaching an FAA-approved interior, or original Convair manufacturing holes, may be disregarded ifthey are not degraded or cracked, and if they meet the criteria specified in the service bulletin. 1. Within 1,650 hours time-in-service or 18 months after the effective date of this AD, whichever occurs first, accomplish the inspections specified in Part I of the service bulletin. 2. Within 2,300 hours time-in-service or 24 months after the effective date of this AD, whichever occurs first, accomplish the inspections specified in Part II of the service bulletin. B. 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. C. An alternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Los Angeles Aircraft Certification Office,and a copy sent to the cognizant FAA Principal Maintenance Inspector (PMI). The PMI will then forward comments or concurrence to the Los Angeles Aircraft Certification Office. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the General Dynamics, Convair Division, P. O. Box 85377, San Diego, California 92138, Attn: Chief, Aircraft Logistical Support, Mail Zone 92-2920. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6638, AD 90-13-13) becomes effective on July 30, 1990.
66-04-02: 66-04-02 LOCKHEED: Amdt. 39-187 Part 39 Federal Register January 29, 1966. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated. In order to detect and remove or repair damage, and to retard cracking induced by corrosion in the upper and lower wing plank splice areas and at the access door-to-plank splices, accomplish the inspections and repairs set forth herein, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. The inspection required by (a) must be continued until inspection of the same area in accordance with (b) and (c) has been accomplished. (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service and thereafter at intervals not to exceed 300 hours' time in service from last inspection: (1) Visually inspect internally for cracks the upper wing plank splice underlying tang riser radius adjacent to risers Nos. 29, 36, 43 and 50, in the wing area located between the upper inboard nacelle skate angles, except those areas covered with production doublers or repair doublers. (This area is shown in Item 5, Figure 3 and Riser Locations, Figure 4, of Lockheed Service Bulletin 88/SB-620E or later FAA-approved revision. (2) For airplanes utilizing the area described in (a)(1) as an integral fuel tank, purge the tank and remove the sealant covering the inspection areas before each inspection. (This area is shown in Item 5 and upper 1/2 inch of aft face of Item 11, Figure 3 of Lockheed Service Bulletin 88/SB-620E or later FAA-approved revision. (b) For airplanes on which the splice gap has been widened to a width of 0.070 0.010 inch and has been cleaned, sealed, and painted in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision, accomplish the inspections set forth in (1) on the areas and at the times prescribed in (2), except those areas covered with production doublers or repair doublers. (1) Visually inspect for corrosion around fastener heads and for bulging between fasteners and along the wing plank edge, and ultrasonically inspect for corrosion and cracks in the wing plank splices in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 88/SB-620E, Section 2.B or later FAA-approved revision. (2) Inspect the areas described in Column 1 of the following table at the time specified in Column 2 unless already accomplished within the time specified in Column 3. These inspections must be repeated once at the time interval specified in Column 4 and thereafter at the time interval specified in Column 5 beginning at the time of the last inspection. AREA (Col.1) INITIAL TIME (Col. 2) LAST INSPECTION (Col. 3) 1st REPETITIVE (Col. 4) REPETITIVE (Col. 5) UPPER WING SURFACE 2. Under fuselage fillets 1400 2600 40008000 3. Between fillet and wing station 83 1400 2600 4000 8000 4. Around inboard fuel tank access door 700 3300 4000 8000 5. Between nacelle skate angle & wing station 155 700 3300 4000 8000 6. Between nacelle skate angle & wing station 221 700 3300 4000 8000 7. Between wing station 221 & 257 at planks 2-3 splice & planks 3-4 splice 1400 2600 4000 8000 8. Around outboard fuel tank access door 700 3300 4000 8000 9. Around fuel probe access door 1400 2600 4000 8000 10. All remaining splices except center section wing between fuselage fillets 2000 2000 4000 8000 LOWER WING SURFACE 2. Under fuselage fillets 1400 6600 8000 8000 3. Between fillet & wing station 83 1400 6600 8000 8000 4. Between nacelle skate angles & wing sta. 155 & 221 700 7300 8000 8000 5. Around access doors 14006600 8000 8000 6. All remaining splices except center section wing between fuselage fillets 2000 6000 8000 8000 (c) For airplanes on which the splice gap has not been widened to a width of 0.070 + 0.010 inch in accordance with Lockheed Service Bulletin 88/SB-620E, Section 2.C(a), accomplish any one of the following: (1) Inspect in accordance with the provisions of (b)(1) at the times specified for initial inspection set forth in (b)(2), accomplish the requirements of (d), widen all unwidened joints to a width of 0.070 + 0.010 inch, and clean, seal, and paint the joints, unless already accomplished, in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision. These requirements must be accomplished on those areas specified in the table set forth in (b), except areas covered by production doublers or repair doublers. The inspections must be repeated at the intervals specified in the table set forth in (b). (2) Inspect in accordance with the provisions of (b)(1) at the times specified for initial inspection set forth in (b) (2), accomplish the requirements of (d), and clean, seal, and paint the unwidened joints, unless already accomplished, in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J., through 2.N., or later FAA-approved revision. These requirements must be accomplished on those areas specified in the table set forth in (b), except areas covered by production or repair doublers. The inspections must be repeated once within a time interval of not less than 1800 hours' time in service and not more than 2200 hours' time in service from the time the splices were sealed, after which the repetitive inspection intervals specified in the table set forth in (b) may be used. (3) Widen the splice gap to a constant width of 0.070 + 0.010 inch, if not previously accomplished, and visually inspect for corrosion around fastener heads and for bulging between fasteners and along the wing plank edge, and in the wing plank splices in accordance with the instructions of Lockheed Service Bulletin 88/SB-620E, Section 2.B. or later FAA-approved revision. If corrosion is detected in the skin riser radius of the underlying tang, inspect the radius for cracks by the dye penetrant procedure described in Lockheed Service Bulletin 88/SB-620E, Section 2.C. or later FAA-approved revision. These requirements must be accomplished on those areas and at the time specified for initial inspection set forth in (b)(2), except areas covered by production doublers or repair doublers. Accomplish the repairs as necessary in accordance with (d). These inspections must be repeated at intervals not to exceed 1000 hours' time in service from the last inspection until the joints have been cleaned, sealed, and painted in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision after which the repetitive inspection intervals specified in the table set forth in (b) may be used. (4) Inspect in accordance with the provisions of (b)(1), the areas specified in the table set forth in (b)(2), except those areas covered by production doublers or repair doublers, at the time specified for initial inspection set forth in that table. Accomplish the repairs as necessary in accordance with (d). These inspections must be repeated at intervals not to exceed 1,000 hours' time in service from the last inspection until the provisions of (1) or (2) are accomplished. (d) Remove all corrosion and cracks found during the inspections performed in accordance with (a), (b), and (c) before further flight, in accordance with the instructions provided in Lockheed Service Bulletin 88/SB-620E, Sections 2.E. and 2.F. or later FAA-approved revision, except that removal of corrosion damage that does not exceed the limits of Lockheed Service Bulletin 88/SB-620E, Section 2.G. or later FAA-approved revision, may be deferred for an interval not to exceed 300 hours' time in service. Repair all areas where material removed exceeds the limits of Lockheed Service Bulletin 88/SB-620E, Section 2.G. or later FAA-approved revision, before further flight in accordance with the instructions provided in Lockheed Service Bulletin 88/SB-620E, Sections 2.O. and 2.P., or 2.O. and 2.Q. or later FAA-approved revision. If a repair described in Section 2.P. is used, the instructions in 2.P. pertaining to special inspections, inspection intervals, and additional repairs must be complied with. The airplane may be flown in accordance with FAR 21.197 to a base where the corrosion removal and repairs can be performed. (e) Within 4,000 hours' time in service after December 29, 1966, for airplanes with splices sealed before that date, and within 4,000 hours' time in service after the splices are sealed for airplanes with splices sealed after December 29, 1966, and thereafter at intervals not to exceed 2,000 hours' time in service from the date of the last inspection: (1) Visually inspect splices, except areas covered by production doublers or repair doublers, or enclosed by fillets and nacelle structure, for looseness of sealant. (2) Re-seal any loose areas in accordance with Lockheed Service Bulletin 88/SB-620E, Sections 2.J. through 2.N., or later FAA-approved revision. (f) 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 that operator. (g) The inspection provisions of (b)(2) table, columns 2, 3, and 4, of this revision, are considered to have been previously accomplished if, prior to the effective date of this revision, inspections were accomplished in accordance with theprovisions listed in (b)(2) table, columns 2, 3, and 4, of Amendment 39-187, AD-66-04-02. In addition, the repairs accomplished in accordance with AD 66-04-02 are not affected by this amendment. (Lockheed Service Bulletin 88/SB-620D covers this same subject). This directive effective January 29, 1966. Revised February 11, 1966. Revised April 26, 1966. Revised December 29, 1966. Revised February 18, 1967.
2015-18-01: We are adopting a new airworthiness directive (AD) for Vulcanair S.p.A. Model P.68R airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a discrepancy in the climb performance reported in the airplane flight manual and in the actual performance of the airplane. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-19-04: 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: It has been found the occurrence of corrosion on the Auxiliary Power Unit (APU) mounting rods that could cause the APU rod to break, affecting the APU support structure integrity. * * * * * APU support structure failure could result in loss of power of the APU and possible loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-14-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-60 series airplanes, that requires affixing a label containing revised engine limitations on the ditching hatch, and revising the airplane flight manual to reflect the revised engine limitations. 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 use of incorrect engine limitations, which could result in an overspeed of the propellers and potential for blade failure.
2000-14-04: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires a one-time inspection of the fuselage skin adjacent to the drag splice fitting to detect cracking, and follow-on actions, if necessary. This action is necessary to detect and correct fatigue cracking of the fuselage skin, which could result in reduced structural integrity of the fuselage, and consequent rapid depressurization of the airplane.
89-18-08: 89-18-08 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-6307. Applicability: Gulfstream Aerospace Models AA-5, AA-5A, AA-5B, and GA-7 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude fuel tank/fuel system contamination caused by deterioration of fuel tank access cover sealant, accomplish the following: (a) Inspect the fuel tanks, fuel system, and the electric fuel pump filter for fuel tank sealant contamination in accordance with the instructions specified in Gulfstream Aerospace Corporation (GAC) Service Bulletin (SB) No. 176, dated July 26, 1989, or GAC S/B No. ME 22, dated July 26, 1989, as applicable. If contamination is detected, prior to further flight clean the fuel system and all fuel system components in accordance with the instructions in the above listed applicable GAC S/B. (b) Reseal the fuel tank access covers using high-octane fuel resistant sealant per the instructions in the applicable GAC S/B listed in paragraph (b) of this AD. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, FAA, Small Airplane Directorate, Aircraft Certification Service, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, Technical Operations Department, Travis Field, P.O. Box 2206, Savannah, Georgia 31402-2206; or may examine the documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6307, AD 89-18-08) becomes effective on September 21, 1989.
2015-17-22: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports indicating that certain hinge sleeves on the cowl doors of the thrust reverser units (TRUs) were not heat treated. This AD requires replacing the sleeves of certain hinges on the cowl doors of the TRUs with new parts. We are issuing this AD to prevent, in the event of a fan-blade-off event due to high vibration, in-flight loss of TRU heavy components, which might damage airplane structure or control surfaces and consequently reduce controllability of the airplane.
2000-14-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires installation of placards on the P3-1 panel. This action is necessary to prevent loss of communication between the flight crew and Air Traffic Control; this situation could result in the flight crew being unaware of an unsafe scenario when the airplane is on the ground. This action is intended to address the identified unsafe condition.
96-05-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires replacement of the inlet filter in the spoiler servo-controls and installation of a lockwire. This amendment is prompted by reports of leakage of hydraulic fluid at the inlet filter plug of the spoiler actuator as a result of inadequate torque of the filter plug, and reports of broken lockwires. The actions specified in this AD are intended to prevent loss of hydraulic fluid to the extent that a complete failure of the associated hydraulic system could occur. Such a loss, when combined with other hydraulic system failures, could reduce the controllability of the airplane.
2000-14-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes, that currently requires repetitive inspections to detect cracking of the rear spar web or fuel leakage of the wing center section, and repair, if necessary. That action also provides for an optional modification of the rear spar web that constitutes terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent cracking of the rear spar web, which could permit fuel leakage into the airflow multiplier, and could result in an electrical short that could cause a fire.
2000-14-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires replacing the smoke detectors in the cargo compartment with new, improved smoke detectors. 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 false smoke warnings from the cargo compartment smoke detectors, which could result in aborted takeoffs, diversions of flight routes, and emergency evacuation of flight crew and passengers.
2000-13-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive detailed visual and dye penetrant inspections of the backup struts in the left and right nacelles to detect discrepancies; and corrective actions, 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 failure of the backup struts in the left and right nacelles due to fatigue cracking, which could result in loss of fail-safe redundancy in the design of the nacelle in terms of load capability.
2000-09-01 R1: This document corrects and clarifies information in an existing airworthiness directive (AD) that applies to certain McDonnell Douglas Model DC-8 series airplanes. That AD currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. That AD also requires, among other actions, modification of the indication and hydraulic systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This document corrects two errors that resulted in the incorrect references of two paragraphs. This correction is necessary to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of thedoor, flight control, or severe structural damage.
2015-17-20: We are adopting a new airworthiness directive (AD) for certain serial number (S/N) GE Aviation Czech s.r.o. M601E-11, M601E-11A, and M601F turboprop engines with certain part number (P/N) gas generator turbine (GGT) blades, installed. This AD requires removing from service any affected engine with certain GGT blades installed. This AD was prompted by the determination that certain GGT blades are susceptible to blade failure. We are issuing this AD to prevent GGT blade failure, which could lead to engine failure and loss of the airplane.
74-14-03: 74-14-03 DETROIT DIESEL ALLISON: Amendment 39-1891. Applies to Detroit Diesel Allison Model 250-C20 Engines equipped with Chandler Evans Fuel Controls. Compliance required as indicated. To prevent after fires resulting from incomplete fuel cut-off at engine shutdown, unless already accomplished: A. Within the next 25 hours' flight time, and at each subsequent change of the fuel control or the associated linkage system inspect the fuel control rigging to assure that the fuel control quadrant reads minus 2 degrees with the throttle lever against the minimum stop when the twist grip is in the "Fuel Off" position. Minus 2 degrees is 1/32 inch to the left of the 0 degree mark. If the reading is not minus 2 degrees, readjust the minimum stop on the fuel control to obtain minus 2 degrees on the fuel control quadrant as follows: 1. Turn the minimum stop screw to obtain 0 degrees on the quadrant with the throttle against the stop. 2. Turn the minimum stop screw out (counterclockwise) one half turn. 3. Recheck to be sure the pointer is at minus 2 degrees when the twist grip is in the "Fuel off" position. NOTE: If after accomplishing the above, limitations of the aircraft engine control system linkage prevent reaching minus 2 degrees, set the minimum stop at 0 degrees. B. In addition to Part A, within the next 25 hours' flight time, accomplish the following on Model 250- C20 Engines equipped with Chandler Evans fuel controls, Part Numbers 6875653, 6876967, 6876797, 6877542, 6851386, and 6851506 only. This is a one time adjustment and test. 1. Adjust the cut-off lever link as follows: a. If the minimum stop is adjusted to minus 2 degrees, turn the nut closest to the throttle shaft four flats in the direction to shorten the effective length of the link. b. If the minimum stop is adjusted to 0 degrees, turn the nut closest to the throttle shaft eight flats in the direction to shorten the effective length of the link. c. Tightenthe nut on the opposite side of the cut-off lever bushing to 8-12 in. lb. so that the lever bushing is tight between the locknuts. d. Paint the locknuts and thread area around the nuts with red Glyptol or equivalent to identify the control as having been adjusted. 2. Start the engine and make a short ground run; then check the rigging for repeatability of the setting (0 degrees or -2 degrees) with the twist grip at "Fuel Off". 3. Check the fuel control cut-off valve for leakage as follows: a. Disconnect the fuel hose from the fuel nozzle and place the free end in an open container. b. Turn on the aircraft switches required to provide fuel boost pump pressure to the engine and pull the ignition circuit breaker or remove the primary wire to the ignition exciter to deactivate the ignition system. (Insulate the terminal of the primary wire.) c. Motor the engine to 10% N(1) RPM using the starter. d. If fuel flows from the open line in excess of 20 drops perminute with the twist grip at "Fuel Off", replace the fuel control and repeat the check before accepting the control. e. Reconnect the fuel hose and tighten the coupling to 80-120 in. lb. Detroit Diesel Allison Commercial Service Letter 250-C20-CSL-1023 pertains to this subject. This amendment is effective July 10, 1974.
2022-21-01: The FAA is superseding Airworthiness Directive (AD) 2021-06- 07, which applied to certain Airbus SAS Model A330-200 series and A330- 300 series airplanes. AD 2021-06-07 required repetitive detailed inspections of the courier area oxygen system (CAOS) and replacement of affected parts if necessary. Since the FAA issued AD 2021-06-07, improved flexible oxygen hoses have been developed. This AD continues to require repetitive detailed inspections of the CAOS and replacement of affected parts if necessary. This AD also requires replacing each affected part with an improved serviceable part, which is terminating action for the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.