Results
2012-11-09 R1: We are revising Airworthiness Directive (AD) 2012-11-09 for certain transport category airplanes. AD 2012-11-09 required either activating all chemical oxygen generators in the lavatories until the generator oxygen supply is expended, or removing the oxygen generator(s); and, for each chemical oxygen generator, after the generator is expended (or removed), removing or restowing the oxygen masks and closing the mask dispenser door. AD 2012-11-09 also required installing a supplemental oxygen system in affected lavatories, which terminated the requirements of AD 2012-11-09. This AD clarifies a certain restriction by providing a broader method of compliance. This AD was prompted by the discovery that the requirement to change the instructions for continued airworthiness under certain conditions may impose an unnecessary burden on operators. We are issuing this AD to eliminate a hazard that could jeopardize flight safety, and to ensure that all lavatories have a supplemental oxygen supply.
2000-11-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100 and -300 series airplanes, that requires revising the Aircraft Log Book to correct the airplane Production Modification List; performing an inspection to determine which bonded skin panels on the airplane require bonding integrity inspections (BII); and revising the Airworthiness Limitations List of the Approved Maintenance Plan to include the BII requirements. This amendment also requires, for certain airplanes, repetitive ultrasonic bond inspections to detect disbonding of airplane skin panels, and repair, 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 damage to bonded skin panels to go undetected, which could result in failure of the bonded skin panels, and consequent loss of controllability of the airplane.
2000-11-28: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and 767-200 and -300 series airplanes, that requires repetitive inspections to detect damage and wear of the auxiliary track assembly of the thrust reverser, and corrective actions, if necessary. This amendment also requires eventual repair of the auxiliary track assembly, or replacement of the slider and liner or the entire assembly, with new, improved parts, which, when accomplished, would terminate the repetitive inspections. This amendment is prompted by reports of damage and wear to the auxiliary track assembly. The actions specified by this AD are intended to prevent a slider disengaging from the auxiliary track assembly, which could lead to separation of a portion of the thrust reverser from the airplane during flight, possible impact of separated portions on airplane structure, and consequent possible rapid decompression of the airplane, reduced controllability of the airplane, or reduced structural integrity of the fuselage.
2015-15-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-100-1A10 (Challenger 300) airplanes. This AD was prompted by testing of the spoiler electronic control unit (SECU) software for an upgrade, which revealed a timing error between the command and monitor channels. This AD requires revising the maintenance or inspection program to incorporate repetitive operational tests of the aileron disconnect system, and corrective action if necessary. This AD also requires modification and reidentification of the SECU, which would terminate the repetitive operational tests. We are issuing this AD to prevent a timing error in the SECU software, which, in combination with failure of the roll disconnect switch, could result in complete loss of spoiler functionality and consequent reduced controllability of the airplane.
2000-11-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200 and -300 series airplanes, that requires repetitive inspections to detect wear or damage of the door latches and disconnect housings in the off-wing escape slide compartments, and replacement of any discrepant component with a new component. This amendment is prompted by reports of worn and damaged door latches and disconnect housings in the off-wing escape slide compartments. The actions specified by this AD are intended to ensure deployment of an escape slide during an emergency evacuation. Non-deployment of an escape slide during an emergency could slow down the evacuation of the airplane and result in injury to passengers or flightcrew. The actions specified by this AD are also intended to detect damaged disconnect housings in the off-wing escape slide compartments, which could result in unexpected deployment of an escape slide during maintenance, and consequent injury to maintenance personnel.
2000-12-05: This amendment supersedes an existing airworthiness directive (AD), applicable to International Aero Engines AG (IAE) V2500-A1/-A5/-D5 series turbofan engines, that requires revisions to the Airworthiness Limitations Section (ALS) and Maintenance Scheduling Section (MSS) of the Instructions for Continued Airworthiness (ICA), located in the Time Limits Manual (Chapter 05-10-00) of the Engine Manuals, to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action would add additional critical life-limited parts for enhanced inspection. This action is prompted by additional focused inspection procedures that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-03-03: 89-03-03 PARTENAVIA COSTRUZIONI AERONAUTICHE, SPA: Amendment 39-6117. Applicability: Models P 68, P 68B, P 68C, P 68TC, P 68 "Observer", and P 68TC "Observer" (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished after the last engine removal. To prevent loss of structural integrity of the engine mounts, accomplish the following as referenced in Partenavia Service Bulletin (SB) No. 76 dated December 23, 1988: (a) Inspect the engine mounting system as follows for both engines: (1) Prepare the airplane as necessary as described for "ENGINE REMOVAL" in the Partenavia Maintenance Manual and support the engine with a hoist. (2) Remove the mount bolts (P/N MS 20006-12) from the airframe one-by-one starting with the lower bolts. (3) With a 10x magnifier, visually inspect the bolts for cracks, circumferential scoring, corrosion, or absence of protective coating on the shank of the bolt. Prior to further flight discard all damaged bolts, and replace with serviceable bolts. (4) Insure that washers (P/N MS 20002-C6) are properly installed on all the engine mount attachment bolts with the chamfer in the hole mating with the head of the bolt. (5) Reinstall undamaged bolts or replacement bolts and washers. Starting with the upper bolts, torque each to 335 to 375 inch-pounds. (6) Prepare the airplane for flight as described in "INSTALLATION OF ENGINE" in the Partenavia Maintenance Manual. (b) Repeat the requirements of paragraph (a) of this AD at any subsequent engine removal. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche. S.P.A., Via Cava 80026 Casoria-Naples, Italy; telephone 81 759-0946; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6117, AD 89-03-03) becomes effective on February 16, 1989.
2015-13-07: We are superseding Airworthiness Directive (AD) 98-13-23 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 98-13-23 required inspections to detect corrosion and cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin; and repair, if necessary. This new AD reduces the compliance times and repetitive intervals, and changes the inspection procedures. This AD was prompted by the determination that the risk of cracking is higher than initially determined. We are issuing this AD to prevent cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin, which could result in reduced structural integrity of the horizontal-stabilizer cutout longeron.
63-17-03: 63-17-03 LOCKHEED: Amdt. 599 Part 507 Federal Register August 10, 1963. Applies to All Models 188A and 188C Series Aircraft Except Those Which Have Been Repaired in Accordance With Lockheed Service Bulletin 88/SB-579 or an Equivalent Approved By the Chief, Engineering and Manufacturing Branch, FAA Western Region. Compliance required as indicated. As a result of fatigue cracking in the horizontal stabilizer spar web at fuselage Station 1167.7, the following shall be accomplished: (a) Within the next 210 hours' time in service after the effective date of this AD, inspect the horizontal stabilizer spar web at fuselage Station 1167.7, stabilizer Station 29, in the 0.62-inch radius near the lower cap and repair as necessary in accordance with the following: (1) Clean the radius area and inspect for cracks using a dye-penetrant method or FAA approved equivalent. If a cleaner other than a mild soap solution is used, complete removal of the cleaning agent is required.(2) Any webs with cracks of 3/4 inch or less shall be stop drilled before further flight with a 3/8-inch diameter flat bottom drill, except that if the crack terminates at a fastener hole, stop drilling is not required. (3) Any webs with cracks in excess of 3/4 inch and cracked webs which have been stop drilled on which further cracking occurs shall be repaired before further flight in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (b) Following the accomplishment of (a) reinspect the area described in (a) in accordance with (a)(1) as follows: (1) Inspect uncracked webs at intervals not to exceed 1,200 hours' time in service. (2) Inspect stop-drilled cracks of 3/16 inch or less at intervals not to exceed 840 hours' time in service. (3) Inspect stop-drilled cracks in excess of 3/16 inch but not greater than 1/2 inch at intervals not to exceed 420 hours' time inservice. (4) Inspect stop-drilled cracks in excess of 1/2 inch but not greater than 3/4 inch at intervals not to exceed 210 hours' time in service. (c) If cracks are detected by reinspection of (b)(1), repair in accordance with (a)(2) or (a)(3) as applicable. If additional cracking is detected by the reinspection of (b)(2) through (b)(4), repair in accordance with (a)(3). (d) For aircraft on which the inspection and repair as required in (a) was accomplished before the effective date of this AD, such inspection may be considered as the initial inspection, and the repetitive inspection periods of (b) shall be computed from the aircraft's time in service at the time of that initial inspection. (e) The periodic reinspection described in (b) may be discontinued when a cracked web is repaired in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch FAA Western Region, or when such repair is incorporated as a reinforcement on an uncracked web. (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. (Lockheed Service Information Letter 88/SIL-62 and Lockheed Service Bulletin 88/SB- 579 cover this same subject.) This directive effective September 12, 1963. Revised November 21, 1963.
2010-19-03: We are adopting a new airworthiness directive (AD) for certain Model 737-700 (IGW) series airplanes. This AD requires deactivation or modification of PATS Aircraft, LLC, auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2000-11-16: This amendment supersedes Airworthiness Directive (AD) 97-17-03, which currently requires you to accomplish the following on Ayres Corporation (Ayres) S2R Series and Model 600 S2D airplanes: inspect the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking; replace any lower spar cap where fatigue cracking is found; and report any fatigue cracking. This AD retains the inspection and replacement (if necessary) requirements of the lower spar caps that are currently required in AD 97-17-03. This AD also makes these inspections repetitive, adds additional airplanes to the Applicability of the AD, changes the initial compliance time for all airplanes, and arranges the affected airplanes into groups (six) based on usage and configurations. The existing AD was the result of an accident of an Ayres S2R series airplane where the wing separated from the airplane in flight. The actions specified by this AD are intended to detect and correct fatigue cracking of the lower spar caps, which could result in the wing separating from the airplane with consequent loss of control of the airplane
81-26-51 R3: 81-26-51 R3 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4328 as amended by Amendment 39-4555 is further amended by Amendment 39-4722. Applies to Lockheed Model L-1011-385 series airplanes, serial numbers 1052 and subsequent, certificated in all categories. Compliance is required as indicated, unless previously accomplished. To detect cracks in the Fuselage Station (FS) 1363 bulkhead lower caps, fuselage skin, adjacent web, and web horizontal stiffeners; and to prevent failure and possible sudden decompression of the airplane, accomplish the following: A. Compliance Schedule: 1. Compliance is required within 300 landings after the effective date of this AD for the inspection specified in paragraph C., below, on all aircraft having accumulated 10,000 or more landings, as of the effective date of this AD. Previously accomplished inspections per paragraph B. or F., below, or per Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, satisfy this initial inspection requirement. 2. Aircraft having accumulated less than 10,000 landings as of the effective date of this AD amendment must have an initial inspection as specified in paragraph C. below prior to accumulating 10,300 landings. 3. Repetitive inspections in accordance with paragraph C., below, are required on all affected aircraft until the permanent modification specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-207, Revision 1, dated October 12, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, is accomplished which terminates the repetitive inspections required by this AD. (a) If the initial inspection was accomplished in accordance with paragraph B. below, within an additional 300 landings after the initial inspection, or within 100 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (b) If the initial inspection was accomplished in accordance with Accomplishment Instructions, Section 2, of Lockheed L-1011 Service Bulletin 093-53-208, Revision 1, dated December 23, 1981, within an additional 600 landings after the initial inspection, or within 300 landings after the effective date of this amendment, whichever is later, inspect internally at intervals not to exceed 2000 landings and externally at intervals not to exceed 600 landings thereafter in accordance with paragraph C. below. (c) The 2000 landings internal inspection intervals may be increased to 4000 landings if the external support angle (P/N 1561639) is also inspected in accordance with Section 2,Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-209, dated October 27, 1981, and no damage is found. (d) Any area with bulkhead cap repairs must be inspected at an interval not to exceed 500 landings. If the bulkhead cap repair had been accomplished prior to the effective date of this AD, the next X-ray inspection to the bulkhead cap must be accomplished within 500 landings from the date of the repair or within 500 landings from the last X-ray inspection, whichever is earlier. B. Accomplishment Instruction - Option 1: 1. Remove both main landing gear fairing panels 195B, left hand side and 196B right hand side, or remove splash panels, Lockheed L-1011 P/N 1541920-101 and -102, and 2. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, left hand side. Inspect from the main landing gear wheel well, paying particular attention to web and horizontal stiffeners at bulkhead cap, above and below water line 140. 3.Perform a close visual inspection for cracks in fuselage skin between Fuselage Stations 1363 and 1403, left hand side, paying particular attention to the area between Stringers 44 and 46. 4. Perform a close visual inspection for cracks in Fuselage Station 1363 bulkhead, right hand side. Inspect from the main landing gear wheel well, paying particular attention to the web and horizontal stiffeners at the bulkhead cap, above and below water line 140. 5. Perform a close visual inspection for cracks in the fuselage skin between Fuselage Stations 1363 and 1403, right hand side, paying particular attention to the area between Stringers 20 and 22. Or, in lieu of B.1. thru B.5. 6. Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedure called out in Section 2, Accomplishment Instructions, of Lockheed Service Bulletin 093-53-206, Revision 1, dated October 19, 1981, or Accomplishment Instructions, Section 4 or 5 of Lockheed L-1011 Service Bulletin 093-53-A212, dated December 7, 1981. C. Accomplishment Instructions - Option 2 Inspect for cracks in FS 1363 bulkhead cap and surrounding areas in accordance with the inspection procedures specified in Section 2, Accomplishment Instructions, of Lockheed L-1011 Service Bulletin 093-53-228, dated April 22, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. If cracks are found in the lower cap, adjacent web, fuselage skin, or web stiffeners, they must be repaired before further flight in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. E. If cracks are found only in the Lockheed P/N 1518531-121 reinforcing strap and not repaired, reinspect externally in accordance with paragraph C., above, at intervals not to exceed 250 landings until a repair or permanent modification is incorporated in a manner approved by theManager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. G. 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 inspection requirements of this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. Amendment 39-4328 became effective March 11, 1982, and was effective earlier to those recipients of Telegraphic AD T81-26-51, dated December 11, 1981. Amendment 39-4555 became effective February 9, 1983. This Amendment 39-4722 becomes effective September 21, 1983.
87-21-05: 87-21-05 CESSNA: Amendment 39-5745. Applies to the following models and serial numbered airplanes certificated in any category which have been modified in accordance with Supplemental Type Certificate (STC) SA 4795SW: MODELS SERIAL NUMBERS 150 17001 thru 17999 59001 thru 59018 150A 15059019 thru 15059350 150B 15059351 thru 15059700 150C 15059701 thru 15060087 150D 15060088 thru 15060772 150E 15060773 thru 15061532 150F 15061533 thru 15064532 150G 15064533 thru 15067189 (except 15064970) 150H 649, 15067199 thru 15069308 150J 15069309 thru 15071128 150K 15071129 thru 15072003 150L 15072004 thru 15075781 150M 15075782 thru 15079405 A150K A1500001 thru A1500226 A150L A1500227 thru A1500523 A150M 15064970, A1500524 thru A1500734 152 15279406 thru 15285595 and on A152 A1500433, A1520735 thru A152088 681, A1520809 thru A1521015 and on Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To assure operation of the airplane within the approved center of gravity (CG) limits and approved operating limitations, accomplish the following: (a) For Model 150, 150 A/B/C, airplanes accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate a placard with the following statement using letters with a minimum height of 1/8 inch: "NOT APPROVED FOR SPINS." Install this placard in clear view of the pilot on the airplane instrument panel. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. NOTE: Compliance with Airworthiness Directive 86-15-07 does not relieve compliance with this AD for Models 150, 150A/B/C airplanes. (b) For Model A150 K/L/M airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 1. of this AD, marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (c) For Model A152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins withthe words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the right hand door post. (2) Fabricate the temporary placard detailed in Figure 2. of this AD, permanently marking it with the statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. (3) Operate the airplane in the Utility Category in accordance with the placard and the operating limitations for center-of-gravity and maximum weight as specified in the original weight and balance data for an unmodified airplane. (d) For Model 150 D thru M and 152 airplanes, accomplish the following: (1) Remove the placard required by STC SA4795SW which states the category and weight limits and begins with the words "THIS AIRPLANE MAY BE OPERATED . . ." The placard should be located on the instrument panel over the existing maneuver placard. (2) Fabricate the placard detailed in Figure 3. of this AD, permanently marking it withthe statement as shown and install it in clear view of the pilot on the instrument panel over the existing maneuver placard. Alternatively, this placard may be obtained from Aircraft Conversion Technologies, Inc., 1410 Flight Line Drive, Lincoln, California 95648. (3) Operate the airplane in accordance with the placard. (e) Installation of the placards required by this AD may be accomplished by the owner/operator on any airplanes which are not used under FAR Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (f) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (g) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, FAA Southwest Region, Fort Worth, Texas 76193-0100; telephone (817) 624-5100. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to J&S Engineering, 222 W. Turbo Drive, San Antonio, Texas 78216; or may examine the document(s) referred to herein at FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 13, 1987. MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 162 MPH (141 KNOTS) STRUCTURAL CRUISING (Vc) 120 MPH (104 KNOTS) MANEUVERING (Va) 109 MPH ( 95 KNOTS) FLAPS EXTENDED (Vfe) 98 MPH ( 85 KNOTS) THE FOLLOWING ACROBATIC MANEUVERSARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 109 MPH (95KTS) LAZY EIGHTS 109 MPH (95KTS) STEEP TURNS 109 MPH (95KTS) STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 1 MATERIAL: Index card laminated in plastic SCALE: Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater typewritten 2.5 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE TO BE OPERATED IN THE UTILITY CATEGORY WITHIN THE FOLLOWING LIMITS: MAXIMUM AIRSPEEDS (IAS) NEVER EXCEED (Vne) 149 KNOTS STRUCTURAL CRUISING (Vc) 111 KNOTS MANEUVERING (Va)104 KNOTS FLAPS EXTENDED (Vfe) 85 KNOTS THE FOLLOWING ACROBATIC MANEUVERS ARE APPROVED: MANEUVER RECM. ENTRY SPEED MANEUVER RECM. ENTRY SPEED CHANDELLE 95 KNOTS LAZY EIGHTS 95 KNOTS STEEP TURNS 95 KNOTS STALLS (EXCEPT WHIP STALLS) SLOW DECELERATION 4.5 or greater PLACARD FIGURE 2 MATERIAL: Sheet aluminum THICKNESS: .020 SCALE Full DIMENSIONS: Inches LETTERING: 1/8 in. or greater, silver on black 2.0 or greater INTENTIONAL SPINS ARE PROHIBITED THIS AIRPLANE MAY BE OPERATED WITHIN THE FOLLOWING LIMITS: UTILITY CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1600 POUNDS AT 32.9 IN. TO 36.75 IN. AT 1600 POUNDS AND BELOW. NORMAL CATEGORY: UP TO 1280 POUNDS AT 31.5 IN. TO 1760 POUNDS AT 33.6 IN. TO 36.75 IN. AT 1760 POUNDS AND BELOW. NO ACROBATIC MANEUVERS ARE APPROVED FOR NORMAL CATEGORY OPERATIONS 4.5 or greater PLACARD FIGURE 3
2015-15-03: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GEnx turbofan engine models. This AD was prompted by reports of GEnx-1B and GEnx-2B engines experiencing power loss in ice crystal icing (ICI) conditions. This AD precludes the use of full authority digital engine control (FADEC) software, version B175 or earlier, in GEnx-1B engines, and the use of FADEC software, version C065 or earlier, in GEnx-2B engines. We are issuing this AD to prevent engine failure, loss of thrust control, and damage to the airplane.
2015-14-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new limitations for fuel tank systems. We are issuing this AD to prevent potential ignition sources within the fuel system, which could result in a fuel tank explosion.
2000-11-17: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model SA-365N1, AS-365N2, and SA-366G1 helicopters and that currently requires initial and repetitive inspections of the tail rotor blade Kevlar tie-bar (Kevlar tie-bar) for cracks or delaminations. This amendment requires the same actions required by the existing AD and corrects an incorrectly stated part number (P/N) in the existing AD. This amendment is prompted by a report of delamination of a Kevlar tie- bar. The actions specified by this AD are intended to detect cracks that could lead to delamination of the Kevlar tie-bar, loss of tail rotor control, and subsequent loss of control of the helicopter.
2000-11-10: This amendment supersedes an existing airworthiness directive (AD) applicable to certain Rolls-Royce plc (R-R) RB211 series turbofan engines. That AD currently requires the removal from service of intermediate pressure (IP) compressor stage 6-7 rotor shafts that exceed reduced cyclic life limits. This amendment requires further reduction of cyclic life limits and introduction of new reduced cyclic bands for rework. This action is prompted by additional stress analysis conducted following failure of an IP compressor stage 6 disk. The actions specified by this AD are intended to prevent an uncontained engine failure due to rupture of an IP compressor stage 6-7 rotor shaft.
91-02-10: 91-02-10 CFM INTERNATIONAL: Amendment 39-6839. Docket No. 89-ANE-39. Applicability: CFM International (CFMI) CFM56-3, -3B, -3C series turbofan engines, installed on, but not limited to, Boeing 737-300, 737-400 and 737-500 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent engine power loss or flameout while operating in heavy precipitation, accomplish the following: (a) Install fan splitter fairing, fan stage 1 vane assembly, and new centering shroud, in accordance with the Accomplishment Instructions contained in CFMI CFM 56-3, -3B, -3C series Service Bulletin (SB) 72-450, Revision 1, dated May 30, 1989, within 30 days after the effective date of this AD. (b) Install the 12 door variable bypass valve (VBV) configuration in accordance with the Accomplishment Instructions contained in CFMI CFM 56-3, -3B, -3C series SB 72-462, Revision 1, dated May 30, 1989, within 30 days after the effective date of this AD. (c) Aircraft may beferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The installation procedures shall be done in accordance with the following CFM International documents: Document Page Number Revision Date CFMI CFM 56-3, 1-4, 6-26 Revision 1 5/30/89 -3B, -3C 5 Original 4/17/89 SB 72-450 CFMI CFM 56-3, 1-27, 29-33 Revision 1 5/30/89 -3B, -3C 28 Original 4/10/89 SB 72-462 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to CFM International, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. These documents may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6839, AD 91-02-10) is effective on February 11, 1991.
2015-14-04: We are adopting a new airworthiness directive (AD) for Kaman Model K-1200 helicopters with certain main rotor blades (MRB) installed. This AD requires inspecting each MRB for a crack or damage. This AD was prompted by a report that a crack was found on an MRB during a tear-down inspection. The actions are intended to detect a crack in the MRB, which could lead to failure of the MRB and subsequent loss of control of the helicopter.
59-12-01: 59-12-01 FAIRCHILD: Applies to all F-27 Series aircraft equipped with the heater system. Compliance required by July 15, 1959, and every 100 hours thereafter until forthcoming permanent fix is incorporated. (1) An incident has been reported in which a loose "B" nut on the fuel line connection to the combustion heater fuel control unit caused fuel to leak out around the shroud. In order to preclude possibilities of leakage at the heater fuel system fittings, remove and retain shroud assemblies, P/N 27-774575-1, attached to tube assemblies, P/N's 27-683051-151 or -251 and 27-774512-11, connected to fuel control assembly, P/N 43C80. Also remove and retain shroud assembly, P/N 27-774575-1, attached to opposite end of tube assembly, P/N 27-774512-11, connected to heater assembly, P/N 49C65. (2) At locations where shrouds were removed, inspect and determine that fittings of tube assemblies are torqued to proper values and no evidenceof fuel leakage exists. Torque fittings of tube assembly, P/N 27-774512-11 to 135 in. lbs. min. - 150 in. lbs. max., and tube assembly P/N 27-683051-151 or -251 to 40 in. lbs. min. - 65 in. lbs. max. (3) Operate heater to determine that no evidence of fuel leakage exists at tube assembly connections to fuel control and heater assemblies and reinstall shroud assemblies. (Fairchild F-27 Service Bulletin No. 21-48 dated April 22, 1959, covers this same subject.)
2010-17-16: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, S-76B, and S-76C helicopters. This AD requires an initial and recurring inspections of the tail rotor vertical stabilizer aft spar assembly (aft spar assembly) for a crack, loose or working fasteners, and corrosion, and, if any are found, further inspections of the vertical stabilizer forward spar assembly (forward spar assembly). Repairing or replacing any unairworthy part before further flight is also required. This AD also requires a recurring track-and-balance of the tail rotor. Finally, this AD requires installing a vertical stabilizer modification kit, which is terminating action for the requirements of the AD. This AD is prompted by 26 reports of fatigue cracks in the aft spar assembly web and outer caps. The actions specified by this AD are intended to detect and correct an unbalanced or out-of-track tail rotor, which could lead to increased vibrations, a fatigue crack, loss of a portion of the vertical stabilizer and subsequent loss of control of the helicopter.
2000-11-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires a one-time review of the maintenance records to determine if tripping of the fuel boost pump circuit breakers has been recorded, repetitive inspections to detect fuel leakage from the fuel boost pump wiring conduits, and corrective actions, if necessary. This amendment also requires replacement of the three single wires inside the metal conduit of the fuel boost pumps with new wires protected by a polyamide sleeve, which terminates the repetitive inspections. 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 fuel boost pump wiring from chafing, which could result in electrical arcing and a possible fuel tank ignition source.
2015-14-01: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by a report of loose bolts that are intended to secure the translating door crank assembly to the outside handle shaft. This AD requires a detailed inspection for loose bolts on the aft translating door crank assembly, and removal and reinstallation of the bolts. We are issuing this AD to prevent loose bolts from falling out. If both bolts become loose or fall out after the door is closed and locked, the door cannot be opened from inside or outside, which could impede evacuation in the event of an emergency.
89-09-01: 89-09-01 AIRBUS INDUSTRIE: Amendment 39-6192. Applicability: Model A300 series airplanes, on which Modification 1988 has been accomplished (Post Service Bulletin A300-54-022), and all Model A310 and A300-600 equipped with Walter Kidde or APCO fire extinguisher bottles, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the inability to actuate the fire extinguisher bottles, accomplish the following: A. Within 10 days after the effective date of this AD, inspect the engine fire extinguishers for an electrical bonding defect in accordance with Airbus All Operator Telex (AOT) 26/88/01. If defects are found, repair prior to further flight, in accordance with the AOT. B. Whenever the fire extinguishers bottles are replaced, perform the inspection required by paragraph A., above. C. 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 may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspection/modification required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6192, AD89-09-01) becomes effective on May 1, 1989.
79-12-07: 79-12-07 BENDIX: Amendment 39-3495. Applies to Bendix Model D-2000/D-2200 series (green distributor block only) six-and-eight-cylinder magnetos identified as follows: Magneto Model Part No. D6LN-2031 10-382560-53 D8LN-2200 10-382620-51 D6LN-2230 10-382910-53 D8LN-2200 10-382920-51 D6RN-2230 10-382910-58 D6RN-2230 10-382910-12 D6LN-2230 10-382910-17 D6LN-2230 10-382610-53 These magnetos are installed on but not limited to the following aircraft engines or aircraft engine/aircraft combinations: AVCO Lycoming Engines Installations TIO-540-R2AD TIO-540-F2BD TIO-540-N2BD IO-720-B1BD IO-720-D1CD IO-720-D1CD Piper, PA-36-375 IO-720-D1CD Cessna 414 IO-720-B1BD per Riley STC SA2680-SW IO-720-B1BD Rockwell 500S, 560S, and 680S modified by STC SA2691WE IO-720-B1BD Rockwell 680F, 680FL and 680FLP modified by STC SA2891WE To detect loose distributor block bushings, accomplish the following within the next 10 hours in service after the effective date of this A.D. unless previously accomplished, and every 25 hours thereafter until green distributor blocks are replaced by comparable black distributor blocks with part numbers as follows: P/N 10-382978 by 10-382998 and P/N 10-382976 by 10-382972, or equivalent FAA approved parts and procedures. a. Remove the ventilator plugs, threaded bushing, or solid plug from both ends of the magneto housing, as applicable. b. Remove gear axle retaining ring P/N 10-92815-37, plain washer P/N 10-50753, and felt washer P/N 10-50752 from both distributor gear axle positions. c. Fabricate a 1/4 in. round probe of non-metallic material, preferably wood dowel rod, approximately six inches long, with one end approximately 1/8 in. wide by 1/8 in. thick by 1 in. long to resemble a screw driver blade. d. Insert the formed end of the tool thru the inspection hole at one end of the magneto housing and between two teeth of the distributor gear.Gently so as not to damage the gear teeth, attempt to push the gear back and forth sideways, while observing the corresponding bronze bushing in the distributor block. If there is no movement between the bushing and the block, insert the tool under the flat surface of the gear on its outside diameter. Exert pressure on the end of the tool to lift the gear towards the distributor block. Inspect for movement between the bushing and the block. If no bushing movement is detected by either of these two inspections, repeat the procedures at the gear bushing location at the opposite end of the magneto. e. If no movement is detected, reassemble the magneto per maintenance and overhaul instructions listed in Bendix publications L-928-1 and L-945 or other approved procedures. f. If bushing movement is detected at either end, the distributor block must be replaced prior to further flight. When replacing distributor block, center the block relative to any lateral movement of block. g. Tighten distributor block screws to a torque value of 25 to 30 inch lbs. Reassemble the magneto according to applicable instructions in D-2000/D-2200 series magneto overhaul publication, Bendix Form L-945 and tighten the magneto cover screws to a torque value of 30-35 in. lb for black magnetos and 40-45 in. lb for gray magnetos. h. If replacing the green distributor block with a black distributor block, reidentify the magneto system P/N and magneto P/N by stamping the numeral 1 over the first digit of the dash number suffixes. For example: System P/N -201 becomes -101 Magneto P/N -51 becomes -11 Record magneto serial number in aircraft engine log. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. As permitted by FAR 21.197, aircraft may be flown to a base where maintenance required by this airworthiness directive can be accomplished. Bendix Service Bulletin No. 606 pertains to this problem. This amendment is effective June 19, 1979, except for those persons to whom it was made effective by emergency airmail letter dated April 19, 1979.