Results
2007-12-04: The FAA is superseding an existing airworthiness directive (AD) that applies to all Airbus Model A300-600 series airplanes. That AD currently requires inspections of the lower door surrounding structure to detect cracks and corrosion; inspections to detect cracking of the holes of the corner doublers, the fail-safe ring, and the door frames of the door structures; and repair if necessary. That AD also provides for optional terminating action for certain inspections. This new AD retains all requirements of the existing AD, mandates the previously optional terminating action, reduces the applicability of the existing AD, and adds repetitive inspections behind scuff plates for certain affected airplanes. This AD results from a determination that further rulemaking is necessary to improve the fatigue behavior of the cabin door surroundings. We are issuing this AD to prevent corrosion between the scuff plates at exit and cargo doors and fatigue cracks originating from certain fastener holes located in adjacent structure, which could result in reduced structural integrity of the door surroundings.
2007-11-21: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Abnormal manufacturing variations of the universal joints in combination with mechanical wear can lead to a joint failure and subsequent disconnection between selector and the fuel valve. This result in a loss of capability to select the fuel tank for supply. This condition might remain unrecognised by the pilot and can result in fuel starvation during flight and/or unavailability of emergency fuel shutoff. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-20-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
97-24-09: This amendment adopts a new airworthiness directive (AD) that applies to Burkhart Grob, Luft-und Raumfahrt (Grob), Model G 103 C Twin III SL sailplanes. This action requires repetitively inspecting the propeller bearing and upper pulley wheel for increased play and, if increased play is found, modifying the propeller bearing and pulley wheel with a part of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the loss of the sailplane engine propeller and possible loss of the sailplane.
76-17-08 R1: 76-17-08 ENSTROM: Amendment 39-2700 as amended by Amendment 39-3043. Applies to Models F-28, F-28A, and 280 helicopters certificated in all categories, except for those helicopters which have the following main rotor shaft gear box serial numbers. 032FS 07-012-74PS 39-002-13PS 041PS 08-001-72S 44-011-76PS 067PS 10-002-72PS 44-019-76PS 070PS 19-024-74PS 53-003-73PS 091 34-029-75PS To detect tool marks, surface irregularities, and cracks which may develop into failure of the Main Rotor Shaft (Enstrom Part Number 28-13104) accomplish the following: A. Before further flight visually inspect the main rotor shaft in the area of the radius beneath the rotor hub shoulder, using an eight power or greater magnifying glass and report to the Enstrom Helicopter Corporation, Menominee County Airport, P.O. Box 277, Menominee, Michigan, Phone 906-863-9971, any evidence of circumferentially disposed tool marks or surface irregularities. B. Before further flight, unless previously accomplished within the last 20 hours time in service or one month, and every 20 hours or one month thereafter, whichever occurs first, inspect the main rotor shaft for cracks in the area of the radius beneath the rotor hub shoulder using a 3-step dye-penetrant method. The inspections are to be performed by maintenance personnel familiar with the dye-penetrant inspection method. C. Within 10 hours time in service or 15 days, whichever occurs first after each dye- penetrant inspection, visually check the main rotor shaft for cracks in the area of the radius beneath the rotor hub shoulder using an eight power or greater magnifying glass. D. Before further flight remove from service any main rotor shaft found to contain cracks or other evidence of damage and replace with an airworthy shaft of the same part number or later FAA approved part number. E. Immediately check in accordance with Paragraph B above any helicopter which develops unusual once-per-rotor-revolution vibration. Such vibrations serve as warning of imminent failure. F. Within the next 200 hours time in service or six months after the effective date of this amendment, whichever occurs first, remove main rotor shaft from service or return gearbox and shaft to Enstrom Helicopter Corporation for modification in accordance with Enstrom Service Directed Bulletin No. 0036. G. Repetitive inspections of paragraphs B and C above may be discontinued after main rotor shaft modification in accordance with Enstrom Service Directed Bulletin No. 0036. 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 the Enstrom Helicopter Corporation, Menominee County Airport, P.O. Box 277, Menominee, Michigan 49858. These documents may also be examined at the FAA Great Lakes Region, Engineering and Manufacturing Branch, AGL-210, 2300 East Devon Avenue, Des Plaines, Illinois. A historical file on this AD which includes the incorporated material in full is also maintained at that office. Amendment 39-2700 superseded Amendment 39-2472 (40 F.R. 59197), AD 75-26-19. Amendment 39-2700 became effective September 1, 1976 and was effective immediately for all recipients of the airmail letters dated August 6, 1976 which contained this amendment. This amendment 39-3043 becomes effective October 4, 1977.
83-08-01 R1: 83-08-01 R1 TRW HARTZELL PROPELLER: Amendment 39-4633. Letter issued April 29, 1983. Applies to all the TRW Hartzell Model HC-B3TN-2, HC-B3TN-3, HC-B3TN-5, HC- B4TN-3, HC-B4TN-5, HC-B4MN-5, and HC-B5MP-3 turbopropellers. The HC-B( )TN-2, HC- B( )TN-3, and HC-B( )MP-3 propellers are installed on Pratt & Whitney Aircraft of Canada Model PT6A-( ) series engines. The HC-B( )TN-5 and HC-B( )MN-5 series propellers are installed on the AiResearch TPE-331-( ) series engines.\n \n\tCompliance required as indicated, unless already accomplished. To preclude propeller attach bolt failures or improperly secured propellers, accomplish the following:\n\n\tA.\tPrior to further flight, all new propeller installations and serviceable propellers which are being reinstalled must be installed as follows: \n\n\t\t(1)\tInstall the propeller oil seal to the engine flange after ensuring that the engine and propeller flanges are clean.\n \n\t\t(2)\tCarefully install propeller on the engine flange ensuring that complete and true contact is established.\n\n\t\t(3)\tApply MIL-T-5544 Petrolated Graphite or TRW Hartzell Lubricant P/N A3338 to bolt threads and bolt washer surfaces (and remainder of bolt if desired).\n \n\t\t(4)\tInstall eight new B-3339 bolts and eight new A-2048-2 washers through engine flange into propeller flange.\n \n\t\t(5)\tTorque all bolts, with a torque wrench and an appropriate adapter, to 40 ft.-lbs. and then to 80 ft.-lbs. following torque sequence "A" (shown to below). Final torque all bolts using "B" sequence (shown below) to 100 to 105 ft.-lbs. Safety all bolts in an FAA approved manner.\n\n\n\n\n \n\tNOTE: TRW Hartzell Instructions No. 140 dated March 15, 1982, also pertains to this subject.\n \n\tB.\tWithin the next 300 hours time in service after the effective date of this AD, accomplish the following on all applicable turbopropeller installations presently using P/N A- 2047 propeller attach bolts: \n\n\t\t(1)\tCheck the torque, with a torque wrench and an appropriate adapter,of all eight propeller attach bolts (with washers installed). Torque should be 100 to 125 ft.-lbs. with dry threads. (Caution: Do not use any lubricant with the A-2047 bolts. Safety all bolts in an FAA approved manner.)\n \n\t\t(2)\tIf the torque of any 1 of the bolts is found to be less than 100 ft.-lbs., remove all 8 bolts and washers and replace with new (B-3339) bolts and new (A-2048-2) washers in accordance with paragraphs A (1) through (5) herein. (Caution: Do not use an intermix of A-2047 and B-3339 bolts in the same installation.) NOTE: The A-2047 bolt has the letter "H" stamped inside a triangle on the bolt. The B-3339 bolt has the part number stamped inside the cupped head.\n \n\tC.\tUpon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018.\n \n\tThis amendment supersedes Amendment 39-3290 (43 FR 42731), AD78-18-01.\n \n\tAmendment 39-4633 became effective April 28, 1983.\n\n\tThis amendment becomes effective upon receipt.
98-05-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of electrical relays 15KF and 16KF, which control the auxiliary propeller control feathering system, with relays having increased load capacity. 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 auxiliary propeller control feathering system, which, in the event of an engine failure combined with failure of the primary propeller pitch control, could result in the inability to feather the propeller, and consequent reduced controllability of the airplane.
98-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires replacement of the existing load limitation labels located in the main baggage compartment with new reduced load limitation labels. This amendment also provides for optional modification of the internal access door of the main baggage compartment, which, if accomplished, terminates the requirement for reduced load 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 failure of the internal access door latches of the main baggage compartment in the event of an emergency landing, which could delay or impede passenger evacuation due to baggage spilling into the aisle and blocking the emergency exit door.
70-16-02: 70-16-02 DOWTY ROTOL: Amendment 39-1015 as amended by Amendment 39-1503. Applies to all Dowty Rotol propellers, installed on but not necessarily limited to the following airplanes: Fairchild Series F-27 and FH-227, Armstrong Whitworth AW 650, Grumman G-159, Viscount 700 and 810 series, Nihon YS-11, and Convair 240, 340, 440 turbopropeller conversions. Compliance is required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. (a) Inspect the blade pitch change operating link and eyebolt fork assembly for - (1) Seizure (the link and eyebolt are seized if the torque required to move the link is 300 inch pounds or more); and (2) Cadmium plating on the mating surfaces between the operating link and eyebolt fork and the holes through the eyebolt fork and the operating link. (b) If the link and eyebolt fork are not seized and have not been cadmium plated, they may remain in service. (c) If the linkand eyebolt fork are not seized but cadmium plating is found in the prohibited areas, remove the plating by means of wet or dry silicon carbide paper, fine or medium grade, and conduct a magnetic crack test. If no cracks are found, the assembly may remain in service until the next propeller overhaul for air carrier airplanes and airplanes under a continuous maintenance program or for 3,300 hours' time in service after the effective date of this AD for all other airplanes. At the next propeller overhaul for air carrier airplanes and airplanes under a continuous maintenance program, or within 3,300 hours' time in service after the effective date of this AD for all other airplanes, heat treat the links and eyebolt forks found to have been cadmium plated in order to remove embrittlement in accordance with Dowty Rotol Service Bulletin No. 61- 754, dated June 12, 1970, or later ARB-approved issue or an FAA-approved equivalent. (d) If the link and eyebolt fork are seized, remove the linkand eyebolt fork from service and replace them with an assembly having a part number approved for that model propeller that has not been cadmium plated in the prohibited areas. (e) If the link or eyebolt fork are found to be cracked during the inspection in paragraph (c), remove the cracked part from service and replace it with a part having a part number approved for that model propeller that has not been cadmium plated. (f) The inspection required by paragraph (a) need not be performed and the propeller may remain in service if - (1) The operator can show that no cadmium plating exists in the prohibited areas of that propeller; or (2) It is a new propeller that has never been overhauled. Amendment 39-1015 became effective July 25, 1970. This Amendment 39-1503 becomes effective August 21, 1972.
2019-20-05: The FAA is superseding airworthiness directive (AD) 2018-15-01 for certain Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, Trent 1000-H, Trent 1000-A2, Trent 1000-C2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 model turbofan engines. AD 2018-15-01 required certain engines susceptible to intermediate- pressure turbine (IPT) blade failure not be installed on an airplane together with other engines with IPT blades of the same cyclic life. This AD requires removal of the IPT blade set at lower cyclic life limits and replacing it with a blade set eligible for installation. This AD also expands the applicability to include additional Trent 1000 turbofan engine models. This AD was prompted by the determination that certain IPT blades are susceptible to shank corrosion which leads to cracking and possible blade separation. The FAA is issuing this AD to address the unsafe condition on these products.
98-18-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320-111, -211, -212, and -231 series airplanes, that currently requires reinforcement of the tail section of the fuselage at frames 68 and 69. This amendment adds a requirement for reinforcement of the tail section of the fuselage at frames 65 to 67. This action also revises the applicability of the existing AD. This amendment is prompted by reports indicating that the tail section has struck the runway during takeoffs and landings. The actions specified by this AD are intended to prevent structural damage to the tail section when it strikes the runway, which could result in depressurization of the fuselage during flight.
2007-11-11: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A318, A319, A320, and A321 airplanes. That AD currently requires a one-time inspection to determine the serial number of both main landing gear (MLG) sliding tubes, repetitive detailed inspections for cracking of the affected MLG sliding tubes, and corrective actions if necessary. This new AD retains these inspections and adds new repetitive inspections for cracking of the MLG sliding tubes. This AD also requires eventual replacement of both MLG shock absorbers. Doing this replacement terminates the repetitive inspection requirements of this AD. This AD results from a determination that additional inspections and mandatory replacement of the MLG shock absorbers are necessary. We are issuing this AD to detect and correct cracking in an MLG sliding tube, which could result in failure of the sliding tube, loss of one axle, and consequent reduced controllability of the airplane.DATES: This AD becomes effective June 29, 2007. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of June 29, 2007. On June 23, 2004, (69 FR 31867, June 8, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A320-32A1273, Revision 01, dated May 6, 2004.
98-01-08: 98-01-08 TELEDYNE CONTINENTAL MOTORS with STC SE8594SW: Priority Letter issued on December 23, 1997. Docket No. 97-ANE-48-AD. Applicability: Teledyne Continental Motors (TCM) IO-520-A, -B, -BA, -C, -CB, -D, -E, -F, -K, -L, -M, -MB, -J; TSIO-520-A, -B, -D, -E, -F, -G, -H, -J, -K, -L, -M, -N, -P, -R, -T, -U, -UB, -AF, -CE, -VB, -WB, -NB, -LB, -KB, -JB, -EB, -DB, -BB; O-470-B, -G, -K, -L, -M, -P, -R, -S, -U; IO-470-C, -D, -E, -F, -G, -H, -L, -M, -N, -P, -R, -S, -U, -V; and IO-550-B, -C, and -G series reciprocating engines, with Performance Engineering exhaust roller rocker arms, Part Number (P/N) PE92E, installed, in accordance with Supplemental Type Certificate (STC) SE8594SW. These engines are installed on but not limited to Cessna 180, 182, 185, 206, 207, 210, 310, 335, 340, 401, 402, 414; Raytheon (Beech) 33, 35, 36, 55, 58; Bellanca 17-30; New Piper PA-46; Fletcher FU-24A aircraft. Note 1: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent exhaust roller rocker arm failure, which can result in bent push rods, ruptured rocker arm covers, loss of engine oil, engine power loss and roughness, and possible engine failure, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, remove from service all Performance Engineering exhaust roller rocker arms, P/N PE92E, and replace with serviceable parts, as follows: (1) For IO-520, TSIO-520, O-470, IO-470, and all IO-550 series engines except the IO-550-G, replace with serviceable TCM exhaust roller rocker arms, P/N 652130. (2) For IO-550-G series engines, replace with serviceable TCM exhaust roller rocker arms, P/N 652966. (b) 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, Special Certification Office. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Special Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Special Certification Office. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (d) Priority Letter AD 98-01-08, issued December 23, 1997, becomes effective upon receipt.
98-20-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires relocation of the engine/master 1 relay from relay box 103VU to shelf 95VU in the avionics bay. 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 a simultaneous cutoff of the fuel supply to both engines, which could result in a loss of engine power and consequent reduced controllability of the airplane.
90-09-09: 90-09-09 BOEING: Amendment 39-6586. Docket No. 89-NM-217-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53- 2064, Revision 4, dated September 23, 1983, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the front spar pressure bulkhead chord, accomplish the following: \n\n\tA.\tFor airplanes that have not been modified in accordance with Boeing Service Bulletin 747-53-2064, dated July 25, 1972: Within the next 1,000 landings after October 15, 1984 (the effective date of AD 84-18-06, Amendment 39-4912), or prior to the accumulation of 10,000 landings, whichever occurs later, and thereafter at intervals not to exceed 7,000 landings, conduct a high frequency eddy current (HFEC) inspection of the chord to detect cracks between stringers S-37 and S-39 at the chord radius, heel, and flanges adjacent to the fastener holes identified for inspection in Boeing Service Bulletin 747-53-2064, Revision 4, dated September 23, 1983. If cracks are found in the pressure bulkhead chord, accomplish the repair in accordance with the service bulletin before further flight. Repair of cracks along the chord radius under 5 inches in length, or across a chord flange that have not severed the chord flange, may be deferred 1,000 landings by stop drilling and reinspecting for crack progression every 200 landings using HFEC. If crack progression is found, repair in accordance with the service bulletin prior to further flight. Inspections are to continue at intervals not to exceed 7,000 landings after repair. \n\n\tB.\tFor airplanes that have been modified in accordance with Boeing Service Bulletin 747-53-2064, dated July 25, 1972: Within the next 1,000 landings after October 15, 1984 (the effective date of AD 84-18-06, Amendment 39-4912), or prior to the accumulation of 10,000 landings after the modification, whichever is later, and thereafter at intervals not to exceed 10,000 landings, conduct an HFEC inspection to detect cracks in the front spar pressure bulkhead lower chord heel from stringers S-37 to S-39, and conduct an ultrasonic inspection to detect cracks in the fuselage skin originating at the indicated fastener holes beneath the forward drag splice fitting flanges, in accordance with the service bulletin. If any cracks are found, repair in accordance with Boeing Service Bulletin 747-53-2064, Revision 4, dated September 23, 1983, before further flight. Inspections are to continue at intervals not to exceed 10,000 landings after repair. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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, Seattle Aircraft Certification Office. \n\n\tD.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tE.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Amendment 39-4912, AD 84-18-06. \n\tThis amendment (39-6586, AD 90-09-09) becomes effective on June 4, 1990.
90-23-14: 90-23-14 BOEING: Amendment 39-6801. Docket No. 90-NM-110-AD. \n\n\tApplicability: Model 747 series airplanes, identified in Boeing Service Bulletin 747-53- 2253, Revision 2, dated March 29, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden loss of cabin pressurization and the inability to withstand fail-safe loads, accomplish the following: \n\n\tA.\tFor airplanes that have not been modified in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990: In accordance with the schedule indicated below, perform a high frequency eddy current inspection of the fuselage lap joint for cracks between body station (BS) 340 and BS 400, or aft as far as the crew door, at stringer (S)- 6L and S-6R, in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990. \n\n\t\t1.\tInspection schedule: \n\n\t\t\ta.\tUnless previously accomplished within the last 2,750 landings, perform the initial inspection within the next 250 landings after the effective date of this AD, or prior to the accumulation of 10,000 landings, whichever occurs later. \n\n\t\t\tb.\tRepeat the inspection thereafter at intervals not to exceed 3,000 landings. \n\n\t\t2.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990. \n\n\tB.\tFor airplanes that have been modified in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990: In accordance with the schedule below, perform a high frequency eddy current inspection of the fuselage lap joint for cracks between BS 340 and BS 400, or aft as far as the crew door, at stringers (S)-6L and S-6R, in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990. \n\n\t\t1.\tInspection schedule: \n\n\t\t\ta.\tUnless previously accomplished within the last 2,750 landings, perform the initial inspection within the next 250 landings after the effective date of this AD, or prior to the accumulation of 10,000 landings after the modification, whichever occurs later. \n\n\t\t\tb.\tRepeat the inspection thereafter at intervals not to exceed 3,000 landings.\n \n\t\t2.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 747-53-2253, Revision 2, dated March 29, 1990. \n\n\tC.\tFor purposes of complying with this AD, the number of landings may be determined to be equal to the number of pressurization cycles where the cabin pressure differential was greater than 1.5 psi. \n\n\tD.\tFor Model 747SR airplanes only: Based on a continued mixed operation of lower cabin differentials, the initial inspection thresholds and the repetitive inspection intervals specified in this AD may be multiplied by a 1.2 adjustment factor. \n\n\tE.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n \n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tF.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-14 supersedes AD 85-17-05, Amendment 39-5123. \n\tThis amendment (39-6801, AD 90-23-14) becomes effectiveon December 11, 1990.
97-19-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-145 series airplanes. This action requires repetitive visual inspections to detect cracks in the firewall of the auxiliary power unit (APU), and repair, if necessary. This AD also requires installation of a visco-elastic damper blanket on the firewall, which constitutes terminating action for the repetitive inspection requirements. This amendment is prompted by reports indicating that cracks were found in the firewall of the APU due to vibration of the firewall. The actions specified in this AD are intended to prevent such cracking, which could result in reduced structural integrity of the fuselage and empennage in the event that a fire penetrates through the firewall of the APU.
98-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Falcon 2000 series airplanes, that requires modification of the front galley and rear lavatory water heaters. 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 water heater control thermostat and the associated electrical relay, which could lead to overheating of the water and damage to the adjacent wiring, and consequent smoke and fumes in the passenger cabin and possible injury to the flight crew and passengers.
2019-19-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a determination that new \n\n((Page 54481)) \n\nor more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
97-18-09: 97-18-09 AIRBUS INDUSTRIE: Amendment 39-10119. Docket 97-NM-41-AD. Supersedes AD 96-08-07, Amendment 39-9573 which superseded AD 94-21-07 amendment 39-9049. Applicability: All Model A300-600 and A310 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent an out-of-trim condition between the trimmable horizontal stabilizer and the elevator, which could severely reduce controllability of the airplane, accomplish the following: RESTATEMENT OF ACTIONS REQUIRED BY AD 96-08-07, AMENDMENT 39-9573: (a) Within 10 days after May 23, 1996 (the effective date of AD 96-08-07, amendment 39-9573), revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the information contained in paragraph (a)(1) or (a)(2) of this AD, as applicable. This may be accomplished by inserting a copy of this AD in the AFM. The AFM limitation required by AD 94-21-07, amendment 39-9049, may be removed following accomplishment of the requirements of this paragraph. (1) For airplanes on which the flight control computers (FCC) have not been modified in accordance with the requirements of paragraph (b) of this AD: "Overriding the autopilot (AP) in pitch axis does not cancel the AP autotrim when LAND TRACK mode [green LAND on both Flight Mode Annunciators (FMA)] or GO-AROUND mode is engaged. In these modes, if the pilot counteracts the AP, the autotrim will trim against pilot input. This could lead to a severe out-of-trim situation in a critical phase of flight." (2) For airplanes on which the FCC's have been modified in accordance with requirements of paragraph (b) of this AD: "Overriding the autopilot (AP) in pitch axis does not cancel the AP autotrim when LAND TRACK mode (green LAND on both FMA's) is engaged, or GO-AROUND mode is engaged below 400 feet radio altitude (RA). In these modes, if the pilot counteracts the AP, the autotrim will trim against pilot input. This could lead to a severe out-of-trim situation in a critical phase of flight." RESTATEMENT OF ACTIONS REQUIRED BY AD 94-21-07, AMENDMENT 39-9049: (b) For airplanes equipped with FCC's having either part number (P/N)B470ABM1 (for Model A310 series airplanes) or B470AAM1 (for Model A300-600 series airplanes): Within 60 days after November 2, 1994 (the effective date of AD 94-21-07, amendment 39-9049), modify the FCC's in accordance with Airbus Service Bulletin A310-22-2036, dated December 14, 1993 (for Model A310 series airplanes), or Airbus Service Bulletin A300-22-6021, Revision 1, dated December 24, 1993 (for Model A300-600 series airplanes), as applicable. (c) As of November 2, 1994, no person shall install a FCC having either P/N B470ABM1 or B470AAM1 on any airplane. NEW ACTIONS REQUIRED BY THIS AD: (d) For airplanes on which Modification No. 11454 [reference Airbus Service Bulletin A310-22-2044 (for Model A310 series airplanes) or Airbus Service Bulletin A300-22-6032 (for Model A300-600 series airplanes)] has not been installed: Accomplish paragraphs (d)(1), (d)(2)(i) and (d)(2)(ii) of this AD. (1) Within 24 months after the effective date of this AD, modify the autopilot in accordance with Airbus Service Bulletin A310-22-2044, Revision 1, dated January 8, 1997 (for Model A310 series airplanes), or Service Bulletin A300-22-6032, Revision 1, dated January 8, 1997 (for Model A300-600 series airplanes), as applicable. The requirements of paragraph (a) of AD 95-25-09, amendment 39-9455, if applicable, must be accomplished prior to or at the same time the requirements of this paragraph are accomplished. (2) Prior to further flight following accomplishment of paragraph (d)(1) of this AD: (i) Remove the AFM revisions required by paragraph (b) of this AD; and (ii) Perform an operational test of this autopilot disconnect feature to determine that it operates properly, in accordance with Airbus Service Bulletin A310-22-2047, dated July 16, 1996 (for Model A310 series airplanes), or Service Bulletin A300-22-6035, dated July 16, 1996 (for Model A300-600 series airplanes), as applicable. If any discrepancy is detected, prior to further flight, repair it in accordance with the applicable service bulletin. Repeat this test thereafter at intervals not to exceed 18 months. (e) 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 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The modificationof the FCC's shall be done in accordance with Airbus Service Bulletin A310-22-2036, dated December 14, 1993, or Airbus Service Bulletin A300-22-6021, Revision 1, dated December 24, 1993, as applicable. The incorporation by reference of those documents was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51, as of May 23, 1996 (61 FR 16873, April 18, 1996). The modification and operational test of the autopilot shall be done in accordance with Airbus Service Bulletin A310-22-2044, Revision 1, dated January 8, 1997; Airbus Service Bulletin A300-22- 6032, Revision 1, dated January 8, 1997; Airbus Service Bulletin A310-22-2047, dated July 16, 1996; or Airbus Service Bulletin A300-22-6035, dated July 16, 1996; as applicable. The incorporation by reference of those documents 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 Airbus Industrie, 1Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (h) This amendment becomes effective on October 3, 1997.
86-24-07: 86-24-07 CESSNA: Amendment 39-5475. Applies to the following model and serial number single-engine airplanes certificated in any category manufactured thru Model year 1978 equipped with ball type rod ends on the engine controls. \n\n\nMODELS\nSERIAL NUMBERS\n150C thru 150M\nS/N 15059701 thru 15079405 \nA150K thru A150M\nS/N A1500001 thru A1500734 \n152\nS/N 15279406 thru 15282031 \nA152\nS/N A1520735 thru A1520808 \n172D thru 172N\nS/N 17249545 thru 17271034 \nR172K\nS/N R1722000 thru R1722929 \nP172D\nS/N P17257120 thru P17257188\n177 thru 177B\nS/N 17700001 thru 17702752 \n177RG\nS/N 177RG0001 thru 177RG1366 \n180F thru 180K\nS/N 18051184 thru 18053000 \n182F thru 182Q\nS/N 18254424 thru 18266590 \nR182\nS/N R18200001 thru R18200583 \n185B thru 185E\nS/N 185-0513 thru 185-1599\nA185E, A185F\nS/N 18501600 thru 18503683 \n188, A188\nS/N 188-0001 thru 188-0572\nA188A, 188B\nS/N 18800573 thru 18803296 \nA188B\nS/N 18800967T thru 18803296T \n205, 205A\nS/N 205-0001 thru 205-0577\n206, U206\nS/N 206-0001 thru 206-0275\nU206A thru U206G\nS/N U206-0276 thru U206-1444 \nTU206A thru TU206G\nS/N U20601445 thru U20604649 \nP206, P206A thru P206E\nS/N P206-0001 thru P206-0603 \nTP206A thru TP206E\nS/N P20600604 thru P20600647 \n207, 207A, T207, T207A\nS/N 20700001 thru 20700482 \n210C thru 210M and\nT210K thru T210M\n\nS/N 21058086 thru 21062954 \nT210F thru T210J\nS/N T210-0001 thru T210-0454 \nP210N\nS/N P21000001 thru P21000150\nF150F thru F150M\nS/N F150-0001 thru F150-0529\nS/N F15000530 thru F15001428 \nFA150K, FA150L\nS/N FA1500001 thru FA1500120 \nFRA150L, FRA150M\nS/N FRA1500121 thru FRA1500336 \nF152\nS/N F15201429 thru F15201528 \nFA152\nS/N FA1520337 thru FA1520347\nFP172\nS/N FP172-0001 thru FP172-0003\nF172D thru F172N\nS/N F172-0001 thru F172-0654 \nS/N F17200655 thru F17201749 \nFR172E thru FR172K\nS/N FR17200001 thru FR17200630 \nF177RG\nS/N F177RG0001 thru F177RG0177 \nF182P, F182Q\nS/N F18200001 thru F18200094 \nFR182\nS/N FR18200001 thru FR18200020\nR172E thru R172H\nS/N R172-0001 thru R172-0409 \nS/N R1720410 thru R1720625 \n\n\tCompliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent engine power interruption due to loss of attachment of the engine controls, accomplish the following: \n\n\t(a)\tModify the engine controls installation by installing a drilled steel bolt, AN3l0 type castellated nut and a steel cotter pin in accordance with Cessna Single-Engine Customer Care Service Information Letter SE79-6. \n\n\t(b)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. \n\n\t(c)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Services, Post Office Box 1521, Wichita, Kansas 67201; or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment becomes effective on January 7, 1987.
74-06-01: 74-06-01 PIPER: Amendment 39-1799 is amended by Amendment 39-1977. Applies to Piper Models PA-23-235, PA-23-250 and PA-E23-250 airplanes certificated in all categories with AiResearch turbosuperchargers installed in accordance with STC SA852WE, SA909WE or SA978WE,. or installed in accordance with Piper Aircraft Corporation Drawing 32016. Compliance required as indicated, unless previously accomplished. To minimize fire hazards related to engine compartment fires, accomplish the following in accordance with AiResearch Aviation Company Service Bulletin No. 14.1.10, dated February 6, 1974 or later FAA-approved revision, for serial numbers 27-2505 and subsequent (Aztec C, Aztec D, Aztec E), and, in accordance with AiResearch Service Bulletin No. 14.1.11, dated February 6, 1974 or later FAA-approved revision for serial numbers 27-1 through 27-2504 (Aztec, Aztec B, Apache 235): (a) Within the next 25 hours' time in service after the effective date of this airworthinessdirective, add drainage provisions in the airscoops, AiResearch Part No. 286-P23-066-5, of airplanes serial numbers 27-2505 and subsequent. (b) Within the next 600 hours' time in service or 365 days after March 18, 1974, whichever occurs first: (1) For airplanes serial numbers 27-1 through 27-2504: (i) Replace the existing turbosupercharger oil tanks with AiResearch Part No. 286-P23-028-81F oil tanks. (ii) Install AiResearch Part No. 286-P23-028-231 fire shrouds and seal all openings in the fire shrouds. (iii) Add drainage provisions in the oil tank fairings, AiResearch Part No. 286-P23-057. (2) For airplanes serial number 27-2505 and subsequent: (i) Replace the existing turbosupercharger oil tanks with AiResearch Part No. 286-P23-028-111F oil tanks. (ii) Seal all openings in the fire shrouds, AiResearch Part No. 286- P23-064-153. (c) Equivalent modification may be approved by the Chief, Aircraft Engineering Division, FAA WesternRegion. (d) Aircraft may be flown to a base where the maintenance required by this airworthiness directive may be performed per FARs 21.197 and 21.199. NOTE: For the requirements regarding the listing of compliance of and method of compliance with this airworthiness directive in the permanent maintenance record of the airplane, see FAR 91.173. NOTE: The extended compliance time authorized by this amendment to AD 74-06-01, as set forth in (b) above, shall be retroactive to September 14, 1974, to permit aircraft operations beyond 180 days after March 18, 1974. Amendment 39-1799 became effective March 18, 1974. This Amendment 39-1977 becomes effective October 2, 1974.
97-24-10: This amendment adopts a new airworthiness directive (AD) that applies to Burkhart Grob Luft-und Raumfahrt, GmbH. (Grob) Model G 103 Twin Astir sailplanes. This action requires replacing the airbrake over-center lever and installing new inspection holes. The AD is the result of cracked airbrake over-center levers found during routine inspections. The actions specified by this AD are intended to prevent an asymmetrical airbrake deployment, which could result in an uncontrollable roll and possible loss of control of the sailplane.
2019-16-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of unreliable performance of the water and fuel scavenge system; failure of the fuel scavenge function can cause trapped fuel, resulting in unavailable fuel reserves. This AD requires incorporating operating limitations; or modifying the water and fuel scavenge systems in the fuel tanks, modifying the fuel jettison system, making electrical changes in the main equipment center, modifying the wiring in certain panels, and installing new software. We are issuing this AD to address the unsafe condition on these products.
2019-19-17: The FAA is superseding Airworthiness Directive (AD) 2000-03-20 R1, which applied to all Airbus SAS Model A300 B4-601, B4-603, and B4- 620, Model A300 B4-600R series, and Model A300 F4-605R airplanes. AD 2000-03-20 R1 required repetitive inspections to detect cracks on the forward fittings in the radius of a certain frame, adjacent to the tension bolts in the center section of the wings, and various follow-on actions. This AD retains the requirements of AD 2000-03-20 R1, adds new airplanes to the applicability, and introduces new compliance times for the required inspections, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking due to fatigue-related stress in the radius of frame 40, adjacent to the tension bolts at the center/ outer wing junction. The FAA is issuing this AD to address the unsafe condition on these products.