Results
2000-01-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-01-51 that was sent previously by individual notices to all known U.S. owners and operators of Model CL-604 variant of Bombardier Model Canadair CL-600-2B16 series airplanes modified in accordance with Supplemental Type Certificate SA8060NM-D, SA8072NM-D, or SA8086NM-D. This AD requires that the fuel service panel maintenance light be disconnected. This action is prompted by a report indicating that an electrical spark was noted when the fuel cap chain contacted the maintenance light housing of the fuel service panel. The actions specified by this AD are intended to prevent electrical sparks from a grounded object from coming into contact with the maintenance light housing of the fuel service panel, which could result in a fuel fire due to the close proximity of the fuel service panel to the fuel port.
2000-02-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that requires detailed visual and eddy current inspections of the lower wing skin at the 3 outboard fasteners of the stringer 64 end fitting to detect cracks; and corrective actions, if necessary. This amendment is prompted by reports of fatigue cracks found in the lower wing skin initiating from the outboard fasteners of the stringer 64 end fitting. The actions specified by this AD are intended to prevent such fatigue cracking, which could reduce structural integrity and loss of fail-safe capability of the airplane.
2000-01-13: 2000-01-13 Pratt & Whitney: Amendment 39-11511 Docket No. 98-ANE-47-AD. Supersedes AD 99-08-12, Amendment 39-11118. Applicability: Pratt & Whitney (PW) JT9D-7, -7A, -7H, -7AH, -7F, -7J, -20, -20J, -59A, -70A, -7Q, -7Q3, -7R4D, -7R4D1, -7R4E, -7R4E1, -7R4E4, -7R4G2, and -7R4H1 series turbofan engines, installed on but not limited to Boeing 747 and 767 series, McDonnell Douglas DC-10 series, and Airbus Industrie A300 and A310 airplanes. 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 (c) 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. For all the fan hubs and HPT disks listed in the following tables, the focused inspections shall be conducted per the applicable documents. To prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane, accomplish the following: (a) Within the next 35 days after the effective date of this AD, revise the Engine Time Limits Section (TLS) of the Engine Manual (EM), JT9D Part Numbers 646028, 754459, 770407, 770408, 777210, 785058, 785059, 789328, as indicated below, and for air carrier operations revise as appropriate the approved continuous airworthiness maintenance program, by adding the following: " MANDATORY INSPECTIONS (1)Perform inspections of the following parts at each piece-part opportunity in accordance with the instructions provided in the applicable manual provisions: Engine Model Part Nomenclature Engine Manual Part Number FPI per Manual Section Inspection 7/7A/7AH/7F 7H/7J/20/20J All Fan Hubs 646028 (or the equivalent customized versions, 770407 and 770408) 72-31-04 02 7/7A/7AH/7F 7H/7J/20/20J All HPT 1st Disks 646028 (or the equivalent customized versions, 770407 and 770408) 72-51-02 01 7/7A/7AH/7F 7H/7J/20/20J All HPT 2nd Disks 646028 (or the equivalent customized versions, 770407 and 770408) 72-51-02 03 59A/70A All Fan Hubs 754459 72-31-00 Heavy Maintenance Check 59A/70A All HPT 1st Disks 754459 72-51-02 Heavy Maintenance Check 59A/70A All HPT 2nd Disks 754459 72-51-02 Heavy Maintenance Check 7Q/7Q3 All Fan Hubs 777210 72-31-00 03 7Q/7Q3 All HPT 1st Disks 777210 72-51-06 01 7Q/7Q3 All HPT 2nd Disks 777210 72-51-07 01 7R4 All Fan Hubs 785058, 785059 and 789328 72-31-00 03 7R4 All HPT 1st Disks 785058, 785059 and 789328 72-51-06 01 7R4 All HPT 2nd Disks 785058, 785059 and 789328 72-51-07 01 (2) For the purposes of these mandatory inspections, piece-part opportunity means: (i) The part is considered completely disassembled when done in accordance with the disassembly instructions in the manufacturer's engine manual; and (ii) The part has accumulated more than 100 cycles in service since the last piece-part opportunity inspection, provided that the part was not damaged or related to the cause for its removal from the engine." (b) Except as provided in paragraph (c) of this AD, and notwithstanding contrary provisions in section 43.16 of the Federal Aviation Regulations (14 CFR 43.16), these mandatory inspections shall be performed only in accordance with the ALS of the manufacturer's ICA. (c) 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 Engine Certification Office (ECO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the ECO. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the ECO. (d) 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. (e) FAA-certificated air carriers that have an approved continuous airworthiness maintenance program in accordance with the record keeping requirement of 121.369 (c) of the Federal Aviation Regulations [14 CFR 121.369 (c)] must maintain records of the mandatory inspections that result from revising the Time Limits Section of the Instructions for Continuous Airworthiness (ICA) and the air carrier's continuous airworthiness program. Alternately, certificated air carriers may establish an approved system of record retention that provides a method for preservation and retrieval of the maintenance records that include the inspections resulting from this AD, and include the policy and procedures for implementing this alternate method in the air carrier's maintenance manual required by 121.369 (c) of the Federal Aviation Regulations [14 CFR 121.369 (c)]; however, the alternate system must be accepted by the appropriate PMI and require the maintenance records be maintained either indefinitely or until the work is repeated. Records of the piece-part inspections are not required under 121.380 (a) (2) (vi) of the Federal Aviation Regulations [14 CFR 121.380 (a) (2) (vi)]. All other Operators must maintain the records of mandatory inspections required by the applicable regulations governing their operations. Note 3: The requirements of this AD have been met when the engine manual changes are made and air carriers have modified their continuous airworthiness maintenance plans to reflect the requirements in the Engine Manuals. (f) This amendment becomes effective on February 23, 2000.
83-24-08: 83-24-08 BRITISH AEROSPACE AIRCRAFT GROUP: Amendment 39-4779. Applies to Model HS 748 series 2A airplanes, certificated in all categories. To prevent wing structural failure, accomplish the following, unless already accomplished: A. Visually inspect the wing structure components for cracks in accordance with subparagraphs 2.B(1) through 2.B(5) and repair, if necessary, in accordance with paragraph 2.D of British Aerospace Aircraft Group HS 748 Service Bulletin 57/55, Revision 2, dated March 1980, prior to the accumulation of 10,000 landings, 12,000 flying hours, or within the next 750 flying hours after the effective date of this AD, whichever event occurs later. Repeat the inspections thereafter at intervals not to exceed 1,500 flying hours. B. Perform an X-ray inspection of the lower wing surface butt straps and wing skin of both wings in accordance with subparagraph 2.B(6), and repair, if necessary, in accordance with paragraph 2.D of the service bulletin, prior to the accumulation of 10,000 landings, 12,000 flying hours, or 3,000 flying hours after the effective date of this AD, whichever event occurs later. Repeat the inspections thereafter at intervals not to exceed 4,000 flying hours. C. For the purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. 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 inspections and/or repairs required by this AD. This amendment becomes effective January 15, 1984.
2013-01-06: We are adopting a new airworthiness directive (AD) for PILATUS Aircraft Ltd. Model PC-7 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 cracks in the engine mount fittings caused by stress corrosion. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-01-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that requires a one-time eddy current conductivity test to determine the material type of the lower cap of the wing front spar; and modification of the lower cap of the wing front spar, if necessary. This amendment is prompted by reports of stress corrosion cracking in the forward tang of the lower caps of the wing front spar. The actions specified by this AD are intended to prevent such stress corrosion cracking, which if not corrected, could result in reduced structural integrity of the wing.
2000-01-16: This amendment supersedes Airworthiness Directive (AD) 75-23-08 R5, which currently requires repetitively inspecting and replacing or repairing the exhaust system on certain Cessna Aircraft Company (Cessna) 300 and 400 series airplanes. The requirements of this AD replace the inspections and replacements that are required by AD 75-23-08 R5 with inspections and replacements containing new simplified procedures for all 300 and 400 series airplanes (models affected by the current AD plus additional models). This AD also revises the inspection intervals and requires replacing certain unserviceable parts and removing the exhaust system for a detailed inspection. This AD is the result of numerous incidents and accidents relating to the exhaust systems on Cessna 300 and 400 series airplanes dating from the middle 1970's to the present, including six incidents since issuance of AD 75-23-08 R5 where exhaust problems were cited. The actions specified by this AD are intended to detect and correct cracks and corrosion in the exhaust system, which could result in exhaust system failure and a possible uncontrollable in-flight fire with pilot and/or passenger injury.
2013-23-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, -900, and -900ER series airplanes. This AD was prompted by reports that certain seat track bolts were found with severed head bolts due to fatigue. This AD requires replacing titanium seat track bolts with corrosion resistant steel (CRES) bolts, repetitive inspections for cracking of the splice strap and forward seat track holes, and related investigative and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct missing or severed bolt heads, which, if not corrected, could result in the inability of the seat track to carry passenger loads, which could cause the seats to detach from the seat track, resulting in possible injury to passengers during an emergency landing or survivable crash.
82-22-01: 82-22-01 BOEING: Amendment 39-4477. Applies to all Boeing Model 727 airplanes equipped with Decoto Leading Edge Actuators, P/N 10-61792-1, -2, -4, -5, -7, or -8. Compliance is required as specified in the body of this AD. To eliminate the possibility of inadvertent leading edge slat extension caused by fatigue failure of the Decoto leading edge actuator, accomplish at least one of the following four procedures prior to the accumulation of 30,000 landings on the actuator, or within the next 1500 landings, whichever comes later, unless already accomplished: \n\n\tA.\tPerform a magnetic particle inspection of Decoto P/N 7-100433-1 actuator pistons in accordance with Boeing Service Bulletin 727-27-209 dated September 18, 1981. If a piston is not cracked it may remain in service provided it is reinspected at 15,000 landing intervals thereafter. If the part is cracked it must be discarded. \n\n\tB.\tReplace the P/N 7-100433-1 piston with a redesigned piston P/N 7-100433-3. No repetitive inspections of replaced pistons are necessary--see NOTE after paragraph D, below. \n\n\tC.\tPerform the leading edge hydraulic system internal leakage check per the 727 Maintenance Manual Chapter 29-00 procedures, as described in Boeing Service Bulletin 727-27- 209, Rev. 1, dated August 27, 1982. This leakage check must be repeated at intervals not to exceed 2400 landings. If the total leading edge system internal leakage exceeds 1000 cc/min, the additional acoustic or thermal procedures explained in the referenced service bulletin may be used to locate a specific defective actuator. If the total leading edge system internal leakage does not exceed 1000 cc/min, no further action is necessary until the next scheduled leakage \n. \n\tD.\tRework existing uncracked P/N 7-100433-1 pistons per the Boeing approved procedure, which is described in Decoto Service Bulletin 27-109 dated July 23, 1981, and the referenced Boeing Service Bulletin. No repetitive inspections are required after rework for an additional service life of 40,000 landings. After accumulation of an additional 40,000 landings on the reworked piston, option B or C above must be incorporated. \n\n\tNOTE: Replacement of the P/N 7-100433-1 piston with a redisigned piston P/N 7-100433-3, as described in option B above, constitutes terminating action for that particular actuator; no further inspections of that actuator are required. Replacement of all P/N 7-100433-1 pistons with P/N 7-100433-3 pistons on a given aircraft constitutes complete terminating action for this AD on that aircraft. \n\n\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region.\n \n\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThis amendment becomes effective November 22, 1982.
2022-25-02: The FAA is superseding Airworthiness Directive (AD) 2020-18- 04, which applied to Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-18-04 required a one-time health check of the slat power control unit (PCU) torque sensing unit (TSU) for discrepancies, and corrective actions if necessary; a detailed inspection of the left-hand (LH) and right-hand (RH) slat transmission systems for discrepancies, and corrective actions if necessary; and LH and RH track 12 slat gear rotary actuator (SGRA) water drainage and vent plug cleaning (which includes an inspection for moisture). This AD was prompted by a determination that requiring modification of the PCU by replacing each affected slat PCU with a serviceable PCU (one having a different part number) is necessary. This AD continues to require the actions required by AD 2020-18-04, and also requires modification (replacement of each affected slat PCU with a slat PCU having a different part number), and revising the limitations on the installation of affected parts; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
77-09-05: 77-09-05 CANADAIR: Amendment 39-2886. Applies to Canadair CL-215-1A10 airplanes, Serial Numbers 1001 to 1040 inclusive, in all categories. Compliance is required as indicated unless already accomplished. To assure the structural integrity of the nose landing gear door closing rods, P/N 215- 85009, and the sequencing redundancy mechanism rod, P/N 215-85026, accomplish the following: (a) On aircraft that have been in service for 12 months or more, compliance with paragraph (c) is required and flight operations are restricted to land operations until compliance is shown. (b) On aircraft that have been in service less than 12 months, compliance with paragraph (c) is required before achieving 12 months in service. (c) Inspect and rework in accordance with Canadair Service Information Circular No. 101-CL-215 dated May 6, 1975, or an equivalent method of compliance. A later revision and an equivalent method of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment becomes effective May 9, 1977.
2013-14-04: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-223F, -223, -321, -322, and -323 airplanes. This AD was prompted by fatigue load analysis that determined that the inspection interval for certain pylon bolts must be reduced. This AD requires a torque check of forward engine mount bolts, and replacement if necessary. We are issuing this AD to detect and correct loose or broken bolts, which could lead to engine detachment in-flight, and damage to the airplane.
2013-21-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8F and 747-8 series airplanes. This AD requires a detailed inspection of the power control actuator (PCA) installation to determine if a bushing is installed, a general visual inspection between the horizontal stabilizer rear spar and the elevator front spar and between certain stabilizer stations for defects and damage, and corrective actions if necessary. This AD was prompted by a report of unusual noise coming from the left inboard elevator during a functional check of the ram air turbine system, and a determination that a bushing was not installed. We are issuing this AD to detect and correct non-installation of bushings. If the \n\n((Page 63856)) \n\nbushings are not present, the stiffness of the load path will be decreased, which will cause wear of adjacent parts and increased freeplay of the elevator surfaces. Freeplay that exceeds acceptable limits could result in divergent flutter for certain maneuvers, which could lead to loss of controllability of the airplane.
2004-23-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) RB211 Trent 700 series turbofan engines. This AD requires initial and repetitive borescope inspections of the high pressure-and-intermediate pressure (HP-IP) turbine internal and external oil vent tubes for coking and carbon buildup, and cleaning or replacing the vent tubes if necessary. This AD results from a report of a RB211 Trent 700 series engine experiencing a disk shaft separation, overspeed of the IP turbine rotor, and multiple blade release of IP turbine blades. Preliminary findings suggest these events resulted from an internal oil fire in the HP-IP turbine oil vent tubes due to coking and carbon buildup. This fire led to a second fire in the internal air cavity below the IP turbine disk drive shaft. We are issuing this AD to prevent internal oil fires due to coking and carbon buildup, that could cause uncontained engine failure and damage to the airplane.
2013-19-17: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-B-37 series turbofan engines. This AD requires removal of affected parts using a drawdown plan. This AD was prompted by recalculating the lives of certain rotating life limited parts (LLPs) operated to certain flight profiles. We are issuing this AD to prevent the failure of rotating LLPs, which could result in uncontained failure of the engine and damage to the airplane.
90-12-11 R1: 90-12-11 R1 BOEING: Amendment 39-6626 as revised by Amendment 39-6683. Docket No. 90-NM-86-AD. \n\n\tApplicability: Model 727, 737, and 757 series airplanes, equipped with escape slide release cables, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure proper escape slide release from the escape slide compartment, accomplish the following: \n\n\tA.\tWithin 45 days after the effective date of this AD, unless previously inspected within the last three months, perform a visual inspection of each escape slide release cable, if installed. Replace frayed (one or more broken strands) or broken cables prior to further flight.\n \n\tB.\tRepeat the inspection for frayed or broken release cables required by paragraph A. of this AD, at intervals not to exceed 12 months. \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.\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\tThis AD revises AD 90-12-11, Amendment 39-6626. \n\n\tThe effective date for the requirements of this amendment remains June 25, 1990, as specified in Amendment 39-6626, AD 90-12-11. \n\tThis amendment (39-6683, AD 90-12-11 R1) is effective on July 31, 1990.
2004-22-14: The FAA is adopting a new airworthiness directive (AD) for certain Saab Model SAAB SF340A and SAAB 340B series airplanes. This AD requires an inspection of the elevator and aileron trim-tab fittings, and related investigative/corrective actions if necessary. This AD is prompted by reports of improperly installed rivets in the retainers that hold the elevator trim-tab bearings. We are issuing this AD to prevent the elevator and aileron trim-tab bearings from coming loose, which could result in excessive play in the elevator and aileron trim systems, and reduced controllability of the airplane.
2022-25-22: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports indicating that protective caps were found on engine fire extinguishing pipes in the engine core zone (Zone 2) after airplane delivery. This AD requires a one-time inspection of the engine fire extinguishing pipes for the presence of protective caps and removal of any protective caps found, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
77-15-14: 77-15-14 MORANE SAULNIER (SOCATA): Amendment 39-2985. Applies to Model MS 760 (Paris 1) and MS 760A (Paris 1A) airplanes, all serial numbers, certificated in all categories, that are equipped with ERAM wheels, P/N 3760-A. Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the preceding 50 hours time in service, and thereafter, at intervals not to exceed 100 hours time in service from the last inspection. To detect cracks in the landing gear wheels and prevent possible wheel failure, accomplish the following: (a) Visually inspect, using a dye penetrant procedure, each ERAM wheel, P/N 3760-A, in accordance with paragraph 2 of ERAM Service Bulletin No. 32-01, dated December 1970, as revised October 1973, or an FAA-approved equivalent. (b) If, during an inspection required by this AD, a wheel is found to have more than one crack per stud or any crack exceeding 14 mm in length, replacethat wheel with a serviceable wheel of the same part number or an FAA-approved equivalent. This amendment becomes effective August 29, 1977.
2000-01-09: This amendment adopts a new airworthiness directive (AD) that is applicable to GE Aircraft Engines (GEAE) CJ610 series turbojet and CF700 series turbofan engines. This action requires removal of certain unapproved parts before further flight. This amendment is prompted by findings that life-limited parts, with forged and inaccurate records, have been introduced into the field and might be installed on the affected engines. The actions specified in this AD are intended to prevent the use of unapproved parts. This condition, if not corrected, could lead to an uncontained engine failure and damage to the airplane.
2004-22-21: The FAA adopts a new airworthiness directive (AD) for all GROB-WERKE (GROB) Model G120A airplanes. This AD requires you to repetitively inspect visually the area between the vertical stabilizer main spar and the nearby vertical stabilizer skin for any disbonding/ crack; repair any disbonding/crack found; and calculate weight and balance after any repair. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect and correct any disbonding/crack in the area between the vertical stabilizer main spar and nearby stabilizer skin, which could result in possible structural failure. This failure could lead to difficulty in airplane flight control.
2000-01-04: This amendment adopts a new airworthiness directive (AD), applicable to all Saab Model SAAB 2000 series airplanes, that requires a one time general visual inspection to verify the proper orientation of the aft exterior light; 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 improper illumination of the ground under the service door due to incorrect installation of the aft exterior light, which could result in injury to the passengers or crew members during an emergency evacuation.
2022-25-04: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and 747-8 series airplanes. This AD was prompted by reports of three opened door 5 right ceiling stowage boxes that fell freely and injured a flight attendant in each event. This AD requires replacing certain snubbers of the door 5 ceiling stowage boxes on certain airplanes, and replacing certain snubbers and changing the location of the snubber attachments on certain other airplanes. This AD also requires an operation check of the stowage boxes or snubber, as applicable, and applicable on- condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
90-19-02: 90-19-02 McDONNELL DOUGLAS HELICOPTER COMPANY (MDHC): Amendment 39-6716. Docket No. 89-ASW-44. Applicability: All Model 369 series helicopters, certified in all categories, that are equipped with a cargo hook. Compliance: Required as indicated, unless already accomplished. To prevent an overrunning clutch assembly failure, which may result in the loss of engine power to the main rotor, accomplish the following: (a) Within the next 300 hours' time in service after the effective date of this AD or at the next annual inspection, whichever occurs first, accomplish the following: (1) Remove overrunning clutch assembly, part number (P/N) 369A5350- BSC, -601, or -603, if installed. (2) Install the overrunning clutch subassembly, P/N 369A5350-41, in the clutch assembly, P/N 369A5350-BSC, -601, or -603, whichever is installed, or replace clutch assemblies with P/N 369A5350-605. NOTE: Clutch subassembly, P/N 369A5350-31, can be converted to P/N 369A5350-41, in accordance with MDHC Service Information Notice (SIN) No. DN-164, EN-54, and FN-44, dated October 27, 1989. Clutch assemblies, P/N 369A5350-BSC, -601, or -603, can be reidentified as a -605 clutch assembly after installation of clutch subassembly, P/N 369A5350-41. (b) Inspect the overrunning clutch assembly, P/N 369A5350-605 or P/N 369A5350- BSC, -601, or -603 with P/N 369A5350-41 subassembly, at intervals not to exceed 300 hours' time in service or at annual inspections, whichever occurs first, for condition of the race inner clutch, P/N 369A5353-3, the race outer clutch, P/N 369A5352, and the sprag assembly, P/N 369D25351. (c) Replace sprag assemblies, P/N 369D25351 and P/N 369A5364, with an airworthy part on or before attaining 1,800 hours' total time in service. NOTE: The Manufacturer's Handbook of Maintenance Instruction and the Component Overhaul Manual pertain to the removal, identification, and installation of these assemblies. (d) Special flightpermits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for the accomplishment of inspections required by this AD. (e) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, ANM-100L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. (f) For the purpose of establishing the "time in service" specified in this AD, either the clutch total time with hook attached may be used, or a separate and permanent log of external load operating time (take-off to landing on a flight which involves external load operations) may be used; this log must meet the requirements of FAR Section 91.173. Airworthiness Directive 90-19-02 supersedes AD 81-07-10, Amendment 39-4077, as revised by Amendment 39-4266. This amendment (39-6716, AD 90-19-02) becomes effective on October 5, 1990.
2000-01-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires a measurement of the extension of the piston in the retract actuator of the main landing gear (MLG); and corrective action, if necessary. This amendment also requires repetitive replacement of the retract actuator with a repaired retract actuator, or repetitive replacement of the piston in the retract actuator with a new piston. 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 fatigue failure of the piston in the retract actuator of the MLG, and reduced structural integrity of the MLG.