Results
97-03-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Britten-Norman BN-2, BN-2A, and BN-2B series airplanes that do not have generator terminal diodes installed with Modification NB/M/1571. This action requires removing the terminal diodes that have a 70 amp direct current (DC) Generation System, which is referred to as Modification NB/M/1148, and installing Modification NB/M/1571, which consists of new terminal diodes with a higher amp rating. Reports from operators that one or both diodes were failing prompted this action. The actions specified by this AD are intended to prevent loss of electrical power to the navigation, communications, and light systems, which could impair the pilot's ability to maintain control of the airplane.
81-14-10: 81-14-10 NORTH AMERICAN: Amendment 39-4159. Applies to all AT-6D 81-14-10 (SNJ-5), AT-6F (SNJ-6), SNJ-7, and T-6G aircraft equipped with single piece design horizontal stabilizer rear spar connector fittings (P/N 77-21021, 4 fittings per spar). This AD does not apply to those aircraft equipped with two piece design connector fittings (P/Ns 77-21021-3 and 77-21021-4, 8 fittings per spar). \n\nAccomplish the following: \na)\tWithin 20 flight hours after the effective date of this AD and every 20 flight hours thereafter until b) is accomplished: \n1.\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n2.\tVisually check the spar connector fittings for cracks. If cracks are found, fitting must be replaced with an airworthy part before further flight. \n\nb)\tAt next annual inspection: \n1.\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n2.\tRemove the 1/4-inch bolts which attach the upper and lower spar connection fittings (P/N 77-21021) of the rear spar assembly. \n3.\tRemove the 4 connection fittings from the spar, remove paint from the connection fittings, and check for cracks using standard dye penetrant inspection methods. Replace any cracked fittings with serviceable ones and repaint all others. (See note.) \n4.\tInspect for fit between the connection fittings and the spar with a feeler gage prior to installation of the bolts. If gaps greater than 0.010 inches exist, shims are necessary. \n5.\tFabricate aluminum shims 3-1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges, maintaining a parallel overall dimension to fit inside the connection fitting with a maximum clearance of 0.010 inches. \n6.\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts, including fairings. \n\nNOTE: One source of replacement fittings is Banaire Enterprises, 962 E. Lincoln St., Banning, California 92220 (Tel. (714) 849-8323). \n\nThis amendment becomes effective July 13, 1981.
84-14-51 R1: 84-14-51 R1 BOEING: Amendment 39-5149. Applies to Model 757 airplanes listed in Boeing Service Bulletin 757-32-0033 dated September 7, 1984, certificated in any category, on which incorporation of Boeing Service Bulletin 757-32-0033, dated September 7, 1984, or later FAA- approved revision, has not been accomplished. Compliance is required as indicated below, after the effective date of this airworthiness directive (AD). To assure landing gear extension following a jam of the landing gear handle in the up position, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 24 hours: \n\n\t\t1.\tIncorporate the following information into the FAA-approved airplane flight manual and the flight operations manual as an emergency procedure and provide to flight crews: \n\n\tGEAR LEVER WILL NOT MOVE FROM UP POSITION \n\t\tAIRSPEED.........................................................................\tMAINTAIN 200-220 KTS \n\t\tUNTIL GEAR EXTENDED \n\tFLAP LEVER.....................................................................\t................1 \n\tPTU CONT CIRCUIT BREAKER (D31)....................................\tPULL \n\tLEFT AUTOPILOT (IF ENGAGED)............................................DISCONNECT \n\tLEFT ELECTRIC AND ENGINE \n\t\tHYDRAULIC PUMP SWITCHES................................OFF \n\tALTERNATE GEAR EXTENSION SWITCH..........................PUSH \n\t\tIf, after 60 seconds, any gear down \n\t\t(green) lights not illuminated: \n\t\tFLAP LEVER.....................................................................\t5/1 \n\t\tSelect flaps 5 then 1. \n\t\tRepeat until all gear down (green) \n\t\tlights illuminate. \n\t-\tUse flaps 20 and VREF 20 for landing. \n\t-\tL thrust reverser and nose wheel steering \n\t\tinoperative \n\tGROUND PROXIMITY FLAPS OVERRIDE SWITCH........\tOVRD \n\tALTERNATE FLAPS SELECTOR.............................................SET \n\t\tPosition to agree with flap lever. \n\tALTERNATE FLAPS SWITCHES \n\t\t(Leading and Trailing Edge)........................................\tALTN \n\tALTERNATE FLAPS SELECTOR.............................................SET \n\t\tExtend or Retract Flaps as required. \n\n\tCAUTION:\tDO NOT REPRESSURIZE LEFT \n\t\t\tHYDRAULIC SYSTEM OR RESET PTU \n\t\t\tCONT CIRCUIT BREAKER INFLIGHT \n\t\t\tOR ON THE GROUND, AS GEAR WILL \n\t\t\tRETRACT. \n\n\tNOTE: Compliance with this directive may be effected by including a copy of telegraphic AD T84-14-51, issued June 29, 1984, in the airplane flight manual and operating manual. \n\n\t\t2.\tFurther revenue flight following landing gear jam is prohibited until repairs are made. \n\n\t\t3.\tAlternate 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. \n\n\t\t4.\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\tB.\tPrior to September 1, 1986: \n\n\t\t1.\tModify the landing gear selector valve assembly, Boeing P/N 60B00216-7, in accordance with Boeing Service Bulletin 757-32-0033, dated September 7, 1984, or later FAA- approved revision. \n\n\t\t2.\tFollowing modification of the selector valve, the special emergency procedure implemented by paragraph A., above, may be removed. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThe telegraphic AD issued June 29, 1984, became effective upon receipt. \n\tThis amendment becomes effective November 12, 1985.
97-02-09: This amendment supersedes two existing airworthiness directives (AD), applicable to all Boeing Model 727 series airplanes, that currently require inspections to detect cracking of the actuator rib fitting of the inboard door of the main landing gear (MLG); and rework or replacement of any cracked fitting. This amendment requires inspections to detect cracking in an expanded area of the actuator rib fitting, and various follow-on actions. This amendment is prompted by a report of a fractured rib fitting that had been reworked in accordance with one of the existing AD's. The actions specified by this AD are intended to prevent damage to the airplane caused by a failure of the landing gear to extend due to a fractured rib fitting.
87-12-01: 87-12-01 MCDONNELL DOUGLAS: Amendment 39-5636. Applies to McDonnell Douglas Model DC-9-81, -82, -83 (MD-81, -82, -83) series airplanes, Fuselage Numbers 909 through 1350, certificated in any category. Compliance required as indicated unless previously accomplished. \n\n\tTo ensure the integrity of the main landing gear upper torque link attach bolts, P/N 3935363, accomplish the following: \n\n\tA.\tWithin 7 days after the effective date of this AD, in accordance with the Accomplishment Instructions of Douglas Aircraft Alert Service Bulletin A32-220, dated April 20, 1987, or later FAA-approved revision, perform a visual inspection to verify the installation of the left and right main landing gear upper torque arm attach bolt, washer, and nut. If a bolt is missing, prior to further flight replace with a new or serviceable bolt, washer, and nut. If the original bolt, washer, and nut are present, repeat visual inspections of the original bolt, washer, and nut at intervals not to exceed 7 days until the requirements of paragraph B. or C., below, are accomplished. \n\n\tB.\tWithin 90 days after the effective date of this AD, in accordance with the Accomplishment Instructions of Douglas Aircraft Alert Service Bulletin A32-220, dated April 20, 1987, or later FAA-approved revision, perform an ultrasonic inspection of the attach bolt for defects. If no defects are found, loosen and retighten the original nut to a torque of 80 to 100 foot-pounds. Repeat the ultrasonic inspections at intervals not to exceed 180 days until the requirements of paragraph C., below, are accomplished. If a defect is found, prior to further flight replace with a new or serviceable bolt, washer, and nut. \n\n\tC.\tAccomplishment of the magnetic particle inspection of the bolt in accordance with the Accomplishment Instructions of Douglas Aircraft Alert Service Bulletin A32-220, dated April 20, 1987, or later FAA-approved revision, constitutes terminating action for the repetitive inspections required by paragraphs A. and B., above, if no defects are found as a result of the magnetic particle inspection. If a defect is found, prior to further flight replace with a new or serviceable bolt, washer, and nut. \n\n\tD.\tInstallation of new or serviceable bolt, washer, and nut in accordance with the Accomplishment Instructions of Douglas Aircraft Alert Service Bulletin A32-220, dated April 20, 1987, or later FAA-approved revision, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 information fromthe manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information 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. \n\n\tThis amendment becomes effective June 22, 1987.
2011-17-05: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * [C]racks * * * in sections 13 to 18 of the fuselage between rivets of longitudinal lap joints between frames 18 and 80 which could affect the structural integrity of the fuselage if not corrected. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
97-03-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly referred to as Beech Model 1900D airplanes). This action requires replacing the right-hand exhaust stack for both the left and right engines. This action results from reports of wing skin damage (with associated fuel seepage) and cabin window damage caused by the heat of the right-hand exhaust stacks on the affected airplanes. The actions specified by this AD are intended to prevent wing skin de-bonding or warping of the cabin windows because of the heat generated by the engines' right-hand exhaust stacks.
92-16-10: 92-16-10 BOEING: Amendment 39-8319. Docket No. 91-NM-143-AD. \n\n\tApplicability: Model 767 airplanes, as listed in Boeing Alert Service Bulletin 767-29A0064, Revision 1, dated October 24, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent hydraulic fluid from entering the cabin, accomplish the following: \n\n\t(a)\tWithin 3,000 flight hours after the effective date of this AD, inspect the inboard leading edge slat power drive unit hydraulic pressure tube for clearance from the adjacent pneumatic duct and for signs of chafing, in accordance with Boeing Alert Service Bulletin 767-29A0064, Revision 1, dated October 24, 1991: \n\n\t\t(1)\tIf the clearance is more than 0.25 inch and there are no signs of chafing, no further action is necessary. \n\n\t\t(2)\tIf the clearance is 0.25 inch or less, or if signs of chafing are found on the hydraulic tube, prior to further flight, replace both the hydraulic pressure tube andthe hydraulic return tube, in accordance with the service bulletin. \n\n\t\t(3)\tIf chafing is found on the pneumatic duct, prior to further flight, repair the pneumatic duct in accordance with the service bulletin.\n\n\t(b)\tFor airplanes on which the hydraulic pressure tube has been replaced in accordance with Boeing Alert Service Bulletin 767-29A0064 (original issue), dated June 13, 1991: Within 4,000 flight hours after the effective date of this AD, replace the hydraulic return tube in accordance with Paragraph III.D. of Boeing Alert Service Bulletin 767-29A0064, Revision 1, dated October 24, 1991. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspection, repairs, and replacement shall be done in accordance with Boeing Alert Service Bulletin 767-29A0064, Revision 1, dated October 24, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on September 28, 1992.
90-17-08: 90-17-08 BOEING: Amendment 39-6692. Docket No. 90-NM-30-AD. \n\n\tApplicability: Model 767 series airplanes as listed in Boeing Service Bulletin 767- 30A0011, Revision 2, dated September 28, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the integrity of the wing and engine anti-ice system, accomplish the following: \n\n\tA.\tWithin the next 300 hours time-in-service after July 21, 1988 (the effective date of Amendment 39-5970), and thereafter at intervals not to exceed 300 hours time-in-service, perform the wing and engine thermal anti-ice operational test described in Boeing Service Bulletin 767-30A0011, Revision 2, dated September 28, 1989. \n\n\tNOTE: This is the same as the operational test required by AD 88-04-04 R1.\n \n\tB.\tAny switch or circuit malfunction, identified by a negative verification during the functional test required by paragraph A., above, must be corrected prior to further flight, inaccordance with the Boeing Model 767 Maintenance Manual or Boeing Service Bulletin 767- 30A0011, Revision 2, dated September 28, 1989. \n\n\tC.\tWithin the next 6,000 hours time-in-service after the effective date of this AD, modify the thermal anti-ice system in accordance with Boeing Service Bulletin 767-30A0011, Revision 2, dated September 28, 1989. This constitutes terminating action for repetitive operational testing required by paragraph A., above. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and21.199 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\tThis AD supersedes AD 88-04-04 R1, Amendment 39-5970. \n\tThis amendment (39-6692, AD 90-17-08) becomes effective on September 17, 1990.
2011-21-10: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Model (Diamond) DA 40 airplanes equipped with cabin air conditioning vapor cycle system (VCS) installed per STC SA03674AT held by Premier Aircraft Services (originally held by DER Services, Inc.) following DER Services Master Document List MDL-2006- 020-1, Revision C, dated February 3, 2009; Revision D, dated April 22, 2009; Revision E, dated May 12, 2010; or Revision F, dated July 6, 2010. This AD was prompted by reports of damage around the VCS compressor mounting areas found during maintenance inspections. This AD requires deactivation of the VCS, removal of the compressor and bracket, and revision to the airplane weight and balance. We are issuing this AD to correct the unsafe condition on these products.