Results
2012-18-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9- 50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes; equipped with center wing fuel tank and Boeing original equipment manufacturer- installed auxiliary fuel tanks. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
71-15-01: 71-15-01 MCDONNELL DOUGLAS: Amdt. 39-1245. Applies to DC-9 Series airplanes certificated in all categories. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of the AD, unless already accomplished. \n\n\tTo prevent possible separation of the forward cabin attendant's(s') seat assembly from the wall panel and to lessen the possibility of crew member injuries, modify the forward cabin attendant's(s') seat assembly in accordance with: \n\n\t(1)\tParagraph 2, accomplishment instructions of Douglas Service Bulletin 25-146, dated September 10, 1969, and Revision 2 thereto, dated August 21, 1970, or later FAA approved revisions, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t(2)\tDouglas All Operators Letter (AOL) 9-595, dated June 25, 1971, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective August 21, 1971.
2012-15-15: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. That AD currently requires initial and repetitive inspections of the fuselage skin and bear strap at the forward, upper corner of the L1 entry door cutout for cracking, and repair if necessary. That action also provides an optional terminating action for the repetitive inspections. This new AD requires additional inspections for airplanes having repairs or preventative modifications installed and inspections for certain other airplanes. This AD also adds airplanes to the applicability. This AD was prompted by reports of additional cracking in the fuselage skin. We are issuing this AD to detect and correct cracking of the fuselage skin and bear strap at the forward upper corner of the L1 entry door cutout, which could result in reduced structural integrity of the L1 entry door, and consequent rapid decompression of the airplane.
75-17-37: 75-17-37 BEECH: Amendment 39-2339. Applies to A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-520), B19 Sport 150 (Serial Numbers MB-521 thru MB-776); 23, A23, A23A, B23 and C23 (Serial Numbers M-1 thru M-1361): C23 Sundowner 180 (Serial Numbers M-1362 thru M-1664); A23-24 and A24 (Serial Numbers MA-1 thru MA-368); A24R (Serial Numbers MC-2 thru MC-95); A24R and B24R Sierra 200 (Serial Numbers MC-96 thru MC-360) airplanes. Compliance: Required as indicated, unless already accomplished. To assure proper operation of the carburetor mixture and/or carburetor heat control cables, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: Visually inspect the mixture and/or carburetor heat control cables to assure freedom of motion and adjust where necessary in accordance with Beechcraft Service Instructions No. 0717- 159 or subsequent revisions or by any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Aircraft equipped with fuel injection engines do not have carburetor heat control cables. This amendment becomes effective August 20, 1975.
69-24-05: 69-24-05 KOLLSMAN: Amdt. 39-880. Applies to Kollsman Type A4086910021, A4186910028 and A4186910029 Altimeters. Unless already accomplished, compliance is required within 900 hours time in service after the effective date of this AD, or the next overhaul of the altimeter, which ever occurs first. In order to remove the source of a false signal, alter the altimeters in accordance with either: (a) Kollsman Service Bulletin 188, Rev. 1, dated December 19, 1968, or Service Bulletin 189, dated October 29, 1968, or (b) An equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective December 4, 1969.
2012-16-02: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC155B and EC155B1 helicopters with a VIP 4- seat bench to require revising the Limitations section of the Rotorcraft Flight Manual (RFM) and converting the VIP 4-seat bench into a 3-seat configuration. This AD was prompted by the determination that the load strength of the seat attachment hardware of the seat installation does not meet certification specifications. The required actions are intended to prevent overloading of the seat structure at the attachment point during a hard landing or emergency landing, which could result in the VIP 4-seat bench detaching from the floor and subsequent injury to the seat occupants.
73-21-01: 73-21-01\tMOONEY: Amdt. 39-1729. Applies to Mooney Models M20, M20A, M20B, M20C, M20D, M20E, M20F and M20G airplanes. \n\tCompliance required as indicated. \n\tTo prevent corrosion and/or misrigging in the flight control and landing gear systems which may result in binding or seizure of the joints and loss of flight control or collapse of the landing gear, accomplish the following: \n\t(a)\tWithin 25 hours time in service after July 10, 1972, unless already accomplished within the last 25 hours time in service, and thereafter at intervals not to exceed 12 calendar months from the last inspection or 100 hours time in service from the last inspection, whichever comes first, lubricate all flight control systems and landing gear system rod end bearings with a silicone spray lubricant or with an FAA approved equivalent lubricant. \n\t(b)\tWithin the next 50 hours time in service after July 10, 1972, unless already accomplished, install retracting links, P/N 530003-13 (1 ea.) and 510011-13 (2 ea.) on all M20B, C, E, F, and G aircraft and on M20D models converted to a retractable gear, or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA, Fort Worth, Texas. The new links incorporate grease fittings and improved overcenter travel resulting in lower preload rigging. New links are not required if the existing installations use -13 links which have grease fittings. (Reference Mooney Service Bulletin M20-155 dated 6-15-67, or later FAA approved revision.) \n\n\nAD 73-21-01 \n\n\tNOTE: For M20 and M20A models the present retract links are to be modified by the addition of grease fittings as shown in figures 1 and 2 attached. Follow procedures in Mooney M20/M20A Service and Maintenance Manual or other FAA approved procedure, for removal and replacement of links. Service Bulletins, Service Letters and Service Instructions referenced in this AD may be obtained from Mooney Aircraft, Louis Schreiner Field, Kerrville, Texas. \n\t(c)\tAt the next lubrication as required in (a) and thereafter at the same interval as specified in (a), perform a landing gear retraction test and check the landing gear rigging. Information regarding rigging and torque preload may be found in Mooney Service Bulletin No. M20-35A dated 7-11-60 for Models M20 and M20A, Mooney Service Instruction No. M20-32 dated 11-3-72 for other models or later FAA approved revisions. Special tools supplied by Mooney Aircraft as noted in the reference documents or FAA approved equivalent tools are required for proper preload rigging. \n\tThis supersedes Amendment 39-1455 (37 F.R. 11462), AD 72-12-02 as amended by Amendment 39-1482 (37 F.R. 13336). \n\tThis amendment becomes effective October 10, 1973.
76-04-08: 76-04-08 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-2526. Applies to all Model BO 209 "Monsun" airplanes, certificated in all categories, except those having engine mount, P/N 209-61016-b, installed. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the engine mount, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD and, thereafter, at intervals not to exceed 100 hours' time in service from the last inspection, until modified in accordance with paragraph (b) of this AD, visually inspect the connection point of all three bent tubes of the engine mount, P/N 209-61016, for cracks in accordance with Messerschmitt-Bolkow-Blohm Service Bulletin No. 209-15/71-20, dated July 1975, or an FAA-approved equivalent. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the work can be performed, replace the engine mount with an engine mount of new design, P/N 209-61016-b, in accordance with Messerschmitt-Bolkow-Blohm Service Bulletin No. 209-15/71-20, dated July 1975, or an FAA-approved equivalent. This amendment becomes effective March 4, 1976.
2012-16-08: We are adopting a new airworthiness directive (AD) for certain [[Page 48421]] BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by reports of cracking and surface anomalies of the fuselage skin at the water trap/air dryer unit of the forward discharge valve due to corrosion. This AD requires repetitive detailed inspections for bulging, surface anomalies, and cracking of the fuselage skin adjacent to the discharge valves, repair if necessary, and application of additional sealant in the affected area if necessary. We are issuing this AD to detect and correct bulging, surface anomalies, and cracking that could propagate towards the forward discharge valve outlet, which could result in the failure of the fuselage skin, leading to a possible sudden loss of cabin pressure.
2011-12-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires, depending on airplane configuration, doing certain wiring changes, replacing the fuel pump power control relays for the main, center, and auxiliary tanks, as applicable, with new relays having a ground fault interrupter (GFI) feature, performing certain bonding resistance measurements, and modifying relay module assemblies. This AD also requires revising the maintenance program to incorporate certain Airworthiness Limitations. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent damage to the fuel pumps caused by electrical arcing that could introduce an ignition source in the fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.