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2023-11-12: The FAA is adopting a new airworthiness directive (AD) for certain DAHER AEROSPACE (type certificate previously held by SOCATA) Model TBM 700 airplanes. This AD was prompted by 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 identifies the unsafe condition as interference between the emergency exit trim panel and the upholstery panel, which could result in additional effort required to open the emergency exit door. This AD requires modification of the gripping strap, which maintains the upholstery panel on the emergency exit trim panel. The FAA is issuing this AD to address the unsafe condition on these products.
86-19-06: 86-19-06 BOEING: Amendment 39-5404. Applies to Boeing Model 737-300 airplanes listed in Boeing Service Bulletin 737-21-1085, dated February 14, 1986, certificated in any category. Compliance required within 180 days after the effective date of this amendment, unless already accomplished. \n\n\tTo ensure air ducts have adequate flammability characteristics accomplish the following: \n\n\tA.\tReplace air ducts in accordance with Boeing Service Bulletin 737-21-1085, dated February 14, 1986, or later FAA-approved revisions. \n\n\tB.\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\tC.\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\tAll persons affected by this directive who have not already received the applicable service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 2, 1986.
83-10-06 R1: 83-10-06 R1 PILATUS BRITTEN-NORMAN LTD: Amendment 39-4656 as amended by Amendment 39-5507. Applies to Models BN-2, BN-2A and BN-2B Islander Series (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent structural failure of the elevator trim tabs, accomplish the following: a) For those airplanes not incorporating Mod NB/M/1117, within the next 10 hours time-in-service after the effective date of this AD or within 10 hours time-in-service from the last inspection per AD 83-07-03 and thereafter at intervals not to exceed 10 hours time-in-service: 1) Visually inspect, using a 5x power magnifying glass, the elevator trim tab skins, front channel member (spar) and drive ribs for cracks in accordance with the instructions contained in the "inspection" section of Pilatus Britten-Norman Ltd., Service Bulletin (S/B) No. BN-2/SB.142, Issue 4, dated January 22, 1986 (hereinafter referred to as the S/B), or an FAA-approved equivalent. 2) Visually inspect elevator trim tabs for loose or broken rivets. 3) Visually inspect elevator trim tab hinges for damage or excessive wear. 4) Visually inspect the trim tab operating system for backlash in accordance with the instructions provided in the "Inspection" section of the SB. 5) Before further flight, repair any defects found during accomplishment of paragraphs a)1), a)2), a)3), or a)4) of this AD, in accordance with the instructions contained in the "Rectification (Pre-Mod NB/M/1117 Long Span Tabs)" section of the SB and/or instructions provided by Pilatus Britten-Norman, Ltd., Bembridger, Isle of Wight, England, and approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. 6) The actions required by paragraphs a)1) through a)4) of this AD may be performed by the pilot, providing: i) The pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct these inspections in accordance with this AD, and ii) These inspections are performed at least once each 100 hours time-in-service by a properly rated mechanic. b) For those airplanes which have incorporated Mod. NB/M/1117, the intervals between repetitive inspections specified in paragraph a) of this AD may be increased to 100 hours time-in-service (as prescribed in the Airplane Maintenance Schedules (Pub. Ref. MS/1 and MS/4), and with the instructions in the Airplane Maintenance Manual (Pub. Ref. MM/1)). c) Any airplane which incorporates a Collins AP107 Autopilot (Mod NB/M/911) is not eligible for incorporation of Mod NB/M/1117 unless the autopilot system has been modified to conform with Appendix 6 (Issue II or later) of Mod NB/M/911 in accordance with SB No. BN- 2/SB156, dated March 14, 1983. d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Pilatus Britten-Norman Ltd., Bembridge, Isle of Wight, England; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-4656 superseded AD 83-07-03, Amendment 39-4602. Amendment 39- 4656 became effective on June 2, 1983. This amendment, 39-5507, becomes effective on February 12, 1987.
2004-26-06: This amendment adopts a new airworthiness directive (AD), that is applicable to certain Boeing Model 767-300 and 767-300F series airplanes equipped with General Electric or Pratt & Whitney engines. This AD requires reworking the wing-to-strut diagonal braces and the aft pitch load fittings of the wings, and reinstalling the diagonal braces with new fuse pins and associated hardware. This action is necessary to prevent undetected loss of the diagonal brace fuse pins of the wings and consequent increased loads in other wing-to-strut joints, which could result in separation of the struts and engines from the wings. This action is intended to address the identified unsafe condition.
2023-11-09: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GVII-G500 and GVII-G600 airplanes. This AD was prompted by reports of two landing incidents in which the alpha limiter engaged in the landing flare in unstable air, resulting in high rate of descent landings and damage to the airplanes. This AD requires updating the flight control computer (FCC) software. The FAA is issuing this AD to address the unsafe condition on these products.
97-03-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9 series airplanes, that currently requires repetitive visual inspections to detect corrosion and cracking of the fuselage upper skin and frames in the area of the loop antenna assemblies of the automatic direction finder (ADF), and repair, if necessary. This amendment adds a requirement to perform a visual and an eddy current inspection of the fuselage forward upper skin under the antennas, followed by the reinstallation of the ADF antennas using an improved procedure. This amendment is prompted by the development of a modification of the ADF antenna installation that constitutes terminating action for the required repetitive visual inspections. The actions specified by this AD are intended to prevent rapid decompression of the fuselage, significant structural damage, and subsequent reduced structural integrity of the airplane, due to problems associated with corrosion and fatigue cracking in the subject area.
2005-01-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing airplanes listed above. This AD requires repetitive detailed inspections of the midspar web of the inboard and/or outboard struts for cracking, disbonding, or buckling; repetitive detailed inspections of the midspar stiffeners for any crack or fracture; related investigative actions; and corrective actions, if necessary. This AD is prompted by reports of cracking in the midspar web. We are issuing this AD to detect and correct cracking in the midspar assembly, which could result in the loss of the midspar assembly load path, and could, combined with the loss of the nacelle station 180 bulkhead load path, lead to the separation of the engine from the airplane.
61-16-02: 61-16-02 ARMSTRONG-WHITWORTH: Amdt. 315, Part 507 Federal Register August 3, 1961. Applies to the following Model AW-65O Argosy Series 101 aircraft only: Serial Numbers 6655, 6656, 6657, 6659, and 6660. Compliance required as indicated. Because of service defects found on the elevators, rudders, fins and flaps, the following is required: (a) Prior to every flight, visually inspect the following areas for loose rivets, cracks and damaged skin: (1) Top and bottom surface of both elevators including horn balances. (2) Inboard and outboard sides of left and right fins. (3) Entire surface of left and right rudders including tabs. (4) Undersurface of inboard flaps. (b) If loose rivets or damaged skin is found an FAA approved repair must be accomplished prior to further flight. (c) If cracks are found, the following action must be taken: (1) If cracks between adjacent rivets or cracks at least one inch long are found, the internal structure in that location must be inspected. If no internal damage is found, an FAA approved repair must be made to the skin prior to the next flight. If any internal damage is found the component must either be replaced or an FAA approved repair incorporated prior to next flight. (2) If cracks less than one inch long and less than twelve inches apart are found, they must be repaired prior to the next flight. Cracks less than one inch long which are twelve inches or more apart must either be stopped by drilling or repaired prior to next flight. (d) The special inspections in (a), (b), and (c) are no longer required when AWA modifications 650/686, 650/687, 650/688, 650/689, and 650/690 are all incorporated. This supersedes AD 61-05-01. This directive effective August 3, 1961.
2023-09-09: The FAA is adopting a new airworthiness directive (AD) for turbocharged, reciprocating engine-powered airplanes and helicopters and turbocharged, reciprocating engines with a certain v-band coupling installed. This AD was prompted by multiple failures of spot-welded, multi-segment v-band couplings at the tailpipe to the turbocharger exhaust housing flange (also referred to as ''spot-welded, multi- segment exhaust tailpipe v-band coupling''). This AD establishes a life limit for the spot-welded, multi-segment exhaust tailpipe v-band coupling and requires repetitively inspecting the spot-welded, multi- segment exhaust tailpipe v-band coupling. The FAA is issuing this AD to address the unsafe condition on these products.
97-03-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 737 series airplanes, that requires replacing the fuel cap assembly with a new assembly on the inlet fitting at the inside top of the Boeing-designed auxiliary fuel tank(s). This amendment also requires installing certain new placards once the replacement action is accomplished. This amendment is prompted by reports that the fuel cap assembly, due to its design, became loose and allowed fuel to enter the deactivated auxiliary fuel tanks on in-service airplanes. The actions specified by this AD are intended to prevent unwanted fuel transferring to the deactivated auxiliary fuel tanks, due to the problems associated with a loose fuel cap assembly.