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83-14-09: 83-14-09 EMBRAER: Amendment 39-4692. Applies to Models EMB-110P1 and EMB-110P2 (S/N 110001 through 110386, 110388 through 110397, 110399 through 110401, 110404 through 110408, 110410 through 110412, 110414, 110415 and 110421) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude structural failure of the horizontal stabilizer front attachment and fuselage bulkhead 33, accomplish the following: a) Within the next 50 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 500 hours time-in-service, except as provided in paragraph b) of this AD, visually inspect: 1) The rivets (MS20470AD4) that attach the "C" channels (P/N 4A-1419- 05/06/07/08) to the upper and lower flanges of the "U" shaped machined parts (P/N 4A-1411-07- 16/17) for looseness (see Figure 2, EMBRAER Service Bulletin ((SB)) No. 110-53-019, hereinafter referred to as the SB). 2) The rivets (MS20470AD3) that attach the fuselage skin to the "C" channels described in paragraph a) 1) above and the two lower adjacent channels for looseness (see Figure 3 of the SB). 3) The web or flange areas of bulkhead 33 adjacent to the horizontal stabilizer front fittings, at each side of the fuselage for cracks (see Figure 2, Section C-C of the SB). b) If loose rivets are found during any inspection required by paragraph a)1) above, in either the upper or lower "C" channel attachments, repeat the inspections in paragraph a) of the AD at intervals not to exceed 125 hours time-in-service until not more than 500 hours time-in- service is accumulated, at which time replace all five rivets (MS20470AD4) in the flange having the loose rivets with Hi-Lock rivets HL-22-77-5-4 or AN3-5A bolts. If loose rivets are found during any inspection required by paragraph a) 2) above, in both the upper and lower "C" channels, prior to further flight replace the rivets. The detailed rivet replacement is shown in Figure 3 of the SB. Accomplish the repetitive inspections of those flanges in which rivets have been replaced at intervals not to exceed 500 hours time-in-service until the "C" channel attachments are reinforced in accordance with the procedures shown in Figure 4 of the SB. c) If cracks are found during any inspection required by paragraph a)3) of this AD, accomplish the following: 1) If cracks are less than 3 inches, repeat the repetitive visual inspections at intervals not to exceed 125 hours time-in-service until not more than 1000 hours time-in-service is accumulated, at which time repair bulkhead 33 in accordance with Figure 5 of the SB, reinforce the "C" channel attachments, and replace the rivets of the horizontal stabilizer front attachment structure in accordance with Figure 4 of the SB if not previously accomplished. If possible, stop drill the crack ends. 2) If cracks are 3 inches or longer, prior to further flight, repair bulkhead 33web in accordance with Figure 5 of the SB, reinforce the "C" channel attachments, and replace the rivets of the horizontal stabilizer front attachment structure in accordance with Figure 4 of the SB. 3) If the horizontal stablilizer forward attachment fitting (P/N 110-1411-07- 29) rides on the corner of the reinforcing plate (P/N 4A-1419-09), remove excess material from the upper inboard corner of the reinforcing plate (P/N 4A-1419-09), to provide for a proper fit. d) If no cracks are found in the bulkhead 33 web during any inspection required by paragraph a)3) of this AD, the repetitive inspections of that paragraph are no longer required when the "C" channel attachments are reinforced and the rivets of the horizontal stabilizer front attachment are replaced in accordance with the procedures shown on Figure 4 of the SB. e) The repetitive inspections required by paragraphs b) and c) of this AD are no longer required when the bulkhead 33 web is repaired in accordance with Figure 5 of the SB and the "C" channel attachments are reinforced and the horizontal stabilizer front attachment rivets are replaced in accordance with Figure 4 of the SB. f) 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. g) Aircraft may be flown in accordance with FAR 21.197 to a location where this (AD) can be accomplished. h) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. This amendment becomes effective July 27, 1983.
2016-19-10: We are superseding Airworthiness Directive (AD) 2000-10-18 for certain Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. AD 2000-10-18 required repetitive inspections to detect cracks in the lower spar of the engine pylons between ribs 6 and 7, and repair if necessary. This new AD reduces the compliance times for the initial inspection and the repetitive intervals. This AD was prompted by the determination that the compliance times for the initial inspection and the repetitive intervals must be reduced to allow timely detection of cracks in the engine pylon's lower spar between ribs 6 and 7. We are issuing this AD to detect and correct fatigue cracking, which could result in reduced structural integrity of the engine pylon's lower spar, and possible separation of the engine from the airplane.
2001-12-15: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires revising the wiring of the selective calling (SELCAL) system. The actions specified by this AD are intended to prevent inadvertent very high frequency transmissions and subsequent loss of radio communications for airplane and/or airport operations; and to prevent inadvertent high frequency transmissions and subsequent electrical shock to ground service personnel and/or damage to the airplane during fueling operations or fuel tank maintenance. This action is intended to address the identified unsafe condition.
91-05-12: 91-05-12 AIRBUS INDUSTRIE: Amendment 39-6914. Docket No. 90-NM-158-AD. Applicability: All Model A300 series airplanes, equipped with one or more trimmable horizontal stabilizer (THS) attachment lugs made from 2014 material, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect cracks and corrosion in the THS attachment lugs at Frame 91 and to prevent reduced structural integrity of the horizontal stabilizer attachment, accomplish the following: A. Prior to the accumulation of 1,200 landings, or within 90 days after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 1,200 landings, perform a visual and eddy current inspection of all attachment lugs made from 2014 material, in accordance with Airbus Industrie Service Bulletin A300-53-269, dated December 18, 1989. Repeat these inspections thereafter at intervals not to exceed 1,200 landings. NOTE: Attachment lugs made from 7075 material are not affected by this AD. B. If cracks or corrosion are detected, prior to further flight, repair or replace the affected lugs in accordance with Airbus Industrie Service Bulletin A300-53-269, dated December 18, 1989. C. Installation of Modification No. 7715/D7222, in accordance with Airbus Industrie Service Bulletin A300-53-270, Revision 1, dated February 22, 1990, or Revision 2, dated August 27, 1990, constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. D. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6914, AD 91-05-12) becomes effective on April 1, 1991.
97-05-05: 97-05-05 DORNIER: Amendment 39-9949. Docket 96-NM-116-AD. Applicability: Model 328-100 series airplanes having serial numbers 3005 through 3014 inclusive; 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 (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 failure of the diagonal braces that connect the left and right wings to the fuselage, which could result in unstable movement of the wings and adversely affect the aerodynamic characteristics of the wings, accomplish the following: (a) Within 90 days after the effective date of this AD, perform the actions required by paragraphs (a)(1) and (a)(2) of this AD. (1) Check the clearance between the diagonal braces that connect the left and right wings to the fuselage and the Z-profile of the frame to which the top fairing is attached, in accordance with Dornier Service Bulletin SB-328-53-051, dated August 16, 1994. (i) If the clearance meets or exceeds the minimum limits specified in the service bulletin, no further action is required by paragraph (a)(1) of this AD. (ii) If the clearance is less than the minimum limits specified in the service bulletin, prior to further flight, modify the Z-profile of the frame to which the top fairing is attached, in accordance with the service bulletin. (2) Check each diagonal brace for damage or wear, in accordance with the service bulletin. (i) If no damage or wear is detected, no further action is required by paragraph (a)(2) of this AD. (ii) If any damage or wear is detected, prior to further flight, repair the diagonal brace in accordance with a method approved by the Manager Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (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, 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. (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 airplane to a location where the requirements of this AD can be accomplished. (d) The actions shall be done in accordance with Dornier Service Bulletin SB-328-53-051, dated August 16, 1994. 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 Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. 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. (e) This amendment becomes effective on April 3, 1997.
2016-19-08: We are adopting a new airworthiness directive (AD) for Viking Air Limited Models DHC-2 Mk. I, DHC-2 Mk. II, and DHC-2 Mk. III airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and [[Page 64054]] correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as corrosion of the elevator control rod and of the elevator actuating lever on the control column. We are issuing this AD to detect and correct corrosion and/or cracking of the elevator control rod assemblies and the elevator actuating lever, which if not detected and corrected, could cause these components to fail. This failure could result in loss of control.
2010-23-22: We are adopting a new airworthiness directive (AD) for the Eurocopter Model AS332L2 helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that a hard landing occurred during in-flight engine failure (one engine inoperative (OEI)) training. An examination revealed the failure of the right-hand main reduction gear module (module) freewheel unit due to excessive wear on some of its components. The MCAI AD prohibits engine failure OEI training with helicopters on which certain main gearbox (MGB) modules with certain freewheel shafts are installed and mandates the replacement of those modules. The actions are intended to prevent failure of certain freewheel units, loss of power to the main rotor system, and subsequent loss of control of the helicopter.
2001-01-52 R1: This amendment rescinds an existing airworthiness directive (AD) that applies to Bell Helicopter Textron Canada (BHTC) Model 407 helicopters and currently requires, before further flight, imposing never exceed velocity (Vne) restrictions on the helicopter. The requirements of that AD were intended to prevent tail rotor blades from striking the tailboom, separation of the aft section of the tailboom with the tail rotor gearbox and vertical fin, and subsequent loss of control of the helicopter. That AD was prompted by an accident suspected of being the result of a tail rotor strike caused by high airspeed. Since the issuance of that AD, accident investigation findings have not substantiated that a tail rotor strike caused by high airspeed was the cause of the accident. This amendment rescinds that AD. This amendment is prompted by the FAA's determination that the Vne restrictions and accompanying actions imposed by that AD do not correct an unsafe condition.
2016-19-07: We are superseding Airworthiness Directive (AD) 2008-19-08, for all Dassault Aviation Model Falcon 10 airplanes. AD 2008-19-08 required repetitive replacement of the flexible hoses installed in the wing (slat) anti-icing system with new hoses. This new AD requires reducing the life limit of these flexible hoses, which reduces the repetitive replacement intervals. This AD was prompted by additional reports of collapse of the flexible hoses installed in the slat anti- icing systems on airplanes equipped with new, improved hoses. We are issuing this AD to prevent collapse of the flexible hoses in the slat anti-icing system, which could lead to insufficient anti-icing capability and, if icing is encountered in this situation, could result in reduced controllability of the airplane.
2016-18-18: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109A, A109A II, A109C, A109E, A109K2, A109S, and AW109SP helicopters. This AD requires visually inspecting the tail rotor drive shaft assembly (drive shaft) for a crack. This AD was prompted by the discovery of three cracks on the drive shaft of a Model A109S helicopter. The actions of this AD are intended to detect a crack on the drive shaft to prevent failure of the driveshaft, failure of the tail rotor, and subsequent loss of helicopter control.