Results
79-15-02: 79-15-02 AVCO LYCOMING: Amendment 39-3516. Applies to Avco Lycoming O-360-A1G6D engines with Serial Numbers prior to L-26456-36A except L-23465-36A, L-23783-36A, L-23865-36A, L-24278-36A, L-25075-36A, L-25129-36A, L-25131-36A, L-25998-36A, L-26069-36A through L-26071-36A, L-26073-36A through L-26076-36A, L-26123-36A through L-26128-36A, L-26130-36A, L-26131-36A, L-26139-36A, L-26205-36A through L-26207-36A, L-26236-36A through L-26242-36A, L-26278-36A, L-26281-36A through L-26283-36A, and to the Avco Lycoming LO-360-A1G6D engines with Serial Numbers prior to L-296-71A except L-102-71A, L-107-71A, L-109-71A, L-113-71A, L-158-71A, L-171-71A, L-237-71A, L-246-71A, L-250- 71A, L-255-71A, L-256-71A, L-259-71A through L-273-71A, L-275-71A through L-282-71A, L-284-71A through L-286-71A, L-289-71A. Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent inflight power loss due to loosening of the internal economizer channel plug in the Model HA-6 carburetor, remove the P/N 80-150 plug and replace with P/N 80-364 plug in accordance with Avco Lycoming Service Bulletin No. 434 or FAA approved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD. Note. Marvel-Schebler/Tillotson Service Bulletin A1-79 and Beechcraft Service Instructions No. 1045 also pertains to this subject. This amendment is effective July 20, 1979.
2019-16-14: The FAA is superseding airworthiness directive (AD) 2018-25-01 for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan model engines. AD 2018-25-01 required initial and repetitive inspections of the intermediate-pressure compressor (IPC) stage 1 rotor (R1) blades, IPC stage 2 rotor (R2) blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD retains those inspections, revises certain reinspection intervals, and adds certain engine models to the applicability. This AD was prompted by a determination by the manufacturer of the need to revise inspection intervals for certain affected engines. In addition, the FAA added recently validated additional engine models to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
82-20-51: 82-20-51 AVCO LYCOMING: Telegram issued September 22, 1982. The following AD is issued and applicable to Avco Lycoming Model LTP101-600 and LTP101-600A turboprop engines (all serial numbers), Model LTP101-600A-1A turboprop engines prior to S/N 50095, and Model LTP101-700A-1A turboprop engines prior to S/N 51009. Within the next 25 hours time in service after receipt of this telegraphic AD unless already accomplished, remove the N2 accessory idler gear assembly in accordance with the accomplishment instructions contained in Avco Lycoming Service Bulletin Numbers LTP101A-72-0021 Rev. 1 and LTP101-72-0025 Rev. 1. This assembly is shown as Item 147 in Figure 2, Section 72-00-00, of Lycoming Maintenance Manual No. LTP101-2 and as Items 770, 750, 785, 775, 765, 760, and 755 in Figure 1, Section 72-60-00, of Lycoming Illustrated Parts Catalog Number LTP101-4. Replace with Avco Lycoming Kit P/N TLW-18823 in accordance with the accomplishment instructions contained in Avco Lycoming Service Bulletin Numbers LTP101A-72-0021 Rev. 1 and LTP101-72-0025 Rev. 1. The manufacturer's procedures identified and described in this directive are available upon request to Avco Lycoming, Williamsport, Pennsylvania. These documents may also be examined at FAA New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained by the FAA at the New England Region Headquarters, Burlington, Massachusetts. This directive is effective immediately upon receipt of this telegram.
60-19-01: 60-19-01 SIKORSKY: Amdt. 199 Part 507 Federal Register September 10, 1960. Applies to All S-52-3 Helicopters. Compliance required as indicated. As a result of further investigation of the service history of the HO5S-1 (S-52-3) helicopters, the following retirement, replacement and inspection schedules must be accomplished at the times indicated: (a) Effective immediately the following components must be retired from service at the hours of time in service indicated: P/N S11-10-2200 Main Rotor Blade Assembly -1,100 hours. P/N S11-15-1100 Tail Rotor Blades - 1,700 hours. (b) Effective October 14, 1960, the following components must be replaced with the redesigned components indicated, if not already accomplished: P/N S11-35-2006, Clutch Spindle, replace with P/N S11-35-2009. P/N S11-35-2013, Clutch Spring, replace with P/N S11-35-2013-1. P/N S11-35-2019, Free Wheel Unit Spring, replace with P/N S11-35- 2019-1. P/N 13273, Bolt, Engine Fan, replacewith AN 76-10 Bolt. (c) Effective October 14, 1960, the following shall be accomplished at the times indicated: (1) The torque of the AN 76-10 bolts in the engine fan must be checked every 30 hours' time in service and retorqued if necessary to a minimum value of 370 inch- pounds. Bolts found with less than 300 inch-pounds torque must be replaced with new bolts. (Sikorsky Service Information Circular 1135-22 covers this subject.) (2) Within the next 30 hours' time in service and every 30 hours' time in service thereafter, inspect the DSP4 bearing in the rotating scissors in accordance with Sikorsky Service Information Circular 1110-46 and replace bearing every 100 hours' time in service with new bearing. When DSP4 bearing is replaced by DSRP4 bearing, the DSP4 inspection and replacement schedule no longer applies. (3) Within the next 30 hours' time in service and every 30 hours' time in service thereafter, inspect the DSP4 bearing in the damper arm in accordance withSikorsky Service Information Circular 1110-46 and replace bearing every 300 hours' time in service with new bearing. When DSP4 bearing is replaced by DSRP4 bearing, the DSP4 inspection and replacement schedule no longer applies. This supersedes AD 60-04-06.
2019-14-12: The FAA is adopting an airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD requires a maintenance records check to determine if any main slat track assembly has been removed, an inspection of the main slat track assemblies for a suspect lot number or a lot number that cannot be determined, and applicable on-condition actions. This AD was prompted by a report that certain main slat track assemblies were manufactured incorrectly and are affected by hydrogen embrittlement. The FAA is issuing this AD to address the unsafe condition on these products.
82-09-53: 82-09-53 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4434. Applies to Model 222 helicopters certificated in all categories that are equipped with swashplate drive links, Part No. 222-010-460-101. (Airworthiness Docket No. 82-ASW-24.) Compliance required as indicated, unless already accomplished. To prevent possible link failure due to excessive bearing wear in the main rotor swashplate drive links and possible link cracks, accomplish the following installation. Before further flight, after the effective date of this AD, install swashplate drive links, Part No. 222-011-416 or 222-018-034 in place of swashplate drive links 222-010-460-101 as prescribed in Bell Helicopter Textron, Inc. Technical Bulletin 222-81-41, dated September 1, 1981, or by an equivalent procedure approved by Chief, Aircraft Certification Division, Federal Aviation Administration, Southwest Region. This AD supersedes and cancels AD No. T82-09-52. This amendment becomes effective August 19, 1982, to all persons except those to whom it was made immediately effective by telegraphic AD T82-09-53 issued April 27, 1982, which contained this amendment.
2019-13-03: The FAA is adopting a new airworthiness directive (AD) for certain Trig Avionics Limited TT31, Avidyne Corporation AXP340, and BendixKing/Honeywell International KT74 Mode S transponders. This AD was prompted by the discovery that the retaining cam that engages in the mounting tray may not withstand g-forces experienced during an emergency landing. This AD requires one-time inspection of the transponder installation and, depending on the findings, removal of the affected transponder for modification. The FAA is issuing this AD to address the unsafe condition on these products.
83-14-10: 83-14-10 CANADAIR: Amendment 39-4688. Applies to Model CL-600-1A11 airplanes certificated in all categories. To prevent decompression of the aircraft, within the next 100 hours time in service after the effective date of this AD, accomplish the following, unless previously accomplished: A. For airplanes with serial numbers listed in Canadair Service Bulletin 600-0147, Revision 2, dated September 24, 1982, modify and inspect the windshield and side window glazing in accordance with the Accomplishment Instructions of this service bulletin. B. If cracks are detected replace the affected glazing prior to further flight except as noted in paragraph E. below. C. For airplanes with serial numbers listed in Canadair Service Bulletin 600-0225, Revision 1, dated September 24, 1982, modify in accordance with the Accomplishment Instructions of this service bulletin. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by theManager, 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 unpressurized to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective July 28, 1983.
2019-12-04: The FAA is superseding Airworthiness Directive (AD) 2018-19- 18, which applied to certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4- 605R Variant F airplanes; and Model A300 F4-605R airplanes. AD 2018-19- 18 required, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. This new AD retains those actions, expands the applicability, and, for certain airplanes, requires repetitive inspections for cracking of certain holes of the center wing box (CWB) lower angle fittings and the CWB lower panel, and corrective actions if necessary, as specified in an European Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of cracking of a certain frame (FR) angle fitting. The FAA is issuing this AD to address the unsafe condition on these products.
84-01-01: 84-01-01 GENERAL ELECTRIC COMPANY: Amendment 39-4790. Applies to CF6-45 and CF6-50 series model turbofan engines. Unless already accomplished, to preclude the possibility of uncontained titanium fires, replace as follows prior to June 1, 1984: (a) Compressor stator assembly, including the compressor case, and stage 6 vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-549. (b) Compressor inlet stator vanes and stage 1 and 2 stator vanes in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-550. (c) Compressor blades, stages 3 through 9, and the stage 3-9 spool in accordance with FAA approved General Electric CF6-45 and CF6-50 Service Bulletin 72-551. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already receivedthese documents from the manufacturer may obtain copies upon request from the General Electric Company, Neumann Way, Cincinnati, Ohio 45215. These documents may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts. A historical file on this AD is maintained by the FAA, New England Region Office, Burlington, Massachusetts. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Engine Certification Branch, FAA, New England Region, may adjust the compliance date(s) specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective on February 10, 1984.
2019-08-51: The FAA is adopting a new airworthiness directive (AD) for all Cirrus Design Corporation (Cirrus) Model SF50 airplanes. This AD was sent previously as an emergency AD to all known U.S. owners and operators of [[Page 27933]] these airplanes. This AD requires replacing the angle of attack (AOA) sensors with improved AOA sensors. This AD was prompted by three incidents on Cirrus Model SF50 airplanes of the stall warning and protection system (SWPS) or Electronic Stability & Protection (ESP) System engaging when not appropriate. The FAA is issuing this AD to address the unsafe condition on these products.
63-11-02: 63-11-02 GENERAL DYNAMICS/CONVAIR: Amdt. 567 Part 507 Federal Register May 15, 1963. Applies to All Models 340 and 440 Aircraft Incorporating a Menasco Main Landing Gear Torque Arm Apex Bolt (Menasco P/N 528076) That Has a 0.67 Inch Fillet Relief Diameter. Compliance required as indicated. As a result of cracking in the fillet relief diameter and complete failures of the Menasco main landing gear torque arm apex bolt (Menasco P/N 528076) that has a 0.67 inch fillet relief diameter, the following shall be accomplished: (a) Within the next 250 hours' time in service after the effective date of this AD unless already accomplished within the last 300 hours' time in service, and thereafter at periods not to exceed 550 hours' time in service from the last inspection, inspect the bolt by a dye penetrant method or an FAA approved equivalent method. Replace a cracked bolt with an uncracked apex bolt (Menasco P/N 528076) before further flight and continue the repetitive inspection. (b) The inspections specified in (a) may be discontinued when a redesigned bolt (Menasco P/N 528076) that has a 0.79 inch fillet relief diameter is installed. All of the redesigned bolts that are installed shall have an "R" stamped on one end. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. NOTE: An apex bolt of improved design was made available by Menasco in 1957 for operational use and spares. The redesigned bolt and the original bolt bear the same part number, but differ in fillet relief diameter. The original apex bolt has 0.67 inch fillet diameter and the redesigned apex bolt a 0.79 inch fillet relief diameter. (GeneralDynamics/Convair Service Engineering Report 6820-340-46/440-46 dated August 28, 1962, covers this same subject.) This directive effective June 14, 1963.
64-05-06: 64-05-06 UNIVERSAL: Amdt. 690 Part 507 Federal Register February 27, 1964. Applies to All Model (Globe) GC-1B Aircraft and Their Conversions With Standard Engine Mount P/N 11-710-2520. Compliance required as indicated. There have been instances of failure through internal corrosion of the upper left and right hand members of the engine mount assembly, the point of failure being just above the weld junction with the horizontal members of the engine mount. To preclude the possibility of further failures, which could result in the loss of the engine, accomplish the following inspection within 30 days from the effective date of this AD and thereafter at every periodic (annual) inspection. (a) Examine the engine mount members for evidence of rust and/or "pin holing" by probing with an ice pick or an equivalent tool. (b) If the tubular member appears solid from the inspection described in (a), remove the upper drive screw present in most engine mount legs, or drill a No. 37 size hole at this upper end of the engine mount member. Drill another No. 37 hole at the lower end of the member and check for the presence of rust, water or deterioration. (c) Replace any engine mount member that has been found to be damaged from internal corrosion by welding in a new member of 7/8 x 0.035 inch 4130 steel heat treated to 85,000 p.s.i. yield. Drill No. 37 holes in each end of this new member. Fill any new or existing member with Lionoil (or equivalent slushing compound) and then drain. The No. 37 holes can be used for this purpose. After the slushing compound has been drained out of the member, plug the holes with drive screws, AN 535-4-3. NOTE: No exact method exists in the field for measuring the wall thickness remaining at the lower end of the tube, or of determining the exact amount of wall deterioration through rusting, but a close visual inspection of the drilled hole coupled with the condition encountered (i.e., obvious presence of water or rust)will allow a reasonable judgment of the general condition. For example, after the hole is drilled, the presence of a heavy colloidal solution of rust in water would indicate the probability of serious deterioration. An air nozzle may be applied at the upper hole to facilitate the expelling of any moisture that may be present. (Universal Aircraft Industries Customer Service Bulletin No. 38 covers this same subject.) This directive effective February 27, 1964.
64-03-02: 64-03-02\tBOEING: Amdt. 681 Part 507 Federal Register February 7, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required at the next terminal where adequate facilities and personnel are available but not to exceed 25 hours' time in service after the effective date of this AD, unless already accomplished in accordance with Boeing Alert Service Bulletins Nos. 1964 and 1964A. \n\n\tAs a result of recently discovered cracking in the wing structure accomplish the following inspection external to the wing fuel tanks: \n\n\t(a)\tOn all Models 707-300 and -400 Series aircraft, visually inspect the left and right wing upper rear spar chord for evidence of cracking of the vertical leg of the chord member in the vicinity of wing Station 208. \n\n\t(b)\tOn all Models 707 and 720 Series aircraft, visually inspect the left and right wing upper and lower front spar chord for evidence of longitudinal cracking of the vertical leg adjacent to the fillet between the vertical and horizontal legs of the chord in the vicinity of Wing Station 727 outboard to the production splice station. \n\n\t(c)\tRepair any cracked chord member before further flight, in accordance with technical data approved by the Engineering and Manufacturing Branch, FAA Western Region. \n\n\t(Boeing Alert Service Bulletins Nos. 1964 and 1964A cover this same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 24, 1964.
2019-10-07: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/ B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 sheared or missing rivets on the horizontal stabilizer hinge bracket assemblies. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
84-04-01: 84-04-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4815. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent the possibility of electrical arcing in the cockpit windshield and side window heating electrical wire bundle, accomplish the following: A. Within 300 flight hours after the effective date of this AD, perform the aircraft wiring inspection and modification, if required, in accordance with Part 2, Accomplishment Instructions, in Lockheed-California Company L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Airplanes previouslyinspected in accordance with the procedures specified in Lockheed L-1011 Service Bulletin 093-30-055, dated July 1, 1983, or in accordance with alternate inspection procedures since June 6, 1983, approved by an FAA Principal Maintenance Inspector (PMI), are considered to comply with the inspection requirements of this AD. C. 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 these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also 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. This amendment becomes effective February 27, 1984.
2019-08-10: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 206A, 206B, 206L, 206L- 1, 206L-3, 206L-4, and 407 helicopters. This AD requires inspecting and cleaning the oil supply restrictor (restrictor) to the freewheel assembly. This AD was prompted by reports of a blocked oil line restrictor in the freewheel lubrication system. The actions of this AD are intended to address an unsafe condition on these products.
79-05-04: 79-05-04 BOEING: Amendment 39-3431. Applies to Boeing 747-200 series airplanes, Serial Numbers 20237, 20238, 20239, 20556, 20557, 21054, 21140, 21189, 21190, and 21237, equipped with auxiliary fuel tanks Number 1 and Number 4. \n\tUnless modified in accordance with Boeing Service Bulletin 747-28-2067 dated November 11, 1977, or Boeing Alert Service Bulletin 747-28-A2091, Revision 1, dated February 5, 1979, or later FAA approved revisions, accomplish the following: \n\tA.\tDiscontinue immediately the use of auxiliary fuel tanks Number 1 and Number 4; \n\tB.\tDrain fuel from those tanks; and \n\tC.\tOpen and collar the associated tank pump circuit breakers. \n\tEquivalent inspections and repairs may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. Compliance with the revised alert bulletin requirements is considered satisfactory terminating action for this Airworthiness Directive. \n\tThemanufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 15, 1979, and was effective earlier for all recipients of the telegram dated December 22, 1978.
89-18-13: 89-18-13 BRITISH AEROSPACE: Amendment 39-6309. (Docket No. 89-NM-24-AD) Applicability: Model DH/HS/BH/BAe 125 series airplanes certificated in any category, equipped with Sundstrand Turbomach Titan Gas Turbine Auxiliary Power (APU) Unit, Model T- 62T Series, installed in the aft equipment compartment of the airplane. NOTE: Installation of the subject APU's has been in accordance with, but are not limited to, the following Supplemental Type Certificates (STC): SA674CE SA1143EA SA1176EA SA1196EA SA440NE SA1173EA SA4710SW SA1923SW This AD applies to all Sundstrand Turbomach Titan APU installations in the aft equipment compartment. Compliance: Required as indicated unless previously accomplished. To prevent a fire in the aft equipment compartment, puncture of the aft pressure bulkhead, and severance of the control cables, due to an uncontained APU rotor failure, accomplish the following: A. Within the next 10 days after the effective date of this AD: 1. Revise the Limitations Section in the FAA-approved Airplane Flight Manual (AFM) Supplement to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM Supplement Limitations Section: "OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY." 2. Install a placard next to the APU start switch in the cockpit to state: "OPERATION OF THE APU DURING FLIGHT IS PROHIBITED, EXCEPT DURING AN EMERGENCY." B. 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, Northwest Mountain Region, Transport Airplane Directorate. NOTE: 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, Standardization Branch, ANM-113. C. 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 modifications required by this AD. This amendment (39-6309, AD 89-18-13) becomes effective on September 28, 1989.
87-23-01: 87-23-01 HEATH TECNA: Amendment 39-5759. Applies to Boeing Model 747 airplanes, certificated in any category, that have been modified in accordance with Supplemental Type Certificate SA2365NM, listed in Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987. Compliance required as indicated, unless previously accomplished.\n \n\tTo minimize fire hazard caused by chafing of ceiling light wire bundles, accomplish the following:\n \n\tA.\tWithin 60 days after the effective date of this AD, inspect lighting wire bundles which rest atop the Heath Tecna "Superbins" for evidence of damage and chafing, and repair, if necessary, before further flight; and accomplish either 1. or 2., below: \n\n\t\t1.\tInstall spacers to protect lighting wire bundles from chafing in accordance with Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987, or later FAA-approved revision. \n\n\t\t2.\tTrim the outboard edges of the ceiling panels in accordance with paragraph 2C of Heath Tecna Service Bulletin 74000-25-007, dated March 6, 1987, or later FAA-approved revision. \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 the modification required by 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 Heath Tecna Aerospace Company, 19819 84th Avenue South, Kent, Washington 98032. These documents 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 98108.\n \n\tThis amendment becomes effective December 10, 1987.
2019-08-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracking in the frame web, frame integral inboard chord, and fail-safe chord on multiple airplanes in multiple locations between stringers S-10 and S- 17 above the passenger floor, in addition to an evaluation by the design approval holder (DAH) indicating that certain fuselage frame splices are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of certain fuselage upper frames, side frames, fail-safe chords, inboard chords, frame webs, and stringers; an inspection for open tooling holes and the presence of repairs in certain inspection zones; and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
87-07-03: 87-07-03 BOEING: Amendment 39-5577. Applies to Boeing Model 737 airplanes, equipped with an aft airstair on which the detent plate modification described in Boeing Service Bulletin 737-52-1083, dated June 4, 1982, or later revisions, has been incorporated; certificated in any category. Compliance is required within one year after the effective date of this AD. \n\n\tTo ensure usability of the aft airstair exit in the event of an emergency evacuation, accomplish the following, unless previously accomplished: \n\n\tA.\tRemove the aft airstair operating handle detent plate which has been modified in accordance with Boeing Service Bulletin 737-52-1083, and install an unmodified Boeing P/N 65- 60510-1 aft airstair operating handle detent plate. \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 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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 April 13, 1987.
83-06-02: 83-06-02 MCDONNELL DOUGLAS: Amendment 39-4588. Applies to McDonnell Douglas Model DC-9-80 series airplanes fuselage numbers through 1086, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible discharge of fire extinguishing agent into an unselected area, accomplish the following within 300 flight hours time in service after the effective date of this AD: \n\n\tA.\tInspect for proper installation of electrical connection of plugs P1-70, P1-71, and P1-72 to Firex bottle No.1 and plugs P1-73, P1-74, and P1-75 to Firex bottle No. 2 and inspect for proper clamping method and correct if necessary, in accordance with McDonnell Douglas DC-9-80 Alert Service Bulletin A26-13, dated February 2, 1983, or Revision 1, dated February 3, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\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\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the 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). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective April 4, 1983.
2019-07-07: We are adopting a new airworthiness directive (AD) for various Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB- BK117 and Model BO-105 helicopters. This AD requires removing the swashplate bellows (bellows) and repetitively inspecting the swashplate assembly. This AD was prompted by reports of loose and missing clamps installed on bellows. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
83-18-01: 83-18-01 AIR TRACTOR: Amendment 39-4717. Applies to Model AT-300, AT-301, AT-302 (Serial Numbers 0001 through 0240) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the vertical fin front spar fuselage attach fittings, accomplish the following: a) On airplanes having less than 2,000 hours time-in-service on the effective date of this AD, within the next 25 hours time-in-service, or 100 hours time-in-service since the last inspection per Snow Engineering Company Service Letter No. 26, dated February 2, 1978, whichever occurs later, and within each 100 hours time- in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Company Service Letter No. 26, dated February 2, 1978. b) On airplanes having more than 2,000 hours time-in-service on the effective date of this AD within the next25 hours time-in-service, or 50 hours time-in-service since compliance with paragraph a), or the last inspection per Snow Engineering Company Service Letter No. 26 dated February 2, 1978, whichever occurs later, and each 50 hours time-in-service thereafter, inspect the vertical fin front spar fuselage attach fittings using dye penetrant procedures at the locations specified in Snow Engineering Service Letter No. 26, dated February 2, 1978. c) Prior to further flight, replace any cracked fittings found during the inspections required by paragraphs a) and b) of this AD with a new 10398-3 fitting in accordance with Snow Engineering Company Service Letter No. 47, dated February 12, 1983. d) On or before December 31, 1983, or upon reaching 2,000 hours time-in-service, whichever occurs later, replace existing sheet metal vertical fin front spar fuselage attach fittings with a new part number 10398-3 fitting, in accordance with Snow Engineering Company Service Letter No. 47 dated February 12, 1983. e) The other requirements of this AD are no longer required when the 10398-3 fittings are installed. f) The interval 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) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. h) Any equivalent means of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Division, ASW-100, FAA, P.O. Box 1689, Fort Worth, Texas 76101. This amendment becomes effective on September 6, 1983.