Results
2022-01-05: The FAA is superseding airworthiness directive (AD) 2021-24- 06, which applied to certain Airbus Helicopters Model EC130T2 helicopters. AD 2021-24-06 required repetitive visual inspections of the rivets on the rear transmission shaft bearing support and of the local structure for cracking and missing, loose, or sheared rivets and accomplishment of applicable corrective actions. This AD retains those requirements and adds repetitive visual inspections of the rivet heads on the left-hand and right-hand sides of the rear transmission shaft bearing support, revises a corrective action, and adds a reporting requirement, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the special flight permit limitation from AD 2021-24-06. This AD was prompted by an additional report of loose rivet heads on the outside face of the tail boom corner support. The FAA is issuing this AD to address the unsafe condition on these products.
2010-18-09: We are adopting a new airworthiness directive (AD) for the products listed above. 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: There have been reports of engine surge, lack of response to Power Lever input and crew commanded engine shutdown on PW530A/ PW545A/PW545B engines powered aeroplanes. Investigation revealed engine intercompressor bleed valve/servo valve malfunction as the cause of the above problems, and that this problem is limited to engines fitted with low time (new or overhauled) bleed valve servo valves with either SB 30343 or 30404 incorporated. We are issuing this AD to prevent inflight loss of power of one or both of the engines and possible loss of control of the airplane.
67-13-03: 67-13-03 PILATUS: Amdt. 39-388, Part 39, Federal Register April 4, 1967. Applies to Model PC-6 Series Airplanes, Serial Numbers to 563. Compliance required as indicated. To prevent failure of rivets attaching the rudder control lever to the rudder post, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, visually inspect the rivets attaching the rudder control lever to the rudder post for defective or failed rivets. (b) If defective or failed rivets are found during the inspection required by (a), before further flight, replace the 3mm. diameter rivets with AN 470 AD 5-10 rivets, or FAA- approved equivalent. (c) The repetitive inspections required by (a) of this AD may be discontinued after the rudder control lever attachment is modified in accordancewith (b) of this AD. (Pilatus Aircraft Limited Service Bulletin No. 66 pertains to this subject.) This directive effective May 4, 1967.
2010-18-02: We are adopting a new airworthiness directive (AD) for the products listed above. 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: In-flight shutdown incidents have been reported on airplanes equipped with TAE 125 engines. Preliminary investigations showed that it was mainly the result of nonconforming disc springs (improper heat treatment) used in a certain production batch of the clutch. We are issuing this AD to prevent engine in-flight shutdown leading to loss of control of the airplane.
90-01-02: 90-01-02 PIPER (TED SMITH AEROSTAR, AEROSTAR, BUTLER AIRCRAFT COMPANY): Amendment 39-6517. Final copy of priority letter AD. Applicability: Piper Models PA-60-600 (turbocharged only), PA-60-601, PA-60-601P, PA-60-602P, and PA-60-700P (all serial numbers (S/N)) airplanes, and Ted Smith Aerostar (Butler Aircraft Company) Models 600 (turbocharged only), 601, 601A, 601B, and 601P (all S/N) airplanes, certificated in any category, except those airplanes incorporating Machen Supplemental Type Certificate (STC) SA980NM. Compliance: Required as indicated in the body of the AD, unless already accomplished. To alert the pilot of a nacelle overheat or fire condition which could result in damage to the wing structure, accomplish the following: (a) Prior to further flight after the effective date of this AD, modify the airplane by installing Piper Engine Fire Detection System Kit, Piper Part Number 764-158, in accordance with the instructions in Part II of the Piper Service Bulletin (SB) No. 920, dated August 7, 1989, and modify the Airplane Flight Manual/Pilot's Operating Handbook by inserting the appropriate supplement provided with the above kit. (b) Prior to further flight after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, accomplish the dismantling inspections and reinstallation of the exhaust tailpipe assembly as specified in Part I of Piper SB No. 920, dated August 7, 1989. If any discrepancies are found, prior to further flight repair the discrepancies in accordance with the above SB or appropriate Piper Maintenance Manual. (c) Airplanes may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where this AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960, or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Priority letter AD 90-01-02 superseded AD 89-25-05, Amendment 39-6397. This amendment (39-6517, AD 90-01-02) becomes effective on March 1, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-01-02 issued on January 5, 1990, which contained this amendment.
78-22-09: 78-22-09 SHORT BROTHERS LTD.: Amendment 39-3328. Applies to Model 78-22 SD3-30 airplanes, S/Nos. 3001, 3002 and 3010 through 3016, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible collapse of the nose landing gear, prior to the accumulation of 50 landings after the effective date of this AD, replace restrictor assembly, P/N SD3-73-1209xA with a new restrictor assembly, P/N HTE.9950 in the nose landing gear "UP" line in accordance with Section 2, "Accomplishment Instructions", and Figure 1 of Short Brothers Ltd. Service Bulletin SD3-32-44, dated July 7, 1978, or an FAA-approved equivalent. This amendment becomes effective November 13, 1978.
96-06-04: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada, Ltd., (BHTC) Model 206A and 206B helicopters, that currently requires an inspection of the main transmission input driveshaft assembly (driveshaft) at intervals of 300 hours time-in-service (TIS); the application of a zinc chromate primer inspection visual aid; and, daily visual checks of the driveshaft. This amendment requires inspections of the driveshaft at intervals of 300 hours TIS; the application of a self-adhesive temperature indicator visual inspection aid ; and, preflight visual owner/operator (pilot) checks of the driveshaft. This amendment is prompted by recent studies that indicate self-adhesive temperature indicators are a more reliable means of detecting overheat conditions on grease-lubricated couplings than the zinc chromate primers currently in use. The actions specified by this AD are intended to prevent failure of the driveshaft due to coupling wear or overheating, which could result in loss of power to the main rotor and a subsequent forced emergency landing.
94-16-02: This amendment supersedes AD 79-25-05, which currently requires repetitively inspecting the existing aluminum vertical stabilizer forward attach fitting for cracks on Luscombe Model 8 series airplanes, and replacing any cracked parts. Steel fittings are now available that, when installed, will eliminate the need for repeated removal and inspection of the aluminum fitting, which could result in damage to the fastener holes. This action requires replacing the existing aluminum fitting with a steel vertical stabilizer forward attach fitting on Luscombe Model 8 series airplanes that have round-tipped vertical stabilizer installations. The actions specified by this AD are intended to prevent failure of the vertical stabilizer as a result of a cracked fitting, which could result in loss of control of the airplane.
2010-17-18: We are adopting a new airworthiness directive (AD) to supersede AD 2010-13-08, which applies to all Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. AD 2010-13-08 currently requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar cap. Since we issued 2010-13-08, we evaluated service information issued by Air Tractor and determined we need to add inspections, add modifications, and change the safe life for certain serial number (SN) ranges. Consequently, this AD would retain the actions of AD 2010-13-08 and would add inspections, add modifications, and change the safe life for certain SN ranges. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane. \n\nDATES: This AD becomes effective on September 9, 2010. \n\tOn September 9, 2010, the Director of the Federal Register approved the incorporation by reference of Snow Engineering Co. Service Letter 80GG, revised December 21, 2005; Snow Engineering Co. Service Letter 284, dated October 4, 2009; Snow Engineering Co. Service Letter 281, dated August 1, 2009; Snow Engineering Co. Service Letter 245, dated April 25, 2005; Snow Engineering Co. Drawing Number 20995, Sheet 3, dated November 25, 2005; Snow Engineering Co. Drawing Number 20995, Sheet 2, Rev. D., dated November 25, 2005; and Snow Engineering Co. Drawing Number 20975, Sheet 4, Rev. A., dated January 7, 2009, listed in this AD. \n\tAs of April 21, 2006 (71 FR 19994, April 19, 2006), the Director of the Federal Register approved the incorporation by reference of Snow Engineering Co. Service Letter 240, dated September 30, 2004; and Snow Engineering Co. Process Specification 197, page 1, revised June 4, 2002; pages 2through 4, dated February 23, 2001; and page 5, dated May 3, 2002, listed in this AD. \n\tWe must receive any comments on this AD by October 12, 2010.
2010-18-01: We are adopting a new airworthiness directive (AD) for 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: It has been found the possibility of right hand (RH) engine compressor stall after the Auxiliary Power Unit (APU) becomes the active bleed source for the left side. The most critical condition identified is: --Both engines close to idle (e.g.: descent phase); and --APU running; and --APU bleed button pushed in. In this condition, if the left hand (LH) engine fails, the APU bleed valve and the crossbleed valve may be both in the open position for a few seconds, [which] may lead to a backpressure in RH engine depending on APU bleed pressure. Such backpressure may cause an RH engine compressor stall, culminating in a dual engine failure. ** * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
82-16-11: 82-16-11 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4435. Applies to Nomad Model N22B land planes only (S/Ns N22B-5 thru N22B-101 having horizontal stabilizer mass balance trim tabs except as noted in paragraphs A)(1) and A)(2) of this AD) certificated in any category. NOTE: Installation of horizontal stabilizer mass balance trim tabs in accordance with GAF Factory Modification No. N439 can be determined by visual inspection and verification that trim tab balance weights are installed on the inboard and outboard ends of each trim tab. COMPLIANCE: Required as indicated unless previously accomplished. A) To improve airplane controllability in severe turbulence when loaded near the aft C.G. limit, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (1) Assemble and install a new horizontal stabilizer control rod and modified torque shaft in accordance with the instructions contained in GAF Nomad Service BulletinNMD 27-9 Revision 1 dated April 30, 1982. GAF Modification N211 is the same as this Service Bulletin. It has been incorporated by the manufacturer on S/Ns 26, 55, 90, 93, 95, 102 and subsequent and modification of these S/Ns to this paragraph is not required. (2) Remove the pulley mounting bracket at Station 399 and replace with redesigned bracketry to obtain direct cable/pulley alignment in accordance with GAF Nomad Service Bulletin NMD-27-15 dated December 23, 1981. GAF Modification N63 is the same as this Service Bulletin. It has been incorporated by the manufacturer on S/Ns 82 and subsequent and modification of those S/Ns to this paragraph is not required. (3) Remark the horizontal stabilizer trim indicator drum assembly by attaching a new label per the procedure as outlined in paragraph 2.Q. of GAF Nomad Service Bulletin NMD-27-9 dated March 10, 1982. (4) With the modification incorporated, verify that the horizontal stabilizer rigging angle has changed from 3-1/2 degrees plus or minus 1/2 degree stabilizer (not aircraft) nosedown to 3 degrees plus or minus 1/2 degree nosedown. For rigging instructions, see Maintenance Manual (MM) 27-40-00. (Service Bulletin NMD 27-9 Rev. 1 dated April 30, 1982, provides an alternate procedure.) NOTE: On completion of rigging, check controls for correct sense (direction) or operation and for full and free movement under all trim conditions. In particular, ensure that positive clearance exists between the tab and the horizontal stabilizer trailing edge structure through full range of stabilizer travel with full noseup (aircraft) trim selected. B) A special flight permit may be issued in accordance with FAR 21.197 to allow flight of the airplane to a location where this AD may be accomplished provided the aft C.G. does not exceed 35 percent MAC. C) An alternate means of compliance with this AD may be used if approved by the Chief, Honolulu Aircraft Certification Field Office, Northwest Mountain Region, Federal Aviation Administration, 300 Ala Moana Boulevard, Honolulu, Hawaii 96850. This amendment becomes effective on August 12, 1982.
96-03-04: This amendment adopts a new airworthiness directive (AD), applicable to various General Dynamics (Convair) airplanes, that requires revising the Airplane Flight Manual to require that the flight crew limit the flap settings during certain icing conditions and air temperatures. This amendment is prompted by reports indicating that incidents involving uncommanded pitch excursions have occurred due to ice contaminated tailplane stall (ICTS) that occurred during or following flight in icing conditions. If flap settings are increased for landing when conditions for ICTS are present, elevator control could be affected adversely and the airplane could descend uncontrollably. The actions specified by this AD are intended to ensure that the flight crew is advised of the potential hazard related to increasing the flap settings when conditions for ICTS are present, and the procedures necessary to address it.
92-25-13: 92-25-13 GENERAL DYNAMICS, CONVAIR DIVISION: Amendment 39-8427. Docket No. 92-NM-114-AD. Applicability: Model 240 [including originally Model T-29 (military) airplanes], 340, 440, and C-131 (military) airplanes; including those modified for turbo-propeller power (commonly referred to as Model 580, 600, and 640 series airplanes); all serial numbers; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent degradation of the structural capabilities of the airplane due to problems associated with corrosion, accomplish the following: (a) Except as provided by paragraph (b) of this AD, conduct the initial inspection for each area/component within a period of time, measured from a date one year after the effective date of this AD, not to exceed the applicable interval specified in the "Initial" column of the schedule on pages 5-10-1 through 5-10-6 of Chapter 5 of General Dynamics, Convair Division, Document Number ZS-340-2000, "Supplemental Corrosion Inspection Document," dated February 1992 (hereafter referred to as "the Document"). Thereafter, repeat the inspections at intervals not to exceed the applicable interval specified in the "Follow-on" column of the schedule on pages 5-10-1 through 5-10-6 of the Document. (b) As an alternative to the requirements of paragraph (a) of this AD: (1) Within one year after the effective date of this AD, revise the FAA-approved maintenance inspection program to include the inspections of the areas and components defined in the Document; or incorporate an equivalent program that is approved by the FAA. (2) After accomplishing the requirements of paragraph (b)(1) of this AD, conduct the initial inspection for each area/component at an interval not to exceed the applicable interval specified in the "Initial" column of the schedule on pages 5-10-1 through 5-10-6 of Chapter 5 of the Document. Thereafter, repeat the inspections at intervals not to exceedthe applicable interval specified in the "Follow-on" column of the schedule on pages 5-10-1 through 5-10-6 of Chapter 5 of the Document. (c) If corrosion is detected as a result of any inspection required by this AD, prior to further flight, repair in accordance with the General Dynamics/Convair Structural Repair Manual (SRM) for the pertinent airplane model; or, if an applicable repair method is not contained in the SRM, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. NOTE: Information concerning the existence ofapproved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles ACO. (e) Special 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. (f) The inspections shall be done in accordance with General Dynamics, Convair Division, Document Number ZS-340-2000, "Supplemental Corrosion Inspection Document," dated February 1992. (NOTE: Except for the title page of the document, no other pages of the document are dated.) 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 General Dynamics/Convair Division, Lindbergh Field Plant, P.O. Box 85377, San Diego, California 92138. Copies may be inspected at the FAA, Transport Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; or at theLos Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on January 12, 1993.
92-06-06: 92-06-06 GENERAL DYNAMICS: Amendment 39-8186. Docket No. 91-NM-181-AD. Supersedes AD 88-22-06, Amendment 39-6006. Applicability: Applies to Model 340, 440, and C-131 (Military) series airplanes, all serial numbers, certificated in any category, including those modified for turbo-propeller power. Compliance: Required as indicated, unless previously accomplished. To ensure the continuing structural integrity of these airplanes, accomplish the following: (a) Within one year after November 21, 1988 (the effective date of Amendment 39-6006, AD 88-22-06), incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE) defined in Section 3 of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS- 340-1000, dated November 14, 1986; Addendum I, dated April 14, 1987; Addendum II, dated May 4, 1987; and Addendum III dated August 4, 1987. The non-destructive inspection techniques set forth in the SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results (negative or positive) must be reported to General Dynamics, in accordance with the instructions in the SID. (b) Within six months after the effective date of this AD, incorporate a revision into the FAA- approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE) defined in Section 3 of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-340-1000, Revision 1, dated April 15, 1991; including Addenda I, II, and III, all dated April 15, 1991. (c) Within six months after incorporation of General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-340-1000, Revision 1, dated April 15, 1991; including Addenda I, II, and III, dated April 15, 1991; into the FAA-approved maintenance inspection program, as required by paragraph (b) of this AD, inspect all PSE's specified in that SID that have not been inspected within the 12 calendar years. The non-destructive inspection techniques set forth in that SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results (negative or positive) must be reported to General Dynamics, in accordance with the instructions in the SID. (d) Cracked structure detected during the inspections required by paragraph (a) or (c) of this AD must be repaired or replaced, prior to further flight, in accordance with General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-340-1000, dated November 14, 1986; or Revision 1, dated April 15, 1991. (e) All of the information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq) and have been assigned OMB Control Number 2120-0056. (f) 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. (g) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. (h) The program revision required by paragraph (a) of this AD shall be done in accordance with General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-34-1000, dated November 14, 1986, including Addendum I dated April 14, 1987; Addendum IIdated May 4, 1987, and Addendum III, dated August 4, 1987. The incorporation by reference of that document was approved previously by the Director of the Federal Register as of November 21, 1988 (53 FR 41157, October 20, 1988), in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The program revision required by paragraph (b) of this AD shall be done in accordance with General Dynamics, Convair Division, "Supplemental Inspection Document (SID), Model 340/440," Report No. ZS-340-1000, Revision 1, dated April 15, 1991; including Addenda I, II, and III, all dated April 15, 1991. The incorporation by reference of that document 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 General Dynamics/Convair Division, Lindberg Field Plant, P.O. Box 85377, San Diego, California 92138, Attention: Derek Trusk. These documents may be examined at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (i) This amendment becomes effective on April 22, 1992.
2010-18-05: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from 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 describes the unsafe condition as: A fatal accident occurred to a L-13 BLAN K sailplane, in which the main spar of the right wing failed near the root due to positive load. The right wing detached from the aircraft and the pilots lost control of the sailplane. The preliminary investigation has revealed that the fracture may have been due to fatigue. The AD 2010-0119-E required immediate inspection of the main spar at the root of the wing to detect fatigue cracking and the accomplishment of the relevant corrective actions as necessary. In addition, the AD 2010-0119-E imposed operational limitations. AD 2010-0122-E retained the requirements of AD 2010-0119-E, which is superseded, and extended the applicability to L-13 A BLAN K sailplanes. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
90-17-17: 90-17-17 AIRBUS INDUSTRIE: Amendment 39-6704. Docket No. 90-NM-31-AD. Applicability: Model A310 and A300-600 series airplanes, equipped with Litton LTN 90 or LTN 90-100 Inertial Reference Units, certificated in any category. Compliance: Required within 45 days after the effective date of this AD, unless previously accomplished. To prevent the loss of accurate attitude and heading information, accomplish the following: A. Remove the three inertial reference units (IRU), modify the wiring in Zone 121, and install modified IRU's, in accordance with the following service bulletins: AIRPLANE MODEL SERVICE BULLETIN A310 A310-34-2052, Revision 1, dated December 7, 1989 A300-600 A300-34-6029, Revision 1, dated December 7, 1989 NOTE: These service bulletins reference Litton Service Bulletins 34-90-102 and 34-90-98 for additional instructions. 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, 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. 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 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, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, Marginal Way South, Seattle, Washington. This amendment (39-6704, AD 90-17-17) becomes effective on September 21, 1990.
2010-05-06: We are adopting a new airworthiness directive (AD) for 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: During the A340-600 full scale fatigue test, cracks were found on left and right sides of the rear spar vertical cruciform at Frame 47. This situation, if not corrected, can affect the aircraft structural integrity. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
92-16-18: 92-16-18 CESSNA: Amendment 39-8328. Docket No. 91-CE-77-AD. Supersedes AD 78-06-03, Amendment 39-3162; and AD 88-19-02, Amendment 39-6004. Applicability: Models 401, 402, 402A, 402B, 402C, 404, F406, 421, 421A, 421B, 421C, and 441 airplanes (all serial numbers), certificated in any category, that: 1. Have Enviroform type commuter-style passenger seats installed at either manufacture or by field modification; and 2. Have not installed a structural reinforcement in accordance with the instructions in either Cessna Service Kit SK421-135A, revised August 5, 1988; or Cessna Service Kit SK421-78A, dated October 11, 1977, whichever is applicable. NOTE 1: Enviroform seats are molded fiberglass/Kevlar seats instead of the usual padded passenger seats. The seat cushion is held in place with velcro strips and may be removed to check for the installation of the reinforcement kit. The attach bolts and doubler for the reinforcement kit are prominently visible with the cushion removed. NOTE 2: None of the Model 401 airplanes were equipped with Enviroform type commuter-style passenger seats at manufacture, but could have had them installed at some point in service. Compliance: Upon the installation of any Enviroform commuter seat or within the next 100 hours time-in-service after the effective date of this AD, whichever occurs later, unless already accomplished. NOTE 3: The requirements of this AD may have already been accomplished in accordance with AD 78-06-03, Amendment 39-3162, or AD 88-19-02, Amendment 39-6004, which are both superseded by this AD. To prevent passenger injury caused by commuter seat failure, accomplish the following: (a) Remove, modify, and reinstall the Enviroform type commuter-style passenger seat in accordance with the applicable service information as specified in either paragraph (a)(1) or (a)(2) below: (1) In accordance with section A. of the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-135A, revised August 5, 1988, for the following model and serial number airplanes: Models Serial Numbers 402B and 402C 402B1047 through 402C1020 404 404-001 through 404-0859 421C 421C0055 through 421C1807 F406 F406-0001 through F406-0021 441 441-0001 through 441-0362 (2) In accordance with the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-78A, dated October 11, 1977, for the following model and serial number airplanes: Models Serial Numbers 401 and 402 401/402-0001 through 401/402-0322 402A 402A0001 through 402A0132 402B 402B0001 through 402B1046 421 421-001 through 421-0200 421A 421A0001 through 421A0158 421B 421B0001 through 421B0943 421C 421C0001 through 421C0054 (b) For Models 404, F406, and 441 airplanes, accomplish the seat tracking modification in accordance with section B. of the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-135A, revised August 5, 1988. (c) Special 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. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (e) The modification required by this AD shall be done in accordance with Cessna Service Kit SK421-135A, revised August 5, 1988; or Cessna Service Kit SK421-78A, dated October 11, 1977. 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 the Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. (f) This amendment (39-8328) supersedes AD 78-06-03, Amendment 39-3162, and AD 88-19-02, Amendment 39-6004. (g) This amendment becomes effective on September 10, 1992.
81-26-05 R1: 81-26-05 R1 FAIRCHILD AIRCRAFT CORP.: Amendment 39-4286 as amended by Amendment 39-5469. Applies to Models SA26T (S/N T26-2 through T26-99), and SA26-AT (S/N T26-100 through T26-999) airplanes certificated in any category. Compliance: Required within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 200 hours time-in-service since last compliance, unless already accomplished. To prevent a failure at the lower forward wing station 99 attach joint, accomplish the following: (a) In accordance with Fairchild Service Bulletin 26-57-40-015, issued January 18, 1972, as revised June 26, 1986: (1) Remove the lower forward wing station 99 attach joint coverplate and wing attach bolt. (2) Inspect the lower forward wing station 99 attaching fitting for deterioration and cracks and, prior to further flight, replace damaged parts with new parts of the same part numbers. (3) Inspect the lower forwardwing station 99 attach bolt for identifying part number, deterioration and cracks and, prior to further flight, replace any damaged bolt or bolt not identified as P/N MS20014-29 bolt with a new P/N MS20014-29 bolt. (b) When the wing has been modified by (STC) SA1830NM, "Installation of Wing Spar Reinforcement," the inspection intervals required by this AD may be increased from 200 hours time-in-service to 1,500 hours time-in-service or every 3 years since last compliance, whichever occurs first. (c) The intervals between 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. (d) A special flight permit may be issued in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD may be used when approved by the Manager, Airplane Certification Branch, ASW-150, Southwest Regional Office, FAA, Fort Worth, Texas 76101; Telephone (817) 624-5150. All persons affected by this AD may obtain copies of the documents referred to herein upon request to Fairchild Aircraft Corp., Post Office Box 32486, San Antonio, Texas 78284; and AviaDesign, Inc., Hangar 1, 173 Durley Avenue, Camarillo Airport, Camarillo, California 93010; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 81-26-05, Amendment 39-4286, which became effective December 30, 1981. This amendment, 39-5469, becomes effective on December 29, 1986.
2010-17-17: We are adopting a new airworthiness directive (AD) for 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: There have been several Stick Pusher Capstan Shaft failures causing severe degradation of the stick pusher function. This directive is issued to revise the first flight of the day check of the stall protection system to detect degradation of the stick pusher function. It also introduces a new repetitive maintenance task to limit exposure to dormant failure of the stick pusher capstan shaft. Dormant loss or severe degradation of the stick pusher function could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-18-06: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from 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 describes the unsafe condition as: Inspections have revealed cases of excessive wear in the forward slide of the cargo door. Excessive wear in the door slide may result in the door becoming detached from the aircraft in flight, with potentially catastrophic results. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
86-15-04: 86-15-04 GENERAL ELECTRIC COMPANY: Amendment 39-5353. Applies to General Electric CF6- 80A/A1/A2/A3 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent cracking or uncontained failure of stage 1 high pressure turbine (HPT) disks, Part Numbers 9234M67 and 9367M45, inspect those serial number disks identified in, and in accordance with, General Electric CF6-80 Alert Service Bulletin (ASB) 72-446, dated June 1986, per the following schedule: (a) Disks that have been previously inspected at the forward side embossment per Service Bulletin (SB) 72-248, dated August 12, 1983, or FAA approved equivalent, must be inspected at the aft side embossment at the next HPT exposure, or prior to accumulating 5,300 service cycles since new, whichever occurs first. (b) Disks that have not been previously inspected at the forward side embossment per SB 72-248, dated August 12, 1983, or FAA approved equivalent, must be inspected at both the forward and aft side embossments at the next HPT exposure, or prior to accumulating 5,000 service cycles since new, whichever occurs first. (c) Remove from service, prior to further flight, any disk with a tool mark or crack indication. NOTE: Disks that have been previously inspected at both the forward and aft side embossments per CF6- 80A Series Engine Manual GEK72501, Section 72-53-02, are in compliance with the inspection requirement of ASB 72-446 and do not need to be reinspected. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. General Electric ASB 72-446, dated June 1986, identified and described in this document, is 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 obtained this document from the manufacturer, may obtain copies upon request to General Electric Company, Director of Product Support, 111 Merchant Street, Cincinnati, Ohio 45246. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 86-ANE-23, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment, 39-5353, becomes effective on July 23, 1986.
83-07-17: 83-07-17 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A: Amendment 39- 4619. Applies to Models P68B and P68C (from S/N 123 thru S/N 241) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failure of the stop tube for the fuel selector control system, accomplish the following: (a) Install stop tube kit (P/N 68-020) and adjust the fuel selector control receiver in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin No. 52, dated March 20, 1981, and Service Instruction No. 13 dated March 24, 1981. (b) Conduct engine run to perform operational check of fuel selector control. Place fuel selector control handle in right tank position and then the left tank position to determine if fuel flow is restricted. (1) If fuel flow is not restricted, return airplane to service. (2) If fuel flow is restricted, readjustfuel selector in accordance with Partenavia Costruzioni Aeronautiche S.p.A Service Instruction No. 13 dated March 24, 1981, and repeat operational check of fuel selector control in accordance with paragraph (b) of this AD. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (d) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
2010-18-04: We are adopting a new airworthiness directive (AD) for 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: It has been found the possibility of cracks developing in the ram air turbine (RAT) machined support, located in the forward compartment [zone 124] of [the] aircraft, due to downlock pin not [being] pull[ed] during its retraction. In case of RAT failure or malfunction, it will not provide electrical power to essential systems of [the] aircraft in [an] electrical emergency situation. * * * * * Lack of electrical power could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-13-08: 96-13-08 PRATT & WHITNEY: Amendment 39-9676. Docket 96-ANE-10. Applicability: Pratt & Whitney (PW) PW4000 series turbofan engines, with thrust reverser, Supplemental Type Certificate (STC) No. SJ514NE, installed on Airbus A300-600 and A310 series aircraft, and thrust reverser, STC No. SE744NE, installed on McDonnell Douglas MD-11 series aircraft. These thrust reversers incorporate aft cascade support frame assemblies, Part Numbers (P/N's) 221-0516-503 and 221-0516-504. NOTE: This airworthiness directive (AD) applies to each engine with affected thrust reversers identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines with affected thrust reversers that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine with affected thrust reversers from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent aft cascade support frame assembly failure due to cracks, which can result in thrust reverser hardware liberation and ejection from the aircraft during thrust reverser operation, which can contaminate the runway with debris, causing an operational hazard to other aircraft during takeoff and landing, accomplish the following: (a) For engines with affected thrust reversers installed on Airbus A300-600 and A310 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW Service Bulletin (SB) No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the Airbus A300- 600 and A310 series Aircraft Maintenance Manuals, as applicable, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (b) For engines with affected thrust reversers installed on McDonnell Douglas MD- 11 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the McDonnell Douglas MD-11 series Aircraft Maintenance Manual, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (c) 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) 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 aircraft to a location where the requirements of this AD can be accomplished. (e) The actions required by this AD shall be done in accordance with the following PW SB's: Document No. Pages Revision Date PW4NAC 78-78 1 6 March 6, 1996 2,3 2 October 31, 1995 4-6 6 March 6, 1996 7 5 October 31, 1995 8-11 6 March 6, 1996 12 5 October 31, 1995 13-19 6 March 6, 1996 20-22 5 October 31, 1995 23-34 6 March 6, 1996 35 5 October 31, 1995 36,37 6 March 6, 1996 38 5 October 31, 1995 39,40 6 March 6, 1996 Total pages: 40. PW4MD11 78-67 1-38 5 March 6, 1996 Total pages: 38. 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 Pratt & Whitney, 400 Main St., East Hartford, CT 06108; telephone (860) 565-6600, fax (860) 565-4503. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 1, 1996.