Results
2013-03-09: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Model DG-1000T gliders equipped with Solo Kleinmotoren Model 2350 C engines. 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 a material defect of the propeller shaft, most likely caused by a manufacturing error. We are issuing this AD to require actions to address the unsafe condition on these products.
94-03-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections to detect breakage of the rivet heads at a certain skin-to-frame junction of the fuselage and replacement of discrepant rivets. This amendment also requires eventual replacement of the currently installed rivets with high-strength bolts; when accomplished, this replacement terminates the need for the repetitive inspections. This amendment is prompted by test reports of fatigue-related damage found on the rivet heads at a certain skin-to-frame junction of the fuselage. The actions specified by this AD are intended to prevent loss of fuselage skin and rapid decompression of the airplane.
2013-03-05: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Airbus [[Page 9788]] Model A310 series airplanes. This AD was prompted by fuel system reviews conducted by the European Aviation Safety Agency (EASA). This AD requires modifying the electrical control circuits of the inner, center, and trim tank pumps, as applicable. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2013-03-01: We are superseding an existing airworthiness directive (AD) for all Pacific Aerospace Limited Models FU24-954 and FU24A-954 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 aircraft operating outside the aircraft aft center of gravity (C of G) limits during parachute-drop operations. Exceeding C of G limits could result in loss of control of the aircraft. We are issuing this AD to require actions to address the unsafe condition on these products.
93-13-10: 93-13-10 GENERAL ELECTRIC COMPANY: Amendment 39-8623. Docket 91-ANE-54. Applicability: General Electric Company (GE) CF6-45/-50 series turbofan engines installed on but not limited to McDonnell Douglas DC-10, Airbus A300, and Boeing 747 series aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent engine stall, aborted takeoff, or inflight engine shutdown, accomplish the following: (a) Perform a visual and fluorescent penetrant inspection (FPI) for cracks, and perform a mechanical gage or ultrasonic thickness measurement of the stage 12 compressor disk web-to-rim transition area of the stage 11-13 compressor spool in accordance with GE CF6-50 Service Bulletin (SB) No. 72-1006, Revision 1, dated November 14, 1991, as follows: (1) For those stage 11-13 compressor spools listed in Table 1 of GE CF6-50 SB No. 72-1006, Revision 1, dated November 14, 1991, at the next engine shop visit, within 3,500 cycles in service after the effective date of this AD, or by December 31, 1997, whichever occurs first. (2) For all other stage 11-13 compressor spools, at the next piece-part exposure, or by December 31, 1997, whichever occurs first. (b) For stage 11-13 compressor spools that have cracked stage 12 compressor disk web-to-rim transition areas, or that have stage 12 compressor disk web-to-rim transition areas measuring less than 0.070 inches thick, remove from service prior to further flight, and replace with a serviceable stage 11-13 compressor spool. (c) For stage 11-13 compressor spools that have stage 12 compressor disk web-to- rim transition areas with a minimum thickness greater than or equal to 0.070 inches but less than 0.074 inches, reidentify the stage 11-13 compressor spool with a new part number in accordance with GE CF6-50 SB No. 72-1006, Revision 1, dated November 14, 1991. The reidentified stage 11-13 compressor spool has a life limit of 16,000 cycles since new (CSN). (d) For stage 11-13 compressor spools that have stage 12 compressor disk web-to- rim transition areas with a minimum thickness of 0.074 or more inches, mark "SB 72-1006" next to the part number and serial number on the forward spacer arm in accordance with GE CF6-50 SB No. 72-1006, Revision 1, dated November 14, 1991. The life limit of this stage 11-13 compressor spool remains at 19,000 CSN. (e) For the purpose of this AD, an engine shop visit is defined as the induction of an engine into a shop for maintenance involving the separation of a major module. (f) 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 withthis airworthiness directive, if any, may be obtained from the Engine Certification Office. (g) 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. (h) The inspection, and replacement, if necessary, shall be done in accordance with the following service bulletin: Document No. Pages Revision Date GE CF6-50 SB No. 72-1006 1-30 1 November 14, 1991 Total Pages: 30 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 Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, OH 45246. 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. (i) This amendment becomes effective on September 21, 1993.
92-19-16: 92-19-16 BOEING: Amendment 39-8374. Docket No. 91-NM-171-AD. \n\n\tApplicability: Model 737 series airplanes listed in Boeing Alert Service Bulletin 737-25A1283, Revision 1, dated March 19, 1992, Boeing Service Bulletin 737-25-1291, dated December 18, 1991, and Boeing Service Bulletin 737-25-1294, dated February 20, 1992; and Model 757 series airplanes listed in Boeing Alert Service Bulletin 757-25A0121, Revision 1, dated March 19, 1992, Boeing Service Bulletin 757-25-0130, dated December 18, 1991, Boeing Service Bulletin 757-25-0130, Revision 1, dated June 4, 1992, and Boeing Service Bulletin 757-53-0056, dated September 27, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent overhead stowage bins from separating from their attachments and injuring passengers in the event of an accident or emergency landing, accomplish the following: \n\n\t(a)\tFor Boeing Model 737 series airplanes listed in Boeing Alert Service Bulletin 737-25A1283, Revision 1, dated March 19, 1992; and Model 757 series airplanes listed in Boeing Alert Service Bulletin 757-25A0121, Revision 1, dated March 19, 1992; accomplish paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable: \n\n\t\t(1)\tFor overhead stowage bins defined as Phase I in Section III, Note 5.a, of the applicable alert service bulletin, or any other stowage bin that contains a life raft or video equipment: Within 8 months after the effective date of this AD, modify those bins in accordance with Section III of Boeing Alert Service Bulletin 737-25A1283, Revision 1, dated March 19, 1992; or Boeing Alert Service Bulletin 757-25A0121, Revision 1, dated March 19, 1992; as applicable. \n\n\t\t(2)\tFor overhead stowage bins defined as Phase II, III, or IV in Section III, Notes 5.b., 5.c., and 5.d., of the applicable alert service bulletin: Within 31 months after the effective date of this AD, modify those bins in accordance with Section III of Boeing Alert Service Bulletin 737-25A1283, Revision 1, dated March 19, 1992; or Boeing Alert Service Bulletin 757-25A0121, Revision 1, dated March 19, 1992; as applicable. \n\n\t\t(3)\tFor overhead stowage bins greater than 67 inches long: Within 31 months after the effective date of this AD, replace the applicable drag link and tie rod assemblies in accordance with Boeing Service Bulletin 737-25-1291, dated December 18, 1991; or Boeing Service Bulletin 757-25-0130, dated December 18, 1991, or Revision 1, dated June 4, 1992; as applicable. \n\n\t(b)\tFor Boeing Model 737 series airplanes listed in Boeing Service Bulletin 737-25-1294, dated February 20, 1992: Within 31 months after the effective date of this AD, install a doubler on the specified forty-five inch stowage compartment, in accordance with that service bulletin. \n\n\t(c)\tFor Boeing Model 757 series airplanes listed in Boeing Service Bulletin 757-53-0056, dated September 27, 1990: Within 8 months after the effective date of this AD, install a doubler/diagonal strut assembly in accordance with that service bulletin. \n\n\t(d)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe installations, modifications, and replacement shall be done in accordance with the following Boeing service bulletins, which contain the following specified effectivepages: \n\n\nService Bulletin\nReferenced\nPage Number\nRevision Level\nShown on Page\nDate\nShown on Page \n737-25A1283,\n1-9, 11, 13-17,\n\n\nRevision 1,\n19-21, 23-24, \n\n\nMarch 19, 1992\n26-27, 29-30, \n\n\n\n32-33, 35-36, \n\n\n\n38-39, 41-42, \n\n\n\n44-45, 48-49, \n\n\n\n51-52, 55-60, \n\n\n\n246-257 \n1\nMarch 19, 1992\n\n\n\n\n\n10, 12, 18, 22,\t\n\n\n\n25, 28, 31, 34, \n\n\n\n37, 40, 43, \n\n\n\n46-47, 50, \n\n\n\n53-54, 61-245 \nOriginal\t\nSeptember 19, 1991 \n\n\n\n\n737-25-1291,\n\n\n\nDecember 18, 1991\n1-25\nOriginal\nDecember 18, 1991\n\n\n\n\n737-25-1294,\n\n\n\nFebruary 20, 1992 \n1-11\nOriginal\t\nFebruary 20, 1992\n\n\n\n\n757-25A0121,\n1-5, 7, 9-12,\n\n\nRevision 1,\n15-17, 19-20,\n\n\nMarch 19, 1992\n22-23, 25-26, \n\n\n\n28-29, 31-32, \n\n\n\n35-36, 38-41, \n\n\n\n110-115 \n1\nMarch 19, 1992\n\n\n\n\n\n6, 8, 13-14, 18,\n\n\n\n21, 24, 27, 30, \n\n\n\n33-34, 37, 42-109 \nOriginal\t\nSeptember 19, 1991\n\n\n\n\n757-25-0130,\n1-7, 12, 14-17,\n\n\n Revision 1,\n24-26,29, 31,\n\n\nJune 4, 1992\n33-35, 37, 40-43 \n1\nJune 4, 1992\n\n\n\n\n\n8-11, 13, 18-23,\n\n\n\n27-28, 30, 32, 36,\n\n\n\n38-39 \nOriginal\nDecember 18, 1991\n\n\n\n\n757-53-0056,\n\n\n\nSeptember 27, 1990 \n1-13\nOriginal\t\nSeptember 27, 1990 \n\t\t\t \nThis 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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. \n\n\t(g)\tThis amendment becomes effective on November 20, 1992.
2013-03-04: We are adopting a new airworthiness directive (AD) for the [[Page 9790]] Schweizer Aircraft Corporation (Schweizer) Model 269D and Model 269D Configuration A helicopters. The type certificate for these models is currently held by Sikorsky Aircraft Corporation (Sikorsky). This AD requires inspecting the aft fuselage assembly in the area around the attachment point of the horizontal stabilizer, including the paint, for a crack. This AD also requires inspecting the tailboom interior support structure, and if necessary, installing an inspection panel kit in the aft fuselage assembly, and installing doublers in the stabilizer support brackets. This AD is prompted by reports of loose horizontal stabilizers and cracks in the stabilizer support structure for the extruded tailboom. The actions are intended to prevent separation of the horizontal stabilizer from the helicopter and subsequent loss of control of the helicopter.
2025-07-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus Canada Limited Partnership Model BD-500-1A11 airplanes. This AD was prompted by a design review of aircraft structural and stress reports that resulted in a revision of operational loads for some aircraft flight phases. This AD requires a review and disposition of all existing repairs and damage assessments for affected structure, corrective actions if necessary, and the prohibition of certain repair engineering orders (REOs), as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
93-12-04: 93-12-04 PRECISE FLIGHT, INC.: Amendment 39-8610. Docket 93-NM-14-AD. Applicability: Precise Flight, Inc., pulselite units, Model 1210-2405-2; serial numbers X00150 through X01371, inclusive; as installed in various small airplanes in accordance with Supplemental Type Certificate (STC) SA4005NM; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the presence of smoke in the cockpit, which could prompt the pilot to initiate an emergency landing, accomplish the following: (a) Within 12 months after the effective date of this AD, accomplish paragraph (a)(1) or (a)(2) of this AD in accordance with Precise Flight, Inc., Service Bulletin No. PL9303001, dated March 10, 1993. (1) Remove Precise Flight, Inc., pulselite units, Model 1210-2405-2, from the airplane. Or (2) Replace Precise Flight, Inc., pulselite units, Model 1210-2405-2, with improved pulselite units, Model 1210-2405-2A. (b) As ofthe effective date of this AD, no person shall install a Precise Flight, Inc., pulselite unit, Model 1210-2405-2, on any airplane. (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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (d) 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. (e) The removal and replacement shall be done in accordance with Precise Flight, Inc., Service Bulletin No. PL9303001, datedMarch 10, 1993. 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 Precise Flight, Inc., 63120 Powell Butte Road, Bend, Oregon 97701. 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. (f) This amendment becomes effective on July 26, 1993.
93-03-14: 93-03-14 BOEING: Amendment 39-8518. Docket 92-NM-235-AD. Supersedes AD 93-01-05, Amendment 39-8459. \n\n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the engine support structure and the inability of the strut to carry required engine operational loads, accomplish the following: \n\n\t(a)\tFor all Model 747 series airplanes, except JT9D-70-equipped airplanes: Inspect the forward bottle bore fuse pins in the rear diagonal brace of the inboard nacelle struts in accordance with paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tWithin 100 landings after August 5, 1981 (the effective date of AD 79- 22-03 R3, Amendment 39-4176), unless accomplished already within the last 250 landings, but not to exceed 1,200 landings from the previous inspection: Remove the retainer bolt and end caps from the fuse pins, part numbers 65B94182-3, 69B90410-1, -3, -4, -600, and 69B89612-3, and perform a visual inspection of the fuse pins to detect cracks in the machined shear section, in accordance with Boeing Service Bulletin 747-54-2066, dated November 7, 1979; Revision 1, dated October 10, 1980; or Revision 2, dated July 16, 1982. Repeat that inspection thereafter at intervals not to exceed 350 landings until the inspection required by paragraph (e) of this AD is accomplished. \n\n\t\t(2)\tWithin 100 landings after August 5, 1981 (the effective date of AD 79- 22-03 R3, Amendment 39-4176), unless accomplished already within the last 1,100 landings, but not to exceed 1,200 landings from the previous inspection: Remove the retainer bolt and end caps from the fuse pins, part numbers 65B94182-3, 69B90410-1, -3, -4, -600, and 69B89612-3, and perform an ultrasonic inspection of the fuse pins to detect cracks in the machined shear section, in accordance with Boeing Service Bulletin 747-54-2066, dated November 7, 1979; Revision 1, dated October 10, 1980; or Revision 2, dated July 16, 1982. Repeat that inspection thereafter at intervals not to exceed 1,200 landings until the inspection required by paragraph (e) of this AD is accomplished. \n\n\t(b)\tAfter February 5, 1993 (the effective date of AD 93-01-05, Amendment 39- 8459), perform the repetitive inspections required by paragraph (a) of this AD only in accordance with the ultrasonic inspection method referenced in paragraph (a) of this AD. \n\n\t(c)\tFor Model 747 series airplanes listed in Boeing Service Bulletin 747-54-2101, dated April 11, 1983: Prior to the accumulation of 5,000 landings, or within 350 landings after January 9, 1984 (the effective date of AD 83-24-05, Amendment 39-4775), whichever occurs later, perform a visual or an ultrasonic inspection for cracks in the aft bottle bore fuse pin bore in recessed shear plane areas, in accordance with Boeing Service Bulletin 747-54-2101, dated April 11, 1983; or Revision 1, dated June 1, 1984. Repeat that inspection thereafter at intervals not to exceed 350 landings (if the previous inspection was visual) or 1,200 landings (if the previous inspection was ultrasonic) until the inspection required by paragraph (f) of this AD is accomplished. \n\n\t(d)\tAfter February 5, 1993 (the effective date of AD 93-01-05, Amendment 39- 8459), perform the repetitive inspections required by paragraph (c) of this AD only in accordance with the ultrasonic inspection method referenced in paragraph (c). \n\n\t(e)\tFor diagonal brace forward bottle bore fuse pins: Perform an ultrasonic inspection to detect cracks and a detailed visual inspection to detect corrosion in the forward bottle bore fuse pins located in the diagonal braces on the inboard and outboard engine struts from each end of the pin, in accordance with Boeing Alert Service Bulletin 747-54A2153, dated December 23, 1992, at the time specified in paragraph (e)(1) of this AD. Accomplishment of this inspection terminates the repetitive inspection requirements of paragraph (a) of this AD. Thereafter, repeat these inspections at intervals not to exceed 1,000 landings.\n\n\t\t(1)\tInspect all engine positions at the later of the times specified in paragraphs (e)(1)(i) and (e)(1)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 3,000 landings after February 5, 1993 (the effective date of AD 93-01-05, Amendment 39-8459), or within 3 years since pin installation, whichever occurs first. Or \n\n\t\t\t(ii)\tWithin 90 days after February 5, 1993 (the effective date of AD 93-01-05, Amendment 39-8459). \n\n\tNOTE: This AD does not require that these inspections be performed on forward 15-5 steel fuse pins or forward H-11 steel bolts in the diagonal brace. \n\n\t\t(2)\tIf any crack or corrosion is found as a result of the inspections required by paragraph (e) of this AD, prior to further flight, replace the cracked or corroded pin with a forward 15-5 steel fuse pin, in accordance with Boeing Alert Service Bulletin 747-54A2153, dated December 23, 1992. Installation of a forward 15-5 steel fuse pin constitutes terminating action for the repetitive inspections required by paragraph (e) of this AD. \n\n\t(f)\tFor diagonal brace aft bottle bore fuse pins and aft bulkhead fuse pins: Perform an ultrasonic inspection to detect cracks, and a detailed visual inspection to detect corrosion, in the aft bottle bore and aft bulkhead fuse pins in the diagonal brace on the inboard and outboard engine struts from each end of the pin, in accordance with Boeing Alert Service Bulletin 747- 54A2153, dated December 23, 1992, at the time specified in paragraph (f)(1) of this AD. Accomplishment of this inspection terminates the repetitive inspection requirements of paragraph (c) of this AD. \n\n\t\t(1)\tInspect all engine positions at the later of the times specified in paragraphs (f)(1)(i) and (f)(1)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 3,000 landings February 5, 1993 (the effective date of AD 93-01-05, Amendment 39-8459), or within 3 years since pin installation, whichever occurs first. Or \n\n\t\t\t(ii)\tWithin 90 days after February 5, 1993 (the effective date of AD 93-01-05, Amendment 39-8459). \n\n\t\t(2)\tIf any crack is found as a result of the inspections required by paragraph (f) of this AD, prior to further flight, replace the cracked pin with an aft bulkhead fuse pin, in accordance with Boeing Alert Service Bulletin 747-54A2153, dated December 23, 1992. Thereafter, accomplish the initial inspection required by paragraph (f) of this AD on the newly- installed aft bulkhead fuse pin. \n\n\t\t(3)\tIf any corrosion is found as a result of the inspections required by paragraph (f) of this AD, prior to further flight, accomplish paragraph (f)(3)(i) or (f)(3)(ii) of this AD, as applicable. \n\n\t\t\t(i)\tIf corrosion is found in any aft bottle bore fuse pin: Replace with an aft bulkhead fuse pin, in accordance with Boeing Alert Service Bulletin 747-54A2153, dated December 23, 1992. \n\n\t\t\t(ii)\tIf corrosion is found in any aft bulkhead fuse pin: Accomplish paragraph (f)(3)(ii)(A), (f)(3)(ii)(B), or (f)(3)(ii)(C) of this AD, as applicable. \n\n\t\t\t\t(A)\tIf the amount of corroded material that must be removed exceeds the limit specified in Figure 8 of the service bulletin, replace the corroded fuse pin with an aft bulkhead fuse pin, in accordance with the service bulletin. Thereafter, accomplish the initial inspection required by paragraph (f) of this AD on the newly-installed aft bulkhead fuse pin. \n\n\t\t\t\t(B)\tIf the amount of corroded material that must be removed is more than light, and equal to or less than the limit specified in Figure 8 of the service bulletin, rework the corroded fuse pin, or replace the corroded fuse pin with an aft bulkhead fuse pin, in accordance with the service bulletin. "Light" corrosion is characterized by discoloration or pitting to a depth of not more than 0.001-inch maximum. This type of corrosion can be removed normally by light hand sanding. A fuse pin that has been reworked in accordance with Figure 8 of the service bulletin must be replaced with an aft bulkhead fuse pin prior to the accumulation of 3,000 landings on the pin, or 3 years since the pin was reworked and reinstalled, whichever occurs first. \n\n\t\t\t\t(C)\tIf the corrosion is light, remove the corroded material from the fuse pin in accordance with the service bulletin. Thereafter, accomplish the repetitive inspections required by paragraph (f)(4) of this AD. \n\n\t\t(4)\tRepeat the inspections required by paragraph (f) of this AD at the intervals specified in paragraph (f)(4)(i) or (f)(4)(ii) of this AD, as applicable: \n\n\t\t\t(i)\tFor aft bottle bore fuse pins: Repeat at intervals not to exceed 1,000 landings. \n\n\t\t\t(ii)\tFor aft bulkhead fuse pins: Repeat at intervals not to exceed 2,000 landings. \n\n\t(g)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(h)\tSpecial 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. \n\n\t(i)\tThe inspections, replacement, and repair shall be done in accordance with the following Boeing service bulletins, as applicable, which contain the specified effective pages: \n\n\nService Bulletin\nReferenced and Date\n\nPage Number\nRevision Level\nShown on Page \nDate\nShown on Page\n 747-54-2066,\nNovember 7, 1979 \n1-7\nOriginal\nNovember 7, 1979 \n\n\n\n\n747-54-2066,\nRevision 1, \nOctober 10, 1980 \n1-27\t\n1\nOctober 10, 1980\n\n\n\n\n747-54-2066,\nRevision 2,\nJuly 16, 1982\n1-17, 20, 27\n\n18-19, 21-26\n2\n\n1\nOctober 10, 1980 \n\nJuly 16, 1982\n\n\n\n\n747-54-2101,\nApril 11, 1983\n1-27\nOriginal\nApril 11, 1983\n\n\n\n\n747-54-2101\nRevision 1, \nJune 1, 1984 \n1-23\n1\nJune 1, 1984 \n\n\n\n\n747-54A2153,\nDecember 23, 1992\n1-56\nOriginal\nDecember 23, 1992\n\nThis incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of February 5, 1993 (58 FR 480, January 6, 1993). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\tThis AD, 93-03-14, Amendment 39-8518 supersedes AD 93-01-05, Amendment 39- 8459, which superseded AD 79-22-03 R3, Amendment 39-3598 as amended by Amendments 39- 3634 and 39-4001, 39-4176 and AD 83-24-05, Amendment 39-4775. \n\n\t(j)\tThis amendment becomes effective on March 18, 1993.
72-08-03: 72-08-03 HAWKER SIDDELEY AVIATION: Amdt. 39-1425. Applies to Hawker Siddeley Model DH-114 "Heron" airplanes. Compliance is required as indicated. To detect cracks in the upper arm of the rudder control pedal reversal lever, P/N 4CF.767A, accomplish the following: (a) Within the next 200 hours' time in service after the effective date of this AD, unless already accomplished within the last 2,200 hours' time in service, and thereafter at intervals not to exceed 2,400 hours' time in service from the last inspection, inspect the upper area of the rudder control pedal reversal lever, P/N 4CF.767A, for cracks using a dye penetrant method in accordance with Hawker Siddeley Technical News Sheet Series: "Heron" 114, No. C.F.15, Issue 1, dated October 19, 1970, or later ARB-approved issue or FAA-approved equivalent. If no cracks are found, visually inspect the upper radiused surface of the upper arm of the rudder control reversal lever for marks or other evidence of mechanicaldamage. (b) If a crack is found during an inspection required by paragraph (a), before further flight replace the cracked part with a new part of the same part number and continue to inspect in accordance with paragraph (a). (c) If marks or other evidence of mechanical damage are found during an inspection required by paragraph (a), before further flight smoothly blend out the marks and renew the protective treatment, using a selenious acid treatment, and repaint the part. After refitting the part, continue to inspect in accordance with paragraph (a). This amendment becomes effective May 1, 1972.
93-15-04: 93-15-04 PRATT AND WHITNEY: Amendment 39-8650. Docket No. 90-ANE-20. Applicability: Pratt and Whitney (PW) JT9D-59A, -70A, -7Q, and -7Q3 turbofan engines installed on, but not limited to, Boeing 747, Airbus A300, and McDonnell Douglas DC10 aircraft. Compliance: Required prior to June 30, 1994, unless accomplished previously. To prevent fuel nozzle distress which can result in an uncontained lenticular seal failure, and an inflight engine shutdown, accomplish the following: (a) Modify the fuel nozzle and support assembly, Part Numbers 795094, 5004189-01, 795090, and 5003981-01, in accordance with Part 1 and Part 2 of the Accomplishment Instructions, contained in PW Service Bulletin (SB) No. 5566, Revision 4, dated June 23, 1988. (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, 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. (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) The modifications for the fuel nozzle and support assembly shall be done in accordance with the following Pratt & Whitney service bulletin: Pratt & Whitney Service Bulletin No. 5566 PAGE NO. REVISION NO. DATE 1 4 June 23, 1988 2 2 December 10, 1986 3 3 December 10, 1987 4 4 June 23, 1988 5 2 December 10, 1986 6 and 7 3 December 10, 1987 8 through 12 2 December 10, 1986 13 through 15 3 December 10, 1987 16 through 21 2 December 10, 1986 22 4 June23, 1988 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 and Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803-5299; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (f) This amendment becomes effective on November 19, 1993
2021-19-18: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection \n\n((Page 54804)) \n\nprogram, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2003-09-10: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 390 airplanes. This AD requires you to modify the aft power distribution box and the aft ram air duct. This AD is the result of reports of two incidents involving temporary loss of all attitude display information. The actions specified by this AD are intended to prevent moisture from entering the aft power distribution box through the aft ram air duct, which could result in electrical power failure. Such failure could lead to loss of all attitude display information during flight.
2025-07-07: The FAA is adopting a new airworthiness directive (AD) for all Leonardo S.p.a. Model A109C, A109E, A109S, and AW109SP helicopters. This AD was prompted by a report of a quality escape on a batch of main rotor blades (MRBs). This AD requires repetitively tap inspecting certain MRBs and replacing those MRBs. This AD also prohibits installing those MRBs, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2025-08-02: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model H160-B helicopters. This AD was prompted by reports of difficulty moving the locking fingers when applying the jettisoning function of the windows. This AD requires repetitively lubricating the locking fingers of each jettisonable window, performing an operational test, and depending on the results, performing corrective actions. These actions are specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
71-05-06: 71-05-06 AEROSTAR: Amdt. 39-1164. Applies to Models 600 and 601. Serial numbers 60-0001 through 60-0056 and 61-0001 through 61-0070. Compliance required within the next 100 hours time in service after the effective date of this AD or at the next annual inspection, unless already accomplished. To prevent collapse of the main landing gear, replace the main landing gear sidebrace assemblies in accordance with Instructions I, II, III and IV of Aerostar Service Bulletin No. 600- 21, dated December 29, 1970, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region, Fort Worth, Texas. This amendment becomes effective April 5, 1971.
2013-03-03: We are adopting a new airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model 500N, 600N and MD900 helicopters to require determining the cure date for each NOTAR fan blade tension- torsion strap (T-T strap), establishing a calendar-time retirement life for certain T-T straps, reducing the retirement life of certain T-T straps, marking each T-T strap with the expiration date, creating a component record card for each T-T strap, and revising the airworthiness limitations section of the maintenance manual to reflect the changes to the retirement life. This AD was prompted by a report from the T-T strap manufacturer that, over a period of time, moisture may reduce the strength of a T-T strap. The actions are intended to prevent failure of a T-T strap, loss of directional control and subsequent loss of control of the helicopter.
2025-08-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L2 helicopters. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the airworthiness limitations section (ALS) of the existing maintenance manual (MM) or instructions for continued airworthiness (ICAs) and the existing approved maintenance or inspection program, as applicable, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
47-10-13: 47-10-13 LOCKHEED: (Was Mandatory Note 15 AD-763-3.) Applies to All Model 49 Serials Up to and Including 2075. Compliance required prior to July 1, 1947. (a) On all firewalls, replace aluminum alloy bulkhead fittings for fuel, oil, and hydraulic lines with nickel steel fittings or others of equivalent fire resistance. (LAC Service Bulletin 49/SB-108 covers this same subject.) (b) In nacelle zones 1 and 2 replace all buting having cut-length hose connections with flexible coupled hose assemblies. (LAC Service Bulletin 49/SB-103 covers this same subject.)
65-14-02: 65-14-02\tBOEING: Amdt. 39-79 Part 39 Federal Register June 12, 1965. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tSince the existing bolts attaching each nacelle strut to the wing may be either cadmium plated, electro-nickel-plated, or devoid of plating, and are not adequately protected against corrosion, bolt failures from stress corrosion have occurred. To correct this condition, accomplish the following: \n\n\t(a)\tFor bolts with 10,500 or more hours' time in service on the effective date of this AD, accomplish (c) within 1,500 hours' time in service on the effective date of this AD. \n\n\t(b)\tFor bolts with less than 10,500 hours' time in service on the effective date of this AD, accomplish (c) prior to the accumulation of 12,000 hours' time in service. \n\n\t(c)\tUnless already accomplished, remove the nacelle attachment bolts and install new attachment bolts, Boeing P/N's 65-23413-1 through 65-23413-22, as applicable, or bolts reworked in accordance with Boeing Drawing No. 65-23413, or equivalent approved by the Chief Aircraft Engineering Division, FAA Western Region, on inboard and outboard engine nacelles in accordance with Figure 1 of Boeing Service Bulletins Nos. 1416 and 1416A. \n\n\t(d)\tMaintain a record of hours' time in service for the bolts in order to comply with this AD. If past records of bolt time in service are unavailable, bolt time in service prior to the effective date of this AD shall be considered equal to aircraft time in service.\n \n\t(Boeing Service Bulletins Nos. 1416 and 1416A cover this same subject.) \n\n\tThis directive effective July 12, 1965.
2013-01-04: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron, Inc. (Bell), Model 412 and 412EP helicopters. This AD requires creating a component history card or equivalent record and begin counting and recording the number of accumulated landings for each high aft crosstube assembly (crosstube). Also, this AD requires installing ``caution'' decals regarding towing of a helicopter at or above 8,900 pounds. This AD also requires confirming the crosstube is within the horizontal deflection limits and replacing it if it is not. This AD also requires a recurring fluorescent penetrant inspection (FPI) of each crosstube and upper center support for a crack, any corrosion, nick, scratch, dent, or any other damage. This AD requires repairing damaged crosstubes and upper center supports that are within acceptable limits, reworking crosstubes by bonding on abrasion strips, and replacing each unairworthy crosstube with an airworthy crosstube. This AD was prompted by analysis of the crosstubes conducted as a result of recent field failures and corrosion problems of the affected crosstubes. The actions are intended to prevent failure of a crosstube, collapse of the landing gear, and subsequent loss of control of the helicopter.
2025-08-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332L helicopters. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the airworthiness limitations section (ALS) of the existing maintenance manual (MM) or instructions for continued airworthiness (ICAs) and the existing approved maintenance or inspection program, as applicable, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
72-23-01: 72-23-01 HANDLEY PAGE (JETSTREAM AIRCRAFT LTD): Amendment 39-1548 as amended by Amendment 39-1585 and 39-1605 is further amended by Amendment 39-2197. Applies to Handley Page HP-137 Mark I airplanes. Compliance is required on or before March 24, 1973, unless already accomplished, except that the airplane may be flown in accordance with FAR Section 21.197 and 21.199 to a base where the alteration can be performed. To prevent fires, which could result from engine rotor failures and combustion chamber burn through torching flames, in the areas of the nacelle forward of the existing vertical firewall from entering the area aft of the vertical firewall and damaging wing structure or burning into the wing fuel tank in this area, install additional fire shielding to the lower nacelle area down from and aft of the existing vertical firewall in accordance with the following: (a) Using fireproof materials which comply with FAR 23.1191, extend the existing vertical firewall andprovide fireproof shielding for the area aft of the extended vertical firewall in accordance with Jetstream Aircraft Limited Modification No. 5001, Part 1, Issue 1, dated September, 1971, and Part 2, Issue 2, dated December, 1971, or other equivalent modification approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or, in the case of the Western Region, the Aircraft Engineering Division). NOTE: Copies of Jetstream Aircraft Limited Modification No. 5001 may be obtained from the FAA, Engineering and Manufacturing Branch in the FAA Regions (or in the case of the Western Region, the Aircraft Engineering Division). Amendment 39-1548 became effective October 31, 1972. Amendment 39-1585 was effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated December 2, 1972, which contained this amendment. Amendment 39-1605 was effective upon publication in theFederal Register as to all persons except those persons to whom it was made immediately effective by the telegram, dated January 23, 1973, which contained this amendment. This amendment 39-2197 becomes effective May 5, 1975.
69-12-07: 69-12-07 BELL: Amdt. 39-781. Applies to Bell Model 206A helicopters, Serial Nos. 4 through 153, equipped with the magnesium tail boom assembly, Part No. 206-031-004-1 or -3. Compliance required as indicated. To prevent failure of the magnesium tail boom due to fatigue cracks, accomplish the following: (a) Before the first flight of each day after the effective date of this AD: (1) Remove the tail rotor drive shaft cover. (2) Inspect the skin adjacent to the rivet holes for cracks in the following areas, using a three-power or higher magnifying glass: (i) The tab attachment of the drive shaft cover to the tail boom. (ii) The area adjacent to the rivnut attachment of the tail rotor gear box fairing to the tail boom. (iii) The horizontal stabilizer attachment fittings. (3) Repair tail booms with only one skin crack less than one inch in length if the crack is located in an area described in (a)(2)(ii) or (iii) above, by stop drilling and deburring the holes. (4) Remove and replace tail booms with any other skin crack, in accordance with Paragraphs 8-37 through 8-47 of the Model 206A Maintenance and Overhaul Instructions. (b) Within 25 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 25 hours' time in service from the last inspection: (1) Remove the tail rotor drive shaft cover and the gear box fairing. (2) Inspect the skin adjacent to the rivet holes for cracks in the following areas, using a three-power or higher magnifying glass: (i) The tab attachment of the drive shaft cover to the tail boom. (ii) The rivnut attachments of the tail rotor gear box fairing to the tail boom. (iii) The horizontal stabilizer attachment fittings. (3) Repair tail booms with only one skin crack less than one inch in length if the crack is located in an area described in (b)(2)(ii) or (iii) above, by stop drilling and deburring theholes. (4) Remove and replace tail booms with any other skin crack, in accordance with Paragraphs 8-37 through 8-47 of the Model 206A Maintenance and Overhaul Instructions, before further flight. (5) Inspect tail rotor balance and balance, if necessary, in accordance with Paragraph 2A on Page 2 of Bell Service Bulletin No. 206A-7 dated August 22, 1968, or later FAA-approved revision or in accordance with an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (c) Remove and replace magnesium tail booms with 400 or more hours' time in service on the effective date of this AD within 100 hours' time in service therefrom. (d) Remove and replace magnesium tail booms with less than 400 hours' time in service on the effective date of this AD, prior to accumulating 500 hours' time in service. (e) Remove and replace all subsequent replacement magnesium tail booms prior to accumulating 500 hours' time in service. (Bell Helicopter Company Service Bulletin No. 206A-7 dated August 22, 1968, pertains to this subject). This amendment becomes effective July 21, 1969.