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2014-16-03: We are adopting a new airworthiness directive (AD) for Fuji Heavy Industries, Ltd. Models FA-200-160, FA-200-180, and FA-200-180AO 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 deterioration of brake performance due to seal defects caused by deterioration due to age of the O-rings of the brake master cylinder. We are issuing this AD to require actions to address the unsafe condition on these products.
75-05-14: 75-05-14 KOLLSMAN INSTRUMENT COMPANY: Amendment 39-2106. Applies to Altitude Reporting Altimeters, Type Number B4545110001 and B4545110011, Serial Numbers 0001 through 0344 inclusive, except Serial Numbers 0014, 0024, 0044, 0045, 0048, 0091, 0094, 0103, 0125, 0133, 0142, 0147, 0159, 0177, 0198, 0204, 0222, 0244, 0245, 0263, 0268, 0271, 0274, 0285, 0290, 0300, 0314, 0315, 0317, 0318, 0324, 0327, 0335, through 0339, 0342, and 0343. To prevent the possibility of altimeter failure or incorrect altitude information, accomplish the following: (A) Within the next ten hours' time in service after the effective date of this Airworthiness Directive, unless paragraph (B) has already been complied with, install a placard on the instrument panel in clear view of the pilot which states: "Aircraft approved for day VFR Flight Only", and operate the aircraft in accordance with this limitation. (B) Within 30 days of the effective date of this Airworthiness Directive, replace with an approved replacement part or an altimeter subject to this Airworthiness Directive which has been modified in accordance with Kollsman Instrument Company Service Bulletin No. 264, dated December 13, 1974, or any alternate means of compliance approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (C) Compliance with this Airworthiness Directive is not required if the aircraft has a second sensitive altimeter not subject to this Airworthiness Directive. If that second altimeter fails or is removed, compliance with paragraphs (A) and (B) is required. This amendment is effective March 6, 1975, and was effective for all recipients of the airmail letter, dated December 19, 1974, containing this airworthiness directive.
63-18-03: 63-18-03 LOCKHEED: Amdt. 604 Part 507 Federal Register August 17, 1963. Applies to All Models 188A and 188C Aircraft. Compliance required as indicated. Several fuselage stringers have been found cracked at the forward rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0. The following inspections and corrective action shall be accomplished: (a)(1) On aircraft with more than 4,000 hours' time in service within the next 460 hours' time in service after the effective date of this AD, unless accomplished within the 540 hours' time in service preceding the effective date of this AD; and on aircraft with less than 4,000 hours' time in service, prior to the accumulation of 4,460 hours' time in service, inspect for cracks visually, or by X-ray, or FAA approved equivalent, fuselage stringers below the floor at the front rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0. (2) On aircraft with more than 4,000 hours' time in service, within the next 920 hours' time in service after the effective date of this AD, unless accomplished within the 3,080 hours' time in service preceding the effective date of this AD; and on aircraft with less than 4,000 hours' time in service, prior to the accumulation of 4,920 hours' time in service, inspect for cracks visually, or by X-ray, or FAA approved equivalent, stringers at or above the floor at the front rivet through the "tee" clips attaching these stringers to the forward side of the pressure bulkhead at fuselage Station 1117.0, and the four longerons at their attachment to the forward side of the pressure bulkhead at fuselage Station 1117.0. (b) The inspection of (a) shall be repeated for stringers below the floor at intervals not to exceed 1,000 hours' time in service and for stringers at or above the floor at intervals not to exceed 4,000 hours' time in service. These repetitive inspections may be discontinued for cracked stringers if they have been both repaired and reinforced per (c) and (d), and for uncracked stringers reinforced per (d). (c) If cracks are detected in the stringers during the inspection specified by (a) or (b), the stringer shall be repaired before further flight. Cracks are to be repaired by the following method or by an equivalent method approved by FAA Engineering and Manufacturing Branch, Western Region: Remove approximately 16 inches of the affected stringer, extending from the "tee" clip forward, and replace with a new section made from the same material, with the same heat treat as the original affected stringer, but 1 or 2 gages thicker. Splice this section in accordance with Lockheed Structural Repair Manual, Section 53-2-2, pages 5 and 7. Particular care shall be taken to assure correct alinement of the replacement section to the "tee" clip. Use shims as necessary. Shims 0.050-inch thick or thicker must extend at least 5 inches forward of the "tee" clip. Shims less than 0.050-inch thick are to be terminated at the end of the "tee" clip. Shims extending forward of the "tee" clip shall be attached to the stringer with AD 5 rivets, Hi-Lock fasteners, or equivalent. The assembly of shims and stringers shall be attached to the "tee" clips with DD 6 rivets, Hi-Lock fasteners, or equivalent. Reference Lockheed Structural Repair Manual, Section 51-2-12, page 9, for fastener installation data. (d) If no cracks are detected in the stringers during the inspection specified by (a) or (b) the stringers may be reinforced as indicated on Lockheed-California Company Drawing 841110B, "Service Mod. Inst.-Str. Attach. Reinforcement, FS.1117", or by an equivalent method approved by FAA Engineering and Manufacturing Branch, Western Region. (e) If cracks are detected in the longerons during the inspection specified by (a)(2), the longeron shall be repaired before further flight in a manner acceptable to the FAA Engineering and Manufacturing Branch, Western Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed telegrams to operators, FS/260650W, dated September 17, 1962, FS/260672W, dated October 19, 1962, and Lockheed Service Bulletin 88/SB-581 cover the same subject.) This directive effective September 17, 1963.
2021-13-07: The FAA is adopting a new airworthiness directive (AD) for all GE Aviation Czech s.r.o. (GEAC) M601D-11, M601E-11, M601E-11A, M601E- 11AS, M601E-11S, and M601F model turboprop engines. This AD was prompted by the manufacturer finding errors in the Airworthiness Limitation Section (ALS) of the Engine Maintenance Manual (EMM), including errors in the formula to determine the equivalent flight cycles (FCs) of critical parts and errors with certain part numbers (P/ Ns). The manufacturer also determined that the life limit of a certain compressor case is not listed in the ALS section of the applicable EMM. This AD requires recalculating the life of critical parts and, depending on the results of the recalculation, replacement of these critical parts. This AD also requires replacement of a certain compressor case. The FAA is issuing this AD to address the unsafe condition on these products.
2014-15-15: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation (Type Certificate Previously Held by Hawker Beechcraft Corporation; Raytheon Aircraft Company; Mitsubishi Heavy Industries, Inc. Ltd.) Model MU-300 airplanes, and Beechcraft Corporation (Type Certificate Previously Held by Hawker Beechcraft Corporation; Raytheon Aircraft Company; Beech Aircraft Corporation) Model 400, 400A, and 400T airplanes. This AD was prompted by multiple reports of fatigue cracking in the horizontal stabilizer ribs. This AD requires repetitive inspections of the horizontal stabilizer rib assemblies for cracking, and replacement if necessary. We are issuing this AD to detect and correct such cracking, which could result in the failure of the horizontal stabilizer and loss of pitch control of the airplane.
2014-15-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by two in-service reports of fracture of the rudder pedal tubes installed on the pilot-side rudder bar assembly. This AD requires repetitive inspections for cracking and damage of the pilot-side rudder pedal tubes, and corrective action if necessary. This AD also provides optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct cracked and damaged pilot-side rudder pedal tubes, which could result in loss of function of the pilot's rudder pedal during flight, takeoff, or landing, and could result in reduced controllability of the airplane.
2014-15-08: We are adopting a new airworthiness directive (AD) for certain Beechcraft Corporation (Type Certificate Previously Held by Hawker Beechcraft Corporation; Raytheon Aircraft Company) Model Hawker 800XP, 850XP, and 900XP airplanes. This AD was prompted by a design review that revealed there were no instructions to apply sealant to structural components in the fuel tank during the winglet installation process. This AD requires an inspection for the presence of sealant on doubler plate edges, doubler plate rivets, and adjacent skin in the fuel vent surge tanks; and corrective actions if necessary. We are issuing this AD to detect and correct missing sealant, which, during a lightning strike, could result in a potential source of ignition in a fuel tank and consequent explosion or [[Page 44670]] fire and subsequent in-flight breakup of the airplane.
2014-13-13: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by reports that the bracket of the rod in the carbon fiber reinforced plastic (CFRP) main landing gear (MLG) outboard door had detached. In addition, we received reports of broken recessed heads on titanium attachment bolts of the operating rod brackets on the modified CFRP MLG outboard doors. This AD requires a detailed inspection of the CFRP MLG outboard door for play or cracks in the recessed countersunk heads of the operating rod bracket attachment bolts; replacement of the bolt if necessary; and, for certain airplanes, modification of the CFRP MLG outboard doors and attachment to the MLG. We are issuing this AD to detect and correct the affected MLG from moving to the down and locked position, which could result in MLG collapse during landing or roll- out, and consequent damage to the airplane and injury to passengers.
74-05-01: 74-05-01 BEECH: Amend. 39-1791. Applies to Models B19 (Serial Numbers MB-606 thru MB-628); C23 (Serial Numbers M-1477 thru M-1496 and M-1501); and B24R (Serial Numbers MC-159 thru MC-192, MC-195, MC-197 and MC-198) airplanes. Compliance: Required within 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent engine power loss due to restricted fuel tank vent lines, accomplish the following: A) 1. Remove the inspection plates from both lower wings outboard of the fuel tanks. 2. With the aid of a flashlight and mirror, visually inspect the fuel vent lines in both wings outboard of the fuel tanks for kinks, bends or twists. 3. Remove any kink, bend or twist observed in the fuel vent lines. If an existing fuel vent line cannot be straightened, cut the obstructed area from the fuel vent line and splice in a replacement with a P/N 262P 1/4 union. (Available from Imperial Eastman, 6300 West Howard Street, Chicago,Illinois 60648, or Beech Aircraft Company.) 4. Remove the fuel filler cap, cover the small hole in the side of the vent outlet, and blow air orally into the vent outlets to verify that the vent lines are open. 5. Check the routing of the vent lines for excessive tubing adjacent to the tank ribs at the outboard end of the tanks. Remove any excess tubing and splice the line with a P/N 262P 1/4 union. 6. Replace the fuel caps and inspection plates. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0628-281 or later FAA-approved revisions cover the subject matter of this AD. This amendment becomes effective February 27, 1974.
2008-21-03: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This AD results from a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to detect and correct discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins and consequent loss of the strut and separation of the engine from the airplane.