Results
84-17-01: 84-17-01 SIKORSKY AIRCRAFT: Amendment 39-4972. Applies to Model S-76A helicopters with main rotor pitch horn, P/N 76102-08011-042, installed and certificated in all categories. Compliance is required as indicated, unless already accomplished. For helicopters with main rotor pitch horns with more than 5,500 hours time in service on the effective date of this AD, compliance is required prior to further flight, unless already accomplished, and thereafter at intervals not to exceed 5,500 hours time in service. For helicopters with main rotor pitch horns with 5,500 hours or less time in service on the effective date of this AD, compliance is required prior to the accumulation of 5,500 hours time in service, unless already accomplished, and thereafter at intervals not to exceed 5,500 hours time in service. To prevent possible failure of the main rotor pitch horn, accomplish the following: (a) Remove and replace the main rotor pitch horn, P/N 76102-08011-042, with a new or an airworthy part of the same part number, that has less than 5,500 hours time in service in accordance with Sikorsky S-76A Maintenance Manual SA4047-76-2, Section 65-12-03, dated March 1, 1984, or FAA approved equivalent. (b) Special flight permit may be issued in accordance with FAR Sections 21.197 and 21.199 to operate a helicopter to a base for replacement of the main rotor pitch horns required by this AD. (c) Alternate repairs, modifications, or other means of compliance to the AD which provide an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective January 10, 1985, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-17-01, issued August 16, 1984, which contained this amendment.
2019-19-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440), CL-600-2C10 (Regional Jet Series 700, 701 & 702), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of power control unit (PCU) rod end fractures due to pitting corrosion. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new maintenance tasks. This AD also requires detailed inspections of the elevator PCU rod ends and applicable corrective actions. This AD also prohibits using certain aircraft maintenance manual tasks. The FAA is issuing this AD to address the unsafe condition on these products.
2007-13-06: 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: There are four ECS (environmental control system) grilles located in the flight deck side consoles. There have been occurrences where a grille has become detached during flight. There is a risk that a loose grille could foul the rudder pedals and interfere with rudder/brake control resulting in an unsafe condition. The unsafe condition is a rudder pedal restriction or jam, which could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-13-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive rotating probe inspections of fastener holes and/or the adjacent tooling hole of a former junction of the aft fuselage, and corrective action, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the aft fuselage caused by fatigue cracking of the former junction at frame 68.
85-12-09: 85-12-09 BRITISH AEROSPACE ARGOSY: Amendment 39-5082. Applies to Argosy Model AW-650 Series 100 and 200 aircraft Serial Numbers 6651, 6652, 6653, 6656, 6660, 6801, 6802, 6803, and 6805, certificated in all categories. To prevent possible loss of the vertical fin, accomplish the following: A. Within 350 flying hours after the effective date of this AD, visually inspect the tail boom frame skin doubler plates, items 5, 6, 7, and 8 on drawing BBH 2702 for cracks in accordance with British Aerospace Service Bulletin 55/41 dated May 1984. B. If no cracks are found, repeat the inspection at intervals not to exceed 700 flying hours. C. If any cracks are found, incorporate repair scheme BBH 2733 within the next 700 flying hours. Incorporation of BBH 2733 eliminates the requirement for the repetitive inspections required by paragraph A., above. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective July 22, 1985.
2019-21-06: The FAA is superseding Airworthiness Directive (AD) 2017-22-02 for certain Ipeco Holdings Limited (Ipeco) pilot and co-pilot seats. AD 2017-22-02 required modification and re-identification of the affected seats. This AD continues to require modification and re-identification of the affected seats. This AD also requires initial and repetitive inspections of the affected tracklock springs and, depending on the findings, replacement of the tracklock springs with a part eligible for installation. This AD was prompted by reports that the tracklock spring modification required by AD 2017-22-02 does not adequately address the issue of unexpected seat movement during takeoff and landing and the need to add additional seat part numbers (P/Ns) to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2000-18-51: This document publishes in the Federal Register an amendment adopting superseding Airworthiness Directive (AD) 2000-18-51 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters by individual letters. This AD requires recurring liquid penetrant or eddy current inspections of the main rotor blade grip (grip) threads for a crack. If a crack is detected, this AD requires, before further flight, replacing the cracked grip with an airworthy grip. This AD also establishes a retirement life of 1,200 hours time-in-service (TIS) for each grip. This amendment is prompted by the results of an investigation of an August 1998 accident in which a grip failed on a BHTI Model 47G-2 helicopter due to a fatigue crack. An analysis of the field service data revealed fatigue cracks in 70 percent of the grips inspected. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
2007-13-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A330-200, A330-300, A340- 200, and A340-300 series airplanes; and Model A340-541 and -642 airplanes. That AD currently requires repetitively resetting the display units (DUs) for the electronic instrument system (EIS), either by switching them off and back on again or by performing a complete electrical shutdown of the airplane. This new AD requires installing new software, which would end the actions required by the existing AD. This new AD also adds additional airplanes that may be placed on the U.S. Register in the future. This AD results from an incident in which all of the DUs for the EIS went blank simultaneously during flight. We are issuing this AD to prevent automatic reset of the DUs for the EIS during flight and consequent loss of data from the DUs, which could reduce the ability of the flightcrew to control the airplane during adverse flight conditions.
2007-13-01: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model 717-200 airplanes. This AD requires installing a certain junction(s) and changing the wiring of the first officer's pitot static heater system. This AD results from a report of temporary loss of the auto-flight function with displays of suspect or erratic airspeed indications. We are issuing this AD to prevent display of suspect or erratic airspeed indications during heavy rain conditions, which could reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane.
2019-21-08: The FAA is adopting a new airworthiness directive (AD) for Textron Aviation Inc. (Textron) Models E33, E33A, E33C, F33, G33, 35- C33, 35-C33A, K35, M35, N35, P35, S35, V35, V35A, 36, and certain Models F33A, F33C, V35B, and A36 airplanes. This AD requires inspecting the right aileron flight control cable end fittings (terminal attachment fittings) and replacing any damaged cable assembly. This AD was prompted by reports of cracked and fractured right aileron flight control cable end fittings. The FAA is issuing this AD to address the unsafe condition on these products.
95-18-08: 95-18-08 AIRBUS INDUSTRIE: Amendment 39-9355. Docket 95-NM-03-AD. Applicability: All Model A300-600 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane 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 airplanes 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 (b) of this AD to request approval from the 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 airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wing, accomplish the following: (a) Prior to the accumulation of 24,000 total flight cycles since date of manufacture of the airplane, or within 750 flight cycles after the effective date of the AD, whichever occurs later, perform a detailed visual inspection to detect cracks in the bottom skin of the wing in the area of the cut out for the pylon rear attachment fitting, in accordance with Airbus Service Bulletin A300-57-6028, Revision 3, dated September 13, 1994. Repeat the inspection thereafter at intervals not to exceed 9,000 flight cycles. If any crack is detected, prior to further flight, repair the wing bottom skin in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (b) An alternative method of complianceor adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection shall be done in accordance with Airbus Service Bulletin A300- 57-6028, Revision 3, dated September 13, 1994, which contains the specified effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-6 3 September 13, 1994 7-9 2 February 22, 1994 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 16, 1995.
88-26-03: 88-26-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6058. Applies to Model 206L helicopters, S/N's 45001 through 45153 and S/N's 46601 through 46617, and to Bell Model 206L-1 helicopters, S/N's 45154 through 45840, certificated in any category, with fuel system flow switches, P/N's 206-063-635-001, 206-064-601-001, -003, -101, or -103 installed. (Airworthiness Docket No. 88-ASW-2) Compliance is required as indicated, unless already accomplished. To prevent a possible fuel system failure due to the malfunction of the fuel system flow switches which could result in an engine flameout and subsequent loss of the helicopter accomplish the following: (a) Within the next 250 hours' time in service after the effective date of this AD, remove and replace the fuel system flow switches, P/N's 206-063-635-001, 206-064-601-001, - 003, -101, or -103, whichever is installed, with fuel system flow switch retrofit kit, P/N 206-703- 004-101 and relocate the in-line fuelfilters, P/N 206-063-693-001, in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 206L-88-52, dated June 10, 1988. (b) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. The procedure shall be done in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 206L-88-52, dated June 10, 1988. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1) and 1 CFR Part 51. Copies may be obtained from Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101, Attention: Customer Support. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment (39-6058, AD 88-26-03) becomes effective January 18, 1989.
82-07-03: 82-07-03 JANITROL AERO DIVISION (MIDLAND-ROSS CORPORATION): Amendment 39-4354. Applies to Models B1500, B2030, B3040, and B4050 combustion heaters marked as meeting the standards of FAA TSO-C20, installed in aircraft certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To detect and prevent the failure of affected combustion heater tube assemblies, accomplish the following: a) For installed affected heaters with 450 or more heater-hours time-in-service, since last overhauled or installed new, on the effective date of this AD, comply with paragraph e) within the next fifty (50) heater-hours time-in-service or twelve (12) months from effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. b) For installed affected heaters with less than 450 heater-hours time-in-service, since last overhauled or installed new, on the effective date of this AD, comply with paragraph e) before the accumulation of 500 heater-hours time-in-service since last overhauled or installed new, or twelve (12) months from effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. c) For uninstalled out-of-service/overhauled heaters without a new combustion tube assembly that are installed in aircraft subsequent to the effective date of this AD, comply with paragraph e) before the accumulation of 250 heater-hours time-in-service or twelve (12) months, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. d) For uninstalled affected new or overhauled heaters with a new combustion tube assembly that are installed in aircraft subsequent to the effective date of this AD, comply with paragraph e) beforethe accumulation of 500 heater-hours time-in-service or twenty-four (24) months, whichever occurs first, and thereafter at intervals not to exceed 100 heater-hours time-in-service or twenty-four (24) months, whichever occurs first. e) Conduct 100 hour inspection of affected heaters in accordance with Janitrol's Maintenance and Overhaul Manual, Instruction P/N 24E25-1, dated October 1981. Prior to further flight, overhaul any heater that does not pass the combustion pressure decay test required by this inspection. For all affected Janitrol Aircraft Heaters installed in Cessna or Piper Aircraft, conduct the required overhaul in accordance with the appropriate Cessna or Piper Aircraft Heater Overhaul Manual or Janitrol Overhaul Manual, P/N 24E25-1, dated October 1981. f) A HEATER HOURMETER may be used to establish heater operating time. If a HEATER HOURMETER is not used, count one (1) heater hour for each two (2) flight hours for normal aircraft flight operation. g) Upon request of an operator, the Chief, Chicago Aircraft Certification Office, FAA, Central Region, may adjust the compliance time specified in paragraphs a), b), c), and d) of this AD provided such requests are made through an FAA maintenance inspector, and the request contains substantiating data to justify the request for that operator. h) An equivalent method of compliance with this AD may be used when approved by the Chief, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018; telephone (312) 694-7357. This AD supersedes AD 80-09-10. This amendment becomes effective May 6, 1982.
95-08-08: 95-08-08 BOEING : Amendment 39-9197. Docket 95-NM-46-AD.\n\n Applicability: Model 737-200 and -200C airplanes equipped with dB Partners Hush Kit installed in accordance with Supplemental Type Certificate (STC) SA5730NM, certificated in any category.\n\n NOTE 1: This AD applies to each airplane 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 airplanes 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 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 airplane from the applicability of this AD.\n Compliance: Required as indicated, unless accomplished previously. \n To prevent separation of the nose cowl from the engine following turbine blade failure, accomplish the following:\n (a) Within 30 days after the effective date of this AD, install fail-safe straps onto the existing attach ring, in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995.\n (b) As of the effective date of this AD, fail-safe straps must be installed onto the existing attach ring of the nose cowl, in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995, prior to installation of STC SA5730NM on any airplane.\n (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 Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n (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 airplane to a location where the requirements of this AD can be accomplished.\n (e) The installation shall be done in accordance with Nordam Service Bulletin SB 71-03, dated March 17, 1995. 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 Nordam Group, 624 East 4th Street, Tulsa, Oklahoma 74120. 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 (f) This amendment becomes effective on May 2, 1995.
98-13-38: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires installation of a warning placard for the fire extinguisher exhaust port located in the rear baggage bay. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent blockage of the fire extinguisher exhaust port, which could result in reduced fire protection in the rear baggage bay and consequent injury to the passengers and crewmembers.
98-13-34: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-145 series airplanes. This action requires repetitive emergency extension (free-fall) functional tests of the nose landing gear (NLG), and lubrication of all NLG hinge points, to ensure that the NLG extends and locks down properly; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the NLG to extend and lock down properly, which could result in damage to the airplane structure, and consequent reduced controllability of the airplane upon landing.
93-20-02: 93-20-02 MCDONNELL DOUGLAS: Amendment 39-8709. Docket 92-NM-220-AD. Supersedes AD 92-02-05, Amendment 39-8141. \n\n\tApplicability: Model DC-8-61, -62, -63, and -73 series airplanes equipped with a cargo conversion modification installed in accordance with Supplemental Type Certificate (STC) SA1802SO; and Model DC-8-21, -32, -33, and -51 series airplanes equipped with a cargo conversion modification installed in accordance with STC SA421NW; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of the cargo door, damage to flight control surfaces, and reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tWithin 7 days after the effective date of this AD, revise the Limitations Section of the appropriate FAA-approved Airplane Flight Manual Supplement (AFMS) by replacing item 5 in the AFMS for SA1802SO, and item 6 in the AFMS for SA421NW, with the following. (This may be accomplished by inserting a copy of this AD into the AFMS.) \n\n\t"Prior to initiating the cargo door closing sequence, a flight crew member must verify that the cargo door warning light is illuminated. After the door closing sequence is complete, and visual verification has been made that the latches are closed and the lockpins are properly engaged, a flight crew member must verify that the cargo door warning light is extinguished, and then conduct a PRESS-TO-TEST of the warning light to ensure that the light is operational. Pull the cargo door circuit breakers labeled "pump" and "valve" prior to takeoff. Methods for documentation of compliance with the preceding procedures must be approved by the FAA Principal Maintenance Inspector (PMI)." \n\n\t(b)\tWithin 7 days after January 21, 1992 (the effective date of AD 92-02-05, Amendment 39-8141), and thereafter at intervals not to exceed 100 hours time-in-service, perform the following inspections: \n\n\t\t(1)\tInspect the cargo door wire bundle between the exitpoint of the cargo liner and the attachment point on the cargo door to detect crimped, frayed, or chafed wires; and inspect for damaged, loose, or missing hardware mounting components. Prior to further flight, repair any damaged wiring or hardware mounting components in accordance with FAA-approved maintenance procedures. \n\n\t\t(2)\tInspect the cargo door latch rollers in the lower sill of the cargo door opening of the airplane to ensure that all twelve rollers can be freely rotated by hand. Prior to further flight, replace any discrepant roller components found, and repair any rollers that cannot be rotated freely by hand, in accordance with FAA-approved maintenance procedures. \n\n\t(c)\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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Small 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, Atlanta ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. \n\n\t(d)\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(e)\tThis amendment becomes effective on November 17, 1993.
88-19-03 R1: 88-19-03 R1 BOEING: Amendment 39-6001 as revised by Amendment 39-6532. Docket No. 89-NM-156-AD.\n \n\tApplicability: Model 767 series airplanes, line numbers 001 through 175, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a condition that could lead to depressurization of the airplane, accomplish the following: \n\n\tA.\tPrior to the accumulation of 6,000 flight cycles or within the next 1,000 flight cycles after September 26, 1988, (effective date of Amendment 39-6001), whichever occurs later, unless accomplished within the last 5,000 flight cycles, and thereafter at intervals not to exceed 6,000 flight cycles, perform a detailed visual inspection of the aft side of the entire body station 1582 pressure bulkhead for damage (as defined in the Structural Repair Manual) and cracking, in accordance with Boeing Service Bulletin 767-53-0026, dated November 19, 1987, or Revision 1, dated March 16, 1989. \n\n\tB.\tPriorto the accumulation of 25,000 flight cycles, and thereafter at intervals not to exceed 6,000 flight cycles, perform an eddy current inspection of the body station 1582 pressure bulkhead, in accordance with paragraph C. of the Accomplishment Instructions of Boeing Service Bulletin 767-53-0026, Revision 1, dated March 16, 1989. \n\n\tC.\tRepair all damage and cracking prior to further flight in accordance with NOTE 4 in the Accomplishment Instructions of Boeing Service Bulletin 767-53-0026, Revision 1, dated March 16, 1989. \n\n\tD.\tFor the purpose of complying with this AD, the number of flight cycles may be determined to equal the number of pressurization cycles where the cabin pressure differential was equal to or greater than 2.0 PSI. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises AD 88-19-03, Amendment 39-6001. \n\tThis amendment (39-6532, AD 88-19-03 R1) becomes effective on April 13, 1990.
2019-21-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a report of cracked external lugs of the aluminum cargo door latch fittings in the lower part of the forward and aft cargo doors. This AD requires repetitive detailed inspections of the external lugs of the aluminum cargo door latch fittings for cracks, and corrective actions if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Accomplishing the installation of new aluminum cargo door latch fittings constitutes terminating action for the repetitive detailed inspections. The FAA is issuing this AD to address the unsafe condition on these products.
82-27-02 R1: 82-27-02 R1 McCAULEY ACCESSORY DIVISION: Amendment 39-4521 as amended by Amendment 39-4564. Applies to the following McCauley Accessory Division C200, C300, and C400 series constant speed propellers with blade serial numbers as identified below that are installed on, but not limited to, the aircraft listed below: AIRCRAFT PROPELLER MODEL/BLADE MODEL Cessna R172K 2A34C203/90DCA-10 or 90DCA-14 Cessna 172RG B2D34C220/80VHA-3.5 Cessna 177RG B2D34C207/78TCA-0 Cessna 180G-J 2A34C201/90DA-8 Cessna 180G-J 2A34C203/90DCA-2 or 90DCA-8 Cessna 180K C2A34C204/90DCB-8 Cessna 182M-P 2A34C201/90DA-8 Cessna 182M-P 2A34C203/90DCA-8 Cessna 182Q C2A34C204/90DCB-8 Cessna R182 (pre-1980) B2D34C214/90DHB-8 Cessna R182 (1980-on) B2D34C218/90DHB-8 Cessna TR182 (pre-1980) B2D34C217/90DHB-8 Cessna TR182 (1980-on) B2D34C219/90DHB-8 Cessna T182 B2D34C219/90DHB-8 Cessna A185F D3A34C403/80VA-0 Cessna T188C D3A34C402/90DFA-10 Cessna TU206G D3A34C402/90DFA-10 Cessna U206G D3A34C404/80VA-0 Cessna 207A D3A34C404/80VA-0 Cessna T207A D3A34C401/90DFA-10 Cessna P210N:T210M,N D3A34C402/90DFA-10 Cessna 210N D3A34C404/80VA-0 Cessna T337G,H:P337H D2AF34C308/90DEA-12 Cessna 337G,H D2AF34C310/90DEA-12 Mooney M20J (201) B2D34C214/90DHB-16E Mooney M20K (231) 2A34C216/90DHB-16E Reims FR172K 2A34C203/90DCA-14 Reims F177RG B2D34C207/78TCA-0 Reims F182P 2A34C201/90DA-8 Reims F182P 2A34C203/90DCA-8 Reims F182Q C2A34C204/90DCB-8 Reims FR182 (pre-1980) B2D34C214/90DHB-8 Reims FR182 (1980-on) B2D34C218/90DHB-8 Reims F337G D2AF34C310/90DEA-12 Reims FT337GP D2AF34C308/90DEA-12 APPLICABLE BLADE SERIAL NUMBERS SERIAL NUMBER BLADE TYPE B117210 thru B117249 90DEA-12 and 90DA-8 B117290 thru B117329 90DCB-8 B117410 thru B117529 90DHB-16E and 78TCA-0 B117610 thru B117649 90DCB-8 B117730 thru B117769 90DHB-8 and 78TCA-0 B117890 thru B117969 90DCB-8 B118090 thru B118169 90DHB-8 B118254 thru B118369 90DHB-8 B119170 thru B119249 90DHB-16E and 90DHB-8 B119290 thru B119449 90DCA-2, 90DCA-8, 90DCA-10, and 90DCA- 14 B119450 thru B119489 90DA-8 B119490 thru B119529 90DEA-12 B120345 thru B120364 90DCA-14 B120485 thru B120524 90DEA-12 B120667 thru B120686 90DCA-10 B120687 thru B120929 90DHB-16E B121063 thru B121262 90DCB-8 and 90DHB-16E B121450 thru B121489 90DCB-8 B121690 thru B121969 90DHB-8 B121970 thru B122049 90DCA-14 B122050 thru B122089 90DCA-8 B122090 thru B122129 90DHB-16E B126956 thru B126979 90DFA-10 BC 551 thru BC638 80VA-0 BC 719 thru BC750 80VA-0 BC752 thru BC790 80VA-0 BC815 thru BC839 80VA-0 BC893 thru BC908 80VA-0 BC910 thru BC919 80VA-0 BC951 thru BC974 80VA-0 BC991 thru BC1030 80VA-0 BK321 thru BK362 80VA-0 BK371 thru BK400 80VA-0 BK441 thru BK460 80VA-0 BK481 thru BK560 80VA-0 BI001 thru BI200 80VHA-3.5 BJ081 thru BJ160 80VA-0 BJ181 thru BJ200 80VA-0 BJ253 thru BJ260 80VA-0 BJ262 thru BJ280 80VA-0 BJ282 thru BJ320 80VA-0 NOTE: McCauley Accessory Division Service Bulletin 146 provides additional background information for identifying propeller applicability. Compliance required, within the next 10 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible propeller blade shank failure, accomplish the following: (a) Dye penetrant inspect the blade shank area for cracks or forging "folds" in accordance with McCauley Accessory Division Service Bulletin SB146 dated December 3, 1982, or FAA approved equivalent. Extreme caution must be exercised when removing paint and blade anodize to prevent corrosive liquids from entering the propeller hub. If evidence of cracks or forging "folds" is found replace the blade with a serviceable blade before further flight. (b) A special flight permit may be issued in accordance with Federal Aviation Regulations (FARs) 21.197 and 21.199 to operate the aircraft to a base where this AD can be accomplished. (c) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Amendment 39-4521 became effective December 30, 1982. This Amendment 39-4564 becomes effective February 22, 1983.
88-24-09: 88-24-09 FOKKER: Amendment 39-6064. Applies to Model F-27 series airplanes Serial Numbers 10102 to 10692, inclusive, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent jamming of the main landing gear, accomplish the following: A. Within 90 days after the effective date of this AD, perform a one-time inspection of the main landing gear torque links, and repair, if necessary, in accordance with Fokker Service Bulletin F27/32-157, dated December 18, 1987. NOTE: Fokker Service Bulletin F27/32-157, dated December 18, 1987, references Dowty-Rotol Service Bulletins 32-49SW, 32-82S, and 32-161B for procedures for the inspection and repair. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded throughan FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Fokker Aircraft, USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-6064, becomes effective December 21, 1988.
90-25-05: 90-25-05 BOEING: Amendment 39-6790. Docket No. 89-NM-271-AD. \n\n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: This AD references Boeing Document Number D6-36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989, for inspection procedures, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tTo control corrosion, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, revise the FAA-approved maintenance program to include the corrosion control program specified in Boeing Document Number D6-36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989, (hereinafter referred to as "the Document"). \n\n\tNOTE: All structure found corroded or cracked as a result of an inspection conducted in accordance with this paragraph must be addressed in accordance with FAR Part 43. \n\n\tNOTE: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4.1 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR 43.13. \n\n\tNOTE: Procedures identified in the Document as "optional" are not required to be accomplished by this AD. \n\n\tB.\t1.\tIf, as a result of any inspection conducted in accordance with the program required by paragraph A., above, Level 3 corrosion is determined to exist in any area, accomplish one of the following within 7 days after such determination: \n\n\t\t\ta.\tSubmit a report of any findings of Level 3 corrosion to the Manager of the Seattle Aircraft Certification Office (ACO) and inspect the affected area on all Model 747 aircraft in the operator's fleet; or \n\n\t\t\tb.\tSubmit for approval to the Manager of the Seattle ACO one of the following: \n\n\t\t\t\t(1)\tProposed adjustments to the schedule for performing the tasks in that area on remaining airplanes in the operator's fleet, which are adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for those adjustments; or \n\n\t\t\t\t(2)\tData substantiating that the Level 3 corrosion found is an isolated occurrence and that no such adjustments are necessary.\n \n\tNOTE: Notwithstanding the provision of Section 1.1. of the Document that would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\tNOTE: As used throughout this AD, where documents are to be submitted to the Manager of the Seattle ACO, the document should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. The Seattle ACO will not respond to the operator without the PI's comments or concurrence. \n\n\t\t2.\tThe FAA may impose adjustments other than those proposed, upon a finding that such adjustments are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t3.\tPrior to the compliance time specified for the first task required in the adjusted schedule approved under paragraph B.1. or B.2. of this AD, revise the FAA-approved maintenance program to include those adjustments. \n\n\tNOTE: The reporting requirements of this paragraph and of paragraph D., below, do not relieve operators from reportingcorrosion as required by FAR Section 121.703. \n\n\tC.\tTo accommodate unanticipated scheduling requirements, it is acceptable for a repeat inspection interval to be increased by up to 10% but not to exceed 6 months. The cognizant FAA Principal Inspector (PI) must be informed, in writing, of any extension.\n \n\tNOTE: Except as provided in this paragraph, notwithstanding Section 3.1., paragraph 4, of the Document, all extensions to any compliance time must be approved by the Manager of the Seattle ACO. \n\n\tD.\tReport forms for Level 2 corrosion and a follow-up report for Level 3 corrosion must be submitted at least quarterly in accordance with Section 5.0 of the Document. \n\n\tE.\tIf the repeat inspection or task intervals of an operator's existing corrosion inspection program are shorter than the corresponding intervals in Section 4.3 of the Document, they may not be increased without specific approval of the Manager of the Seattle ACO. \n\n\tF.\tBefore any airplane that is subject to this AD can be added to an air carrier's operations specifications, a program for the accomplishment of tasks required by this AD must be established in accordance with the following: \n\n\t\t1.\tFor airplanes that have previously been operated under an FAA- approved maintenance program, the initial task on each area to be accomplished by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t2.\tFor airplanes that have not previously been operated under an FAA- approved maintenance program, each initial task required by this AD must be accomplished either prior to the airplane's being added to the air carrier's operations specifications, or in accordance with a schedule approved by the Manager, Seattle ACO. \n\n\tG.\tIfcorrosion is found to exceed Level 1 on any inspection after the initial inspection, the corrosion control program for the affected area must be reviewed and means implemented to reduce corrosion to Level 1 or better.\n \n\t\t1.\tWithin 60 days after such a finding, if corrective action is necessary to reduce future findings of corrosion to Level 1 or better, such proposed corrective action must be submitted for approval to the Manager, Seattle ACO.\n \n\t\t2.\tWithin 30 days after the corrective action is approved, revise the FAA- approved maintenance program to include the approved corrective action. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI).The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tThe requirements shall be done in accordance with Boeing Document Number D6- 36022, "Aging Airplane Corrosion Prevention and Control Program, Model 747," Revision A, dated July 28, 1989. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 1601 Lind Avenue S.W., 5th Floor, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6790, AD 90-25-05) becomes effective December 31, 1990.
97-14-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect cracks and loose rivets in the forward brackets for the main landing gear (MLG) uplock beam assembly, and replacement of the brackets, if necessary. This amendment requires installation of redesigned brackets that preclude the potential for cracking and loose rivets; when accomplished, this installation constitutes terminating action for the currently required inspections. This amendment is prompted by the development of an installation that will positively address the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the bracket for the MLG uplock beam assembly due to cracking and loose rivets; such failure could result in the inability to retract the MLG.
2019-21-11: The FAA is superseding Airworthiness Directive (AD) 2019-19-11 for certain Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G-3, PW1524G-3, PW1525G-3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G-A model turbofan engines. AD 2019-19-11 required initial and repetitive inspections of the low-pressure compressor (LPC) inlet guide vane (IGV) and the LPC rotor 1 (R1) and, depending on the results of the inspections, possible replacement of the LPC. This AD requires the same inspection of the LPC R1 for cracks or damage, removes the inspection of the LPC IGV for proper alignment, and expands the applicability to certain additional PW turbofan engines. This AD also reduces the compliance time for these inspections for certain PW turbofan engines. This AD was prompted by recent findings of cracks in the LPC R1 and an additional in-flight failure of the LPC R1. The FAA is issuing this AD to address the unsafe condition on these products.
82-15-07: 82-15-07 ROBINSON HELICOPTER COMPANY: Amendment 39-4419. Applies to Model R-22 series helicopters certificated in all categories, serial numbers 0002 through 0282. Compliance is required as indicated, unless already accomplished. To prevent loss of power to the tail rotor, accomplish the following: Within 100 hours' additional time in service after the effective date of this AD, remove from further service the following tail rotor drive shaft components in accordance with Robinson Helicopter Company Service Bulletin No. 21 dated June 1, 1982, or FAA approved equivalent: T/R Driveshaft Assembly A197-* thru Rev. P, Damper Assembly A041-1 thru Rev. H, Plate, Flex Coupling A193-3, Spacer A559-1 thru Rev. F, Spacer A559-2. Replace with: T/R Driveshaft Assembly A197-* Rev. Q and subsequent, Damper Assembly A041-1 Rev. I and subsequent, Plate, Flex Coupling A947-3, Spacer A559-1 Rev. G and subsequent. *The dash number of the replacementA197 shaft must be the same as the one removed to obtain the correct length. Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations to operate rotorcraft to a base for the accomplishment of modification required by this AD. Alternate inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, FAA, Northwest Mountain Region. This amendment becomes effective July 26, 1982.