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77-14-11: 77-14-11 BRITISH AIRCRAFT CORPORATION: Amendment 39-2963. Applies to BAC 1- 11 200 and 400 series airplanes certificated in all categories, and equipped with any of the following flap assemblies: Inboard Flap Assy. Center Flap Assy. Outboard Flap Assy. AB09 A1/2 or AB09 A3/4 or AB09 A5/6 or AK09 A121/2 or AK09 A123/4 or AK09 A125/6 or AK09 A1579/80 or AP09 A3/4 or AP09 A5/6 or AP09 A1/2 or EN09 A3/4 EN09 A5/6 AP09 A501/2 or EN09 A1/2 Compliance is required as indicated. To detect cracks and prevent possible failure of the flap structure, accomplish the following: (a) For airplanes equipped with flap assemblies (R/H and L/H) which do not incorporate Modification 57-PM2961, the following inspections apply: 1) Upon accumulating 20,000 landings on the flap assemblies or within 50 landings after the effective date of this AD, whichever occurs later, unless accomplished within the preceding 200 landings for inboard flap assemblies or 950 landings for center and outboard flap assemblies, visually inspect the top surface skin panels of all flaps for cracks, paying particular attention to the rivet attachment areas. 2) Repeat the inspection of paragraph (a)(1) of this AD at intervals from the last inspection not to exceed 250 landings for the inboard flaps and 1000 landings for the center and outboard flaps. 3) If, during an inspection required by paragraph (a)(1) or (a)(2) of this AD, signs of movement or distress are found at a group of rivets, within 500 landings, unless already accomplished within the preceding 500 landings, conduct an X-ray or visual inspection of the flap internal structure in accordance with paragraph 2.1.1 of the section titled "Accomplishment instructions" of BAC Alert Service Bulletin 57-A-PM5381, Issue 2, dated July 5, 1976, (hereinafter referred to as BAC ASB 57-A-PM5381), or an FAA-approved equivalent. 4) Upon accumulating 20,000 landings on the inboard flapsor within 100 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 3,400 landings, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.1.3 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 5) Repeat the X-ray inspection of the flap structure of the inboard flaps required by paragraph (a)(4) of this AD at intervals not to exceed 3,500 landings from the last inspection. 6) If an inspection required by paragraph (a)(4) or (a)(5) of this AD confirms that the internal structure is free of cracks, and if the skin panels are free of cracks, the intervals of 250 landings for the repetitive visual inspection of the skin panels of the inboard flaps required by paragraph (a)(2) of this AD may be increased to 1,200 landings. 7) Upon accumulating 23,000 landings on the center and outboard flaps, or within 500 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with the instructions contained in paragraph 2.1.6 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (b) For airplanes equipped with flap assemblies (R/H and L/H) that incorporate Modifications 57-PM-1931 and 57-PM-2961, the following inspections apply: 1) Upon accumulating 25,000 landings on the flap assemblies or within 1,000 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.2.1 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 2) Repeat the inspection required by paragraph (b)(1) of this AD, for the inboard flaps only, at intervals not to exceed 5,000 landings. (c) For airplanes equipped with flap assemblies (R/H and L/H) that were originally manufactured to the standard of Modification 57-PM-2961, upon accumulating 25,000 landingson the flap assemblies, or within 1000 landings after the effective date of this AD, whichever occurs later, unless already accomplished, conduct an X-ray inspection of the flap structure in accordance with paragraph 2.3.1 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (d) If one or more cracks are found in the top skin panels during an inspection required by this AD, comply with the following as applicable: 1) If skin panel cracks are found that do not exceed two inches in length (measured from the skin panel edge) and no more than three such cracks exist over the span of any one spar with no more than one crack at any rib station, the flap may continue in service provided that each crack is measured for propagation at intervals not to exceed 250 landings. 2) If more than three skin panel cracks are found over the span of any one spar or more than one crack is found at any rib station, all of which measure less than two inches in length (measured from the skin panel edge), before further flight, accomplish temporary repairs in accordance with Figure 2A or 2B of BAC ASB 57-A-PM5381, or accomplish a repair in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 3) If a skin panel crack is found that exceeds two inches in length (measured from the skin panel edge), before further flight, accomplish a repair in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 4) If one or more skin cracks that do not exceed six inches in length are found along a rib flange rivet line, and providing not more than one crack exists at any one rib station and not more than two cracks are found on any one flap surface, before further flight, accomplish a temporary repair of the cracked area in accordance with Figure 3 of BAC ASB 57-A- PM5381, or accomplish a repair in accordance with BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 5) If a skin crack that exceeds six inches in length is found along a rib flange rivet line or if more than two cracks of any length are found on any one flap surface, before further flight, accomplish a repair of the cracked areas in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. 6) If skin cracks are found emanating from beneath rubbing strips or external patches, before further flight, remove the rubbing strip or external patch and accomplish a repair in accordance with the criteria established in paragraph (d)(4) or (d)(5) of this AD as applicable. 7) If temporary repairs are accomplished for cracked areas in the skin panels in compliance with paragraph (d)(2), (d)(4), or (d)(6) of this AD, within 15 landings after accomplishing the temporary repair, conduct an X-ray inspection of the internal structure of the flap in the area of the repair in accordance with paragraph 2.1.3 of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. If the X-ray inspection confirms that the internal structure is free of cracks, the flap with temporary repairs incorporated may remain in service for a period not to exceed 1,200 landings at which time the temporary repairs must be replaced by repairs in accordance with the BAC 1-11 Structural Repair Manual, Chapter 57-02-4, or an FAA-approved equivalent. (e) If one or more cracks are found in the flap spars as a result of an inspection required by this AD, the following apply: 1) Except as provided in paragraph (e)(2) of this AD, before further flight, repair the cracked area of the spar in accordance with Figure 4 or Figure 5, or both, as applicable, of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. 2) If one or more cracks are found in the flanges of the flap spars but they have not progressed into the web of the spar, the flap assembly may remain in service for an additional 600 landings provided that, before further flight, a temporary repair of the affected area is accomplished in accordance with Figure 2A or 2B of BAC Alert Service Bulletin 57-A-PM5381, Issue 2, dated July 5, 1976, or an FAA-approved equivalent. Upon accumulating the 600 additional landings, repair the cracked area of the spar in accordance with Figure 4 or Figure 5, or both, as applicable, of BAC ASB 57-A-PM5381, or an FAA-approved equivalent. (f) For the purpose of complying with this AD, subject to acceptance by the assigned Airworthiness Inspector, the number of landings, if not recorded, may be determined by dividing the actual number of flight hours for the particular flap assembly by the operator's fleet average time from takeoff to landing for the airplane type. (g) Upon the request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667, may adjust crack length limitations, approve alternate repetitive inspection intervals and procedures, and approve alternate rework procedures to facilitate continued operations by the operator, if data substantiating such action are submitted by the operator. (h) The repetitive inspections required by paragraphs (a)(2) and (a)(5) of this AD may be discontinued upon the incorporation of Modifications 57-PM-1931, 57-PM-2961, and 57- PM5381. (i) The repetitive inspections required by paragraph (b)(2) of this AD may be discontinued upon the incorporation of Modification 57-PM5381. This amendment becomes effective July 21, 1977.
83-06-10: 83-06-10 SIAI-MARCHETTI: Amendment 39-4597. Applies to Models F260, F260B, and F260C airplanes certificated in any category that are equipped with one of the following propeller governor Part Numbers (PN): HARTZELL PN EQUIVALENT SIAI PN F4-4A 260-13-272-01 F4-4A (F4-11) 260-13-272-05 F4-112 260-13-272-03 F6-15A 260-13-272-07 F4-4A 260-13-272-09 Compliance: Required as indicated, unless already accomplished. To preclude failure of the propeller governor relief valve spring and possible propeller overspeed, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this Airworthiness Directive (AD), and thereafter at each 100 hour time-in-service interval on propeller governors with a relief valve body which has a rectangular port and within the next 500 hours time-in-service from the effective date of this AD and thereafter at each 500 hour time-in- service interval, on propeller governors with a relief valvebody which has a round port, accomplish the following: 1) Visually inspect the governor's relief valve spring PN A-3107 for cracks or breakage in accordance with the "INSTRUCTIONS" section of the manufacturer's Service Bulletin (SB) No. 260B35, dated March 5, 1982, hereinafter referred to as the SB. i) If the relief valve spring is cracked or broken, prior to further flight, repair and bench test the propeller governor assembly at SIAI-Marchetti or at an FAA approved Hartzell propeller governor overhaul repair station. (This requirement is necessary because the relief valve spring will require an adjustment to regulate the oil pressure to a range within factory tolerances.) ii) If the spring is not cracked or broken, reinstall the relief valve spring and return the airplane to service and continue the repetitive inspections as prescribed in paragraph a) of this AD. b) Within the next 500 hours time-in-service after the effective date of this AD or at the time of the next propeller overhaul, whichever occurs first, replace those propeller governor relief valve bodies (Part Number (PN) A-3173) having rectangular ports with relief valve bodies (PN A-3173) having round ports as shown in Fig. No. 2 of the SB and continue the repetitive inspections of paragraph a) of this AD. NOTE: It is not necessary to send the propeller governor to the test bench to change the valve body unless the relief valve spring is changed. SIAI-Marchetti or the FAA approved Hartzell propeller governor certified overhaul repair station provides the inspection and modification identification of all governor assemblies installed on airplanes or supplied as spare parts. Modified governors with the new relief valve body with round ports will be identified by a printed "X" with indelible ink on the data plate. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Operators who have not kept records of hours time-in-service of the propeller governor relief valve body type must substitute airplane hours time-in-service in lieu thereof. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this (AD) can be accomplished. f) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 7, 1983.
96-11-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Beech Aircraft Corporation (Beech) Model C90A airplanes equipped with an optional Beech electric trim system or a Collins autopilot system. This action requires modifying the elevator electric trim tab actuator assembly. Failure of the elevator electric trim tab system on a Beech Model C90A prompted the proposed AD action. The actions specified by the proposed AD are intended to prevent possible failure of the elevator electric trim tab system, which, if not detected and corrected, could cause loss of airplane maneuverability and possible loss of control of the airplane.
2005-04-14 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain Boeing Model 757-200, 757-200CB, and 757-200PF series airplanes. That AD currently requires repetitive inspections to detect horizontal or vertical movement of the shims at the joint of the mid-bulkhead and the upper link fittings; repetitive inspections for cracking of the mid-bulkhead; and corrective action if necessary. That AD also provides optional terminating action for the repetitive inspections. This AD continues to require the existing requirements and optional actions and clarifies certain terminating actions. This AD results from comments received in response to an existing AD, requesting clarification. We are issuing this AD to detect and correct migration of shims at the joint of the mid-bulkhead and the upper link fittings and cracking of the mid-bulkhead, which could result in cracking of the strut and consequent loss of the strut and engine. \n\nDATES: Effective March 15, 2005. \n\n\tOn March 15, 2005 (70 FR 9511, February 28, 2005), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 757-54A0039, Revision 2, dated December 2, 2004; and Boeing Service Bulletin 757-54A0039, Revision 3, dated January 13, 2005. \n\n\tOn April 18, 2003 (68 FR 16200, April 3, 2003), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 757-54A0039, Revision 1, dated June 20, 2002. \n\n\tWe must receive any comments on this AD by October 11, 2005.
97-18-02: This amendment supersedes four existing airworthiness directives (ADs), applicable to Hartzell Propeller Inc. ( )HC-( )(2,3)(X,V)( )-( ) series propellers with aluminum blades, that currently require inspections for cracks in blade shanks and clamps. This amendment requires initial and repetitive dye penetrant and eddy current inspections of the blade and an optical comparator inspection of the blade retention area, and, if necessary, replacement with serviceable parts. In addition, this AD requires initial and repetitive visual and magnetic particle inspection of the blade clamp, dye penetrant inspection of the blade internal bearing bore, and, if necessary, replacement with serviceable parts. Also, for all HC-(1,4,5,8)(2,3)(X,V)( )-( ) steel hub propellers, this AD requires an additional initial and repetitive visual and magnetic particle inspection of the hub and, if necessary, replacement with serviceable parts. This amendment is prompted by reports of cracked blades,blade clamps, and hubs and reports of blade separations. The actions specified by this AD are intended to prevent blade separation due to cracked blades, hubs, or blade clamps, which can result in loss of control of the airplane.
2016-19-02: We are superseding Airworthiness Directive (AD) 2005-15-07 for certain Airbus Model A320-111 airplanes and Model A320-200 series airplanes. AD 2005-15-07 required installing insulator and cable ties to the electrical cables of the S routes at the gaps in the raceway in the wing trailing edge and the wing tip and wing root areas. This new AD requires additional modifications in the trailing edges of both wings. This new AD also removes airplanes from the applicability. This AD was prompted by reports of wire chafing in the left-hand wing trailing edge. We are issuing this AD to prevent wire chafing in the trailing edge of the wings, which could result in a short circuit in the vicinity of the fuel tanks, consequently resulting in a potential source of ignition in a fuel tank vapor space and consequent fuel tank explosion.
2016-19-01: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and Mark 0100 airplanes. This AD was prompted by reports of cracking in a certain area of the pressure bulkhead webplate and skin connection angle. This AD requires a one-time inspection of the affected pressure bulkhead webplate and skin connection angle, and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the pressure bulkhead webplate and skin connection angle that could lead to sudden inflight decompression of the airplane, resulting in injury to occupants.
2016-17-09: We are adopting a new airworthiness directive (AD) for all Bombardier, Inc. Model CL-600-2D15 (Regional Jet Series 705) and CL- 600-2D24 (Regional Jet Series 900) airplanes. This AD was prompted by two in-service incidents reported on Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes regarding a loss of all air data information in the flight deck. This AD requires revision of the airplane flight manual (AFM) to provide procedures to guide the crew to stabilize the airplane's airspeed and attitude for continued safe flight. We are issuing this AD to prevent loss of air data information that may affect continued safe flight.
2001-24-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time inspection for chafing between the hose for the passenger oxygen system (hereinafter called the "oxygen hose") and adjacent electrical wire bundles at certain passenger service units, and corrective actions, if necessary. This AD also requires rerouting or reorienting the oxygen hose to ensure sufficient clearance between the hose and electrical wire bundles. This action is necessary to prevent chafing between the oxygen hose and adjacent electrical wire bundles, which could result in arcing of a chafed electrical wire bundle and consequent burn-through of the oxygen hose. If this occurs when the oxygen system is pressurized, such arcing could represent a potential ignition source in an oxygen-enriched environment. This action is intended to address the identified unsafe condition.
71-04-04: 71-04-04 CANADAIR AIRCRAFT: Amdt. 39-1156. Applies to all CL-215-1A10 airplanes certificated in all categories. Compliance required as indicated. To prevent hazards in flight associated with fatigue failure of water door tension rod, P/N 215-26058-12, accomplish either (a) or (b): (a) Before further flight, replace water door tension rods, P/N 215-26058-12, which have accumulated a maximum of 700 water drops and at each 700 water drops thereafter, with unused parts of the same part number or with equivalent unused parts approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. For the purpose of this Airworthiness Directive, a water drop is defined as the operation of the water door mechanism with the tanks fully or partially filled, and does not include operations performed for checking the mechanism with the water tanks empty. (b) Before further flight, replace water door tension rods, P/N 215-26058-12, which have accumulated a maximum of 700 water drops, with water door tension rods P/N 215-26105-3 or with equivalent new parts approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (c) The replacement schedule specified in (a) may be decreased by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. This amendment is effective February 25, 1971.
2010-10-25: 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: In the door 2 area, the hat-racks are supplied with a basic wire harness which includes "Oxygen Masks'' activation. In case of a monument installation, the respective non-used hat- rack connections between monument and outer skin are put on stow. It was noticed in production, that the distance between the stowed wire harness and the monument could be too small. This condition, if not corrected, could lead to the short circuit of wires dedicated to oxygen, which, in case of emergency, could result in a large number of passenger oxygen masks not being supplied with oxygen, possibly causing personal injuries. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2005-16-05: This amendment adopts a new airworthiness directive (AD) for the specified Robinson Helicopter Company (Robinson) Model R-22 series helicopters that have been modified in accordance with Supplemental Type Certificate (STC) No. SR09189RC. This action requires inspecting the left-hand door and right-hand door for a crack in the door assembly integral frame, and replacing the door assembly if a crack is found. This AD also requires inspecting each door assembly to determine if the weather seal set is airworthy and installed properly, inspecting each door hinge for the proper installation of a cotter pin, and thereafter, at intervals not to exceed 100 hours time-in-service (TIS), inspecting each door assembly integral frame for a crack. This amendment is prompted by one accident and one incident involving Robinson Model R-22 series helicopters. The actions specified in this AD are intended to prevent separation of a door window or door assembly from the helicopter, which could damage the tail rotor during flight and result in loss of control of the helicopter.
70-18-03: 70-18-03 PILATUS AIRCRAFT WORKS, LTD: Amdt. 39-1071. Applies to Model PC-6/B1-H2 airplanes, serial numbers up to and including 711; 2001, 2004 through 2010, and 2040. Compliance is required as indicated, unless already accomplished. (a) Within the next 25 hours' time in service after the effective date of this AD, revise the approved Airplane Flight Manual in accordance with Pilatus Service Bulletin No. 100, dated March 1970, or later Swiss Federal Air Office issue or an FAA-approved equivalent, to incorporate the Emergency Procedures to be followed in case of inadvertent propeller feathering. (b) For antireversing switches, P/N 973.10.11.101, with 975 or more hours' time in service on the effective date of this AD, within 25 hours' time in service from the effective date of this AD, and thereafter at intervals not to exceed 2,000 hours' time in service from the last replacement, replace the antireversing switch with a new switch of the same part number and readjust the antireversing and reversing system in accordance with Pilatus Service Bulletin No. 100, dated March 1970, or later Swiss Federal Air Office approved issue or an FAA-approved equivalent. (c) For antireversing switches, P/N 973.10.11.101, with less than 975 hours' time in service on the effective date of this AD, within the next 25 hours' time in service from the effective date of this AD perform the functional tests on the antireversing switch in accordance with Pilatus Service Bulletin No. 100, dated March 1970, or later Swiss Federal Air Office approved issue or an FAA-approved equivalent. If the switch does not malfunction, readjust the antireversing and reversing system in accordance with that service bulletin and thereafter comply with paragraph (d). If the switch malfunctions, comply with paragraph (c). (d) If the antireversing switch does not malfunction during the functional tests required by paragraph (c), before the accumulation of 1,000 hours' total time in service on theantireversing switch, and thereafter at intervals not to exceed 2,000 hours' time in service from the last replacement, replace the switch with a new switch of the same part number and readjust the antireversing and reversing system in accordance with Pilatus Service Bulletin No. 100, dated March 1970, or later Swiss Federal Air Office approved issue or an FAA-approved equivalent. (e) If the antireversing switch malfunctions during the functional tests required by paragraph (c), before further flight, and thereafter at intervals not to exceed 2,000 hours' time in service from the last replacement, replace the antireversing switch with a new switch of the same part number and readjust the antireversing and reversing system in accordance with Pilatus Service Bulletin No. 100, dated March 1970, or later Swiss Federal Air Office approved issue or an FAA-approved equivalent. This amendment becomes effective August 31, 1970.
2005-16-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-400 and 747-400D series airplanes. This AD requires an inspection for corrosion and cracks of the station 980 upper deck floor beam, and repair and related investigative actions if necessary. This AD results from reports of corrosion under the cart lift threshold at the station 980 upper deck floor beam. We are issuing this AD to detect and correct such corrosion, which could result in a cracked or broken floor beam, extensive damage to adjacent structure, and possible rapid decompression of the airplane.
87-01-01: 87-01-01 BOEING: Amendment 39-5493. Applies to the Model 757 series airplanes specified in Boeing Alert Service Bulletin 757-24A0032, dated May 16, 1986, certificated in any category. To minimize the fire hazard associated with overheating of the transformer rectifier unit of the auxiliary power unit starter motor, accomplish the following within 7 months after the effective date of this AD, unless previously accomplished: \n\n\tA.\tReplace the 50-ampere circuit breaker used for the auxiliary power unit starter transformer rectifier unit with a 35-ampere circuit breaker in accordance with Boeing Service Bulletin 757-24A0032, dated May 16, 1986, or later FAA-approved revision. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197and 21.199 to operate airplanes to a base for the accomplishment of the modification required by this AD. \n\n\tAll persons affected by this directive who have not already received copies of the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\tThis amendment becomes effective January 20, 1987.
75-22-21: 75-22-21 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: (S.N.I.A.S., formerly SUD AVIATION). Amendment 39-2393. Applies to Model SA316B Alouette III helicopters, certificated in all categories, incorporating main rotor transmission gearbox (MGB), Serial Number 9,999 or lower, P/N 3160S.62.00.000.10 through .12 incorporating Modification AM1212, or P/N 3160S.62.00.000.13 or .14. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the main gearbox, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, install a temporary operating limitations placard on the instrument panel in full view of the pilot reading as follows: "Operate in accordance with the limitations specified in the Alouette III SE.3160 Helicopter Flight Manual. Limitations or performance specified in Appendix 2 of that manual are not applicable to this helicopter." (b) Within the next 450 hours' time inservice after the effective date of this AD, replace the MGB with a serviceable MGB having a part number specified in Subparagraph 1C of Alouette Service Bulletin No. 01.34 dated June 24, 1974, or an FAA-approved equivalent. (c) After complying with paragraph (b) of this AD, the placard required by paragraph (a) may be removed. This amendment becomes effective October 30, 1975.
2005-16-07: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 727 airplanes. This AD requires determining whether any float switches are installed in the fuel tanks, and corrective actions if necessary. This AD results from reports of contamination of the fueling float switch by moisture or fuel, and chafing of the float switch wiring against the fuel tank conduit. We are issuing this AD to prevent such contamination and chafing, which could present an ignition source inside the fuel tank that could cause a fire or explosion.
2001-24-12: This amendment supersedes an emergency airworthiness directive (AD) that was sent previously to all known U.S. owners and operators of Rolls-Royce Corporation (formerly Allison Engine Company) models 250-C20, -C20B, -C20F, -C20R, -C20R/1, -C20R/2, -C20S, and -C20W turboshaft engines, and 250-B17, -B17C, -B17D, -B17E, -B17F, -B17F/1, and -B17F/2 turboprop engines by individual letters. That action required replacement of any helical torquemeter gearshaft assembly with 100 hours or less time-since-new (TSN) with a serviceable helical torquemeter gearshaft assembly, before further flight. That amendment was prompted by a report of uncontained release of power turbine blades and disk fragments caused by engine overspeed, resulting in an uncommanded engine shutdown, engine fire, and damage to the aircraft. This amendment requires the same replacement, and adds engine model -250-C20J to the applicability section of this AD. The actions specified by this AD are intended to prevent uncontained release of power turbine blades and disk fragments caused by engine overspeed, resulting in an uncommanded engine shutdown, engine fire, and damage to the aircraft.
83-22-09: 83-22-09 BRITISH AEROSPACE AIRCRAFT GROUP (HATFIELD-CHESTER DIVISION): Amendment 39-4754. Applies to Model HS 125 (pre-Modification 251600) with serial numbers listed in the Planning Information of the service bulletin. Compliance required as indicated, unless already accomplished. To protect the main engine beam from a burst failure of the cold air unit fan, accomplish the following: A. Install a fragmentation guard around the fan housing of the cold air unit in accordance with the Accomplishment Instructions of British Aerospace Aircraft Group, Hatfield- Chester Division, 125 Series Aircraft Service Bulletin 21-123-(2815), Revision 2, dated October 29, 1982, within 120 days after the effective date of this AD. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 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 inspections and/or modifications required by this AD. This amendment becomes effective December 1, 1983.
2005-16-01: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200B, 747-300, 747-400, and 747-400D series airplanes. This AD requires modifying the lateral shear beam for the Door 5 crew rest and, for certain airplanes, replacing Zone E tie rods and modifying the Zone E stowbin ladder. This AD results from a report indicating that the lateral shear beam for the Door 5 crew rest does not meet the 9G forward loading requirement. We are issuing this AD to prevent the structural support for the Door 5 crew rest and Zone E stowbins from failing, which could result in the crew rest or stowbins falling during an emergency and consequent injury to crew and passengers.
97-17-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes. This action requires repetitive torquing of the bushing retainer nuts of the pivot pins in the horizontal stabilizer hinge assembly to tighten loose nuts to the new torque value; and repetitive visual inspections, if necessary, to detect bushing migration or damage to adjacent structures, and repair of any damage. This proposal also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by a report of a loose bushing retainer nut, which may be attributed to low nut torque. The actions specified in this AD are intended to detect and correct loose bushing retainer nuts of the pivot pins in the horizontal stabilizer hinge assembly, which could result in bushing migration and consequent damage to the adjacent structure, and reduced controllability of the airplane.
97-16-10: 97-16-10 RAPCO, Inc.: Priority Letter issued on July 31, 1997. Docket No. 97-CE-71-AD. Applicability: Filter Part Numbers (P/N) RA-1J4-4, RA-1J4-6, and RA-1J4-7 (Lot Numbers 05597, 07797, and 12597) installed on but not limited to the following airplanes, certificated in any category: Cessna Aircraft Company (Cessna) Models 310R and T310R Airplanes; Raytheon Aircraft Company (Raytheon) (formerly known as Beech Aircraft Corporation) Models E33A, F33A, V35A, V35B, 36, A36, 58, 65-B80, 70, 95-B55, D55, E55 Airplanes; and, The New Piper Aircraft, Inc. (Piper) Models PA-31-300, PA-31-325, PA-31P, PA-31P-350, PA-31T, PA-34-200T Airplanes. NOTE 1: This AD applies to each airplane with one or more of these filters installed that is 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 request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required within the next 2 days after the receipt of this priority letter AD or prior to further flight, whichever occurs later, unless already accomplished. To prevent failure of the flight instruments during flight because of a failed in-line pressure filter, which could cause loss of control of the airplane, accomplish the following: (a) Remove any filter with an applicable part number and lot number and replace with an FAA-approved filter that incorporates a part number (P/N) and lot number not covered by thisAD. (b) Upon the effective date of this AD, no person may equip an aircraft with any RAPCO filters marked with P/N RA-1J4-4, RA-1J4-6, or RA-1J4-7 from Lot Numbers 05597, 07797, or 12597. NOTE 2: Production of the affected filters has ceased. The affected lots were produced in February 1997, and a check of the aircraft records will give a good indication as to whether these filters have been installed on an aircraft. (c) Special flight permits may be issued for daytime visual flight rules (VFR) flight only, 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 to accomplish the requirement of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Chicago Aircraft Certification Office, 2300 E. Devon, Des Plaines, Illinois 60018. The request shall be forwarded through anappropriate FAA Maintenance Inspector, who may concur or comment and then send it to the Manager, Chicago Aircraft Certification Office. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Chicago Aircraft Certification Office. (e) Information related to this AD may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. (f) Priority Letter AD 97-16-10, issued July 31, 1997, becomes effective immediately upon receipt.
83-23-04: 83-23-04 GENERAL DYNAMICS (Convair): Amendment 39-4772. Applies to General Dynamics (Convair) Models 240-27 converted from T-29B and 240-52 converted from T29D aircraft for civil passenger or cargo use by Hamilton Aviation Company STC SA4025WE or SA4026WE, certificated in all categories. Compliance is required within 30 days or 100 hours time in service, whichever occurs first, after the effective date of this AD, unless already accomplished. To prevent undetected failure of the door open warning system, accomplish the following: A. Install the secondary lock warning switch on the main entrance door and connect it in series with the other two main entrance door open warning switches in accordance with Hamilton Aviation Company Drawing 3623015, Revision D, or Convair Drawing No. 240- 0067361, Change G of Sheet 2, dated 9/18/53. B. Reconfigure the 28 volts DC and ground circuits associated with the aft cargo door open warning switch, the door open warning relay, the lower forward compartment door open warning switch, and the main entry door warning switches in accordance with Hamilton Aviation Company Drawing No. 3623015, Revision D, or Convair Drawing No. 240-0067361, Change G of Sheet 2, dated 9/18/53. C. Perform a functional check of door open warning system as follows: 1. Inspect and check main entrance door (MED) primary lock door open warning switch. 2. Inspect and check MED secondary lock door open warning switch. 3. Check all door open warning light circuitry for proper operation. D. 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 required by this AD. E. Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, Hawthorne, California. All persons affected by this directive who have not already received these documents may obtain copies upon request to General Dynamics, Convair Division, P.O. Box 80877, San Diego, California 92138, Attn: Larry Hayes, Manager, Product Support; and Hamilton Aviation Company, Attn: Gordon Hamilton, P.O. Box 11746, Tucson, Arizona 85734. These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective November 28, 1983.
2005-15-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -200CB series airplanes. This AD requires inspecting to determine the part number of the upper link forward fuse pins of the engine struts and replacing the fuse pins as necessary. This AD is prompted by a report indicating that, due to an incorrect listing in the illustrated parts catalog, persons performing maintenance on the engine strut(s) could have installed an incorrect upper link forward fuse pin. We are issuing this AD to prevent a ruptured wing box, due to the engine not separating safely during certain emergency landing conditions, which could lead to a fuel spill and consequent fire.
83-14-04: 83-14-04 CESSNA: Amendment 39-4684. Applies to all Model 172RG airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To reduce the possibility of carbon monoxide contamination entering the cabin area, accomplish the following: a) Within the next 25 hours time-in-service after the effective date of this AD. 1) Modify the cabin heater shroud in accordance with Cessna Service Letter SE83-13 dated May 27, 1983. Additionally, prior to reinstallation of the cabin heater shroud, visually inspect the flanges on the outer diameter of the ends of the muffler for cracks and repair or replace any cracked components. 2) Within 50 hours time-in-service after the modification required by paragraph a)1) of this AD and each 50 hours time-in-service thereafter, visually inspect the shroud for security and proper location and the flanges on the outer diameter of the ends of the muffler for cracks and prior to further flight, repair or replace any cracked components. Removal of the shroud for this inspection is not required. 3) Reinspect any repaired component within 25 hours time-in-service after the repair and, if defective, repair or replace. If no defects are found, continue inspection of this component in accordance with paragraph a)2) of this AD. b) As an alternative to complying with paragraph a) of this AD, deactivate the cabin heat system by removing the cabin heat control cable from the control arm on the cabin heat valve located on the firewall at the right upper side of the engine compartment. Ensure that the valve spring mechanism is functioning and that the cabin heat valve is spring loaded to the closed position or safety wire the valve to the closed position. c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. This amendment supersedes AD 81-05-05 R1, Amendments 39-4075 and 39-4332. This Amendment 39-4684 becomes effective on July 20, 1983.