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89-08-02: 89-08-02 GROB WERKE GMBH & COMPANY KG (BURKHART GROB): Amendment 39-6174. Applicability: Models G103 TWIN II and G103 A TWIN II ACRO (serial numbers 3501 through 3878, and 33879 through 34078) gliders. Compliance: As indicated in the body of the AD. To preclude failure of the flight control systems, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, inspect the control systems for weld cracks in accordance with the instructions contained in Grob Service Bulletin (S/B) TM315-37, dated July 22, 1988. (b) If weld cracks are found per the inspection specified in paragraph (a) of this AD, prior to further flight repair the cracks and modify the glider in accordance with the instructions in the above referenced S/B. (c) If weld cracks are not found per the inspection specified in paragraph (a) of this AD, within the next 100 hours time-in-service after the effective date of this AD, modify the gliderin accordance with the instructions in the above referenced S/B. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Brussels Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, 15 Rue de la Loi B1040, Brussels, Belgium. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Grob Systems, Incorporated, Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6174, AD 89-08-02) becomes effective on April 27, 1989.
88-12-09: 88-12-09 BOEING HELICOPTER COMPANY (BOEING VERTOL; VERTOL) AND KAWASAKI HEAVY INDUSTRIES, LTD: Amendment 39-5919. Applies to Boeing Helicopter Company Model 107-II and Kawasaki Model KV107- IIA helicopters, certificated in any category (Airworthiness Docket 88-ASW-10). Compliance is required as indicated, unless already accomplished. To prevent possible hazards in flight associated with a cracked aft main rotor shaft slider guide, Part Number (P/N) 107R3574-1, accomplish the following: (a) Within the next 10 hours time in service from the effective date of this AD, or before the accumulation of 1,200 hours time in service, whichever comes later, perform a dye penetrant inspection of the two forward lug areas of the aft main rotor shaft slider guide for cracks in accordance with paragraph 2, "Accomplishment Instructions," Boeing Helicopter Co., Service Bulletin No. 107-370R1, dated September 21, 1987. (b) After the initial inspection of paragraph (a), repeat the dye penetrant inspection at intervals not to exceed 50 hours time in service from the last inspection. (c) Remove cracked slider guides from service and replace with a serviceable part prior to further flight. (d) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the compliance times specified in this AD. (e) An alternate method of compliance which provides an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York 11581. (f) In accordance with FAR sections 21.197, and 21.199, flight is permitted to a base where the requirements of this AD may be accomplished. The procedures shall be done in accordance with paragraph 2, "Accomplishment Instructions," Boeing Helicopter Co., Service Bulletin No. 107-370R1, dated September 21, 1987. 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 Helicopter Company, Boeing Center, P.O. Box 16858, Philadelphia, Pennsylvania 19141. These documents may be examined at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or the Office of the Federal Register, 1100 L Street, N.W., Room 8401, Washington, D.C. This amendment, 39-5919, becomes effective June 2, 1988.
89-03-09: 89-03-09 AIRBUS INDUSTRIE: Amendment 39-6123. Applicability: Model A300 series airplanes, as listed in Airbus Industrie Service Bulletin A300-53-220, Revision 1, dated July 8, 1988. Compliance: Required as indicated, unless previously accomplished. To prevent separation of the rear passenger/crew door from the airplane and subsequent rapid decompression, accomplish the following: A. Prior to the accumulation of 8,000 landings or within the next 1,000 landings after the effective date of this AD, whichever occurs later, inspect frame 73A RH and LH between beams 5 and 7, in accordance with Airbus Industrie Service Bulletin A300-53-220, Revision 1, dated July 8, 1988. 1. If cracks are detected that are less than 0.4 inch, modify the frame within the next 2,500 landings, in accordance with Airbus Industrie Service Bulletin A300-53-221, Revision 2, dated October 13, 1988. The inspection must be repeated at intervals not to exceed 1,250 landings until the modification is accomplished. 2. If cracks are detected that are equal to or more than 0.4 inch but less than 0.8 inch, modify the frame within the next 1,500 landings, in accordance with Airbus Industrie Service Bulletin A300-53-221, Revision 2, dated October 13, 1988. The inspection must be repeated at intervals not to exceed 750 landings until the modification is accomplished. 3. If cracks are detected that are equal to or more than 0.8 inch, prior to further flight, modify the frame in accordance with Airbus Industrie Service Bulletin A300-53-221, Revision 2, dated October 13, 1988. 4. If no cracks are detected, repeat the inspection at intervals not to exceed 4,000 landings. B. The repetitive inspections required by paragraph A., above, may be terminated following completion of the modification of the door frame structure, in accordance with Airbus Service Bulletin A300-53-221, Revision 2, dated October 13, 1988. C. 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 Manger, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. 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 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. 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 (39-6123, AD 89-03-09) becomes effective March 7, 1989.
74-10-07: 74-10-07 DETROIT DIESEL ALLISON AEROPRODUCTS: Amendment 39-1839. Applies to Detroit Diesel Allison Aeroproducts Model A6441FN-606 and -606A propellers. Compliance required as indicated, unless already accomplished: (a) For propeller blades and hubs, installed on an aircraft prior to the effective date of this Airworthiness Directive, that have been stripped, inspected for corrosion, and replated per Detroit Diesel Allison Overhaul Manual 1AC3 or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Great Lakes Region, within the preceding 27 months prior to the effective date of this AD, remove from service before 36 months since date of initial installation on an aircraft following stripping, inspecting for corrosion and replating. (b) For propeller blades and hubs, installed on an aircraft prior to the effective date of this AD, that have been stripped, inspected for corrosion and replated per Detroit Diesel Overhaul Manual 1AC3or equivalent, but this work has not been accomplished within the preceding 27 months prior to the effective date of this AD, remove from service in accordance with the following schedule: On the effective date of this AD, the number of months since the date of initial installation on an aircraft after being stripped, inspected for corrosion, and replated as described above: Over 55 months - Remove from service by: 25 flight hours after effective date of this AD. 55 months - Remove from service by: May 11, 1974 53-54 months - Remove from service by: June 11, 1974 48-52 months - Remove from service by: July 11, 1974 42-47 months - Remove from service by: October 11, 1974 27-41 months - Remove from service by: January 11, 1975 (c) New propeller blades and hubs may continue in service 40 months since initial installation on aircraft. However, those in service, at the effective date of this AD, more than 31 months since initial installation on aircraft shall be removed from service at or before the time or dates specified in the schedule under paragraph (b). (d) Propeller blades and hubs removed from service pursuant to paragraphs (a), (b), or (c), stripped, inspected for corrosion and replated as set forth above, and installed on an aircraft shall thereafter be removed from service, stripped, inspected for corrosion, and replated as described above at intervals not to exceed 36 months. (e) Propeller blades and hubs initially installed on an aircraft on or after the effective date of this AD shall be stripped, inspected for corrosion and replated, as described above, at intervals no greater than 36 months from date of initial installation; provided however, that new propeller blades and hubs may continue in service for 40 months since initial installation. (f) Extensions of compliance times or date may be obtained from the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, upon submission of acceptable substantiating data to support the extension. This amendment is effective May 17, 1974, and was effective April 11, 1974, for all recipients of the telegram dated April 11, 1974, which contained this amendment.
2024-25-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, -133, - 151N, and -153N airplanes; A320 series airplanes; and A321-211, -212, - 213, -231, -232, -251N, -252N, -253N, -271N, -272N, -251NX, -252NX, - 253NX, -271NX, and -272NX airplanes. This AD was prompted by a determination that a damage-tolerance and fatigue reassessment of nose landing gear (NLG) repairs is necessary for certain parts fitted on airplanes approved for operation in the Commonwealth of Independent States (CIS). This AD requires repair and replacement of all affected parts, and introduces restrictions for the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2009-02-05: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777 airplanes. This AD requires installing software upgrades to the airplane information management system (AIMS) located in the flight compartment. This AD results from an investigation that revealed that detrimental effects could occur on certain AIMS software during flight. We are issuing this AD to prevent an unannunciated loss of cabin pressure. If an undetected loss of pressure event were to cause an unsafe pressure in the cabin, the flight crew could become incapacitated.
87-16-13: 87-16-13 BOEING: Amendment 39-5702. Applies to Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747-53A2279, dated January 15, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo detect disbonding of the upper body tear straps in body section 46, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 250 landings after the effective date of this AD for airplanes line number 1 through 230, and within 750 landings after the effective date of this AD, for airplanes line number 231 through 349, perform an ultrasonic inspection of tear straps for disbonding in accordance with Boeing Alert Service Bulletin 747-53A2279, Revision 1, dated May 7, 1987, or later FAA-approved revisions. \n\n\tB.\tIf no evidence of unbonded areas are found, reinspect those areas at intervals not to exceed 6 years. \n\n\tC.\tIf evidence of unbonded areas is found, and the unbonded area between any two adjacent stringersdoes not exceed 60 percent of the total tear strap area between these stringers, reinspect those areas at intervals not to exceed the limits allowed by the chart in Figure 2 or 4, as appropriate, of Boeing Alert Service Bulletin 747-53A2279, Revision 1, dated May 7, 1987, or later FAA-approved revisions. \n\n\tD.\tIf evidence of unbonded areas is found, and the unbonded area between any two adjacent stringers exceeds 60 percent of the total tear strap area between these stringers, repair those areas prior to further flight in accordance with Boeing Alert Service Bulletin 747-53A2279, Revision 1, dated May 7, 1987, or later FAA-approved revisions. If blind fasteners are used, visually reinspect installation at intervals not to exceed 1,000 landings for loose or missing fasteners, cracks, or corrosion. \n\n\tE.\tTerminating action for the inspections required by this AD is the installation of solid fasteners at all affected tear strap locations in accordance with Boeing Alert Service Bulletin 747-53A2279, Revision 1, dated May 7, 1987, or later FAA-approved revisions. \n\n\tF.\tFor the purpose of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 2.0 PSI. \n\n\tG.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tH.\tSpecial 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. \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 the Boeing Commercial Airplane Company, P.O. Box3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5702, becomes effective September 13, 1987.
2002-20-03: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires a one-time measurement of the electrical resistance between the ferry fuel tank (tank) electrostatic ground connector and the tank filler neck before the next refueling of an installed tank or before the first fueling after installing a tank. If the electrical resistance has a value more than 1.5 milliohms, this AD prohibits refueling the tank. This amendment is prompted by reports of an inadequate electrical bond between the electrostatic ground connector and its support on several tank installations. The actions specified by this AD are intended to prevent refueling a tank that is not adequately electrically bonded, which could generate an electric arc between the refueling nozzle and the tank, causing an explosion.
89-20-04: 89-20-04 BOEING: Amendment 39-6326. (Docket No. 89-NM-152-AD) \n\tApplicability: Model 727 series airplanes, line numbers 001 through 047, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tWithin the next 15 days after receipt of AD T89-14-51, dated June 30, 1989, conduct an internal detailed visual inspection for cracks of the fuselage skin at lap joints located at stringer (S) 14L from body station (BS) 440 to BS 720, and at S-14R from BS 440 to BS 540, in accordance with the following instructions: \n\n\t\t1.\tRemove seats, sidewall lining, and insulation as required to gain access to the internal portion of the fuselage skin at lap joints S-14L from BS 440 to BS 720, and at S-14R from BS 440 to BS 540. \n\n\t\t2.\tAccomplish a detailed visual inspection of the fuselage skin along the bottom fastener row of the lap joint. \n\n\tNOTE: The fastenerrow is immediately below the stringer. \n\n\t\t3.\tConfirm all cracks with dye penetrant inspection or high frequency eddy current inspection. \n\n\t\t4.\tIf any cracks are detected, repair prior to further flight, in accordance with Boeing Drawing Number 65C35368 or 65C35369. \n\n\tB.\tWithin the next 500 landings after conducting the inspection required by paragraph A., above, or ten days after the effective date of this AD, whichever occurs later, accomplish the inspection specified in either paragraph B.1. or B.2., below: \n\n\t\t1.\tConduct a high frequency eddy current (HFEC) inspection as follows: \n\n\t\t\ta.\tRemove seats, sidewall lining, and insulation as required to gain access to the internal portion of the fuselage skin at lap joints S-14L from BS 440 to BS 720, and at S-14R from BS 440 to BS 540. \n\n\t\t\tb.\tConduct an HFEC inspection of the lap joints, in accordance with the Accomplishment Instructions in Boeing Alert Service Bulletin 727-53A0200, Revision 1, dated July 20, 1989.2.\tConduct a low frequency eddy current (LFEC) inspection of the lap joints, in accordance with the Accomplishment Instructions in Boeing Alert Service Bulletin 727-53A0200, Revision 1, dated July 20, 1989. \n\n\tC.\tRepeat the inspections required by paragraph B., above, at the following intervals: \n\n\t\t1.\tIf the immediately preceding inspection was conducted using HFEC techniques, conduct the next inspection within 2,000 landings. \n\n\t\t2.\tIf the immediately preceding inspection was conducted using LFEC techniques, conduct the next inspection within 1,000 landings. \n\n\tD.\tIf any cracks are detected, repair prior to further flight, in accordance with Boeing Drawing 65C35368 or 65C35369. This repair constitutes terminating action for the inspections required by paragraph B.2. or C., above, in the areas repaired. \n\n\tE.\tModification of the lap joints at S-14L from BS 440 to BS 720, and at S-14R from BS 440 to BS 540, in accordance with Boeing Drawing 65C35402 constitutes terminating action for the repetitive inspections required by paragraphs C.1. and C.2., above. \n\n\tF.\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. \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\tG.\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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD supersedes Telegraphic Airworthiness Directive T89-14-51, issued on June 30, 1989. \n\tThis amendment (39-6326, AD 89-20-04) becomes effective on October 6, 1989.
2024-26-02: The FAA is superseding Airworthiness Directive (AD) 2021-07-13 for certain Pacific Scientific Company rotary buckle assemblies (buckles). AD 2021-07-13 required inspecting each specified buckle including its buckle handle vane and prohibited installing affected buckles. This AD was prompted by the publication of an updated service bulletin, which revises the applicability based on date of manufacture of the affected buckles. This AD retains certain requirements of AD 2021-07-13, reduces the applicability, and requires performing corrective actions by complying with certain portions of the updated service bulletin. The FAA is issuing this AD to address the unsafe condition on these products.