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2013-12-01: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) model RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD was prompted by low-pressure (LP) compressor blade partial airfoil release events. This AD requires a one-time ultrasonic inspection of LP compressor blades that had accumulated more than 2,500 flight cycles (FC) since new. We are issuing this AD to prevent LP compressor blade airfoil separations, engine damage, and damage to the airplane.
2010-13-04: 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: Two in-service incidents have been reported on DHC-8 Series 400 aircraft in which the nose landing gear (NLG) trailing arm pivot pin retention bolt (part number NAS6204-13D) was damaged. One incident involved the left hand NLG tire which ruptured on take-off. Investigation determined that the retention bolt failure was due to repeated contact of the castellated nut with the towing device including both the towbar and the towbarless rigs. The loss of the retention bolt allowed the pivot pin to migrate from its normal position and resulted in contact with and rupture of the tire. The loss of the pivot pin could compromise retention of the trailing arm andcould result in a loss of directional control due to loss of nose wheel steering. The loss of an NLG tire or the loss of directional control could adversely affect the aircraft during take off or landing. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-24-29: This amendment adopts a new airworthiness directive (AD) that applies to all Aerostar Aircraft Corporation (Aerostar) PA-60-600 and PA-60-700 series airplanes. This AD requires repetitively inspecting the forward face of each wing s 55-percent upper spar cap for cracks above the main landing gear fitting in the top of the wheel well, and replacing or repairing any cracked upper spar cap. Reports of spanwise cracks in the area above the main landing gear attachment on two of the affected airplanes prompted this action. The actions specified by this AD are intended to detect and correct fatigue cracking of the wing upper spar cap, which could result in structural failure of the wing spar to the point of failure with consequent loss of control of the airplane.
93-24-13: 93-24-13 THE ENSTROM HELICOPTER CORPORATION: Amendment 39-8968. Docket Number 93-SW-24-AD. Applicability: Model F-28C, F-28C-2, F-28F, 280C, 280F, and 280FX series helicopters, equipped with a 24 volt D.C. electrical system, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the trim motor relay that could result in full deployment of the trim system, high cyclic control forces, and loss of control of the helicopter, accomplish the following: (a) Within the next 5 hours' time-in-service (TIS) after the effective date of this airworthiness directive (AD), inspect the trim motor, wiring, and relays (trim system) for failure in accordance with the Compliance Section of The Enstrom Helicopter Corporation Service Directive Bulletin No. 0082 (SDB 0082), Revision A, dated March 18, 1993. (1) Rewire the trim system and replace the trim actuator circuit breaker in accordance with paragraph 5.3 ofSDB 0082, Revision A, dated March 18, 1993, to preclude trim overtravel. (2) After rewiring the trim system in accordance with paragraph (a)(1) of this AD, verify proper operation of the trim system and the limit switch stop position in accordance with the applicable maintenance manual. (b) When installing a replacement or zero-time relay or circuit breaker, install in accordance with paragraph 5.3 of SDB 0082, Revision A, dated March 18, 1993. After wiring the trim system in accordance with SDB 0082, Revision A, dated March 18, 1993, verify proper operation of the trim system at the limit switch stop position in accordance with the applicable maintenance manual. (c) Inspect the trim system for failure in accordance with the Compliance Section of SDB 0082, Revision A, dated March 18, 1993, at intervals not to exceed 100 hours' TIS from the last inspection or at each annual inspection, whichever occurs first. (d) Replace any unairworthy trim system part with an airworthy part in accordance with the applicable maintenance manual. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Chicago Aircraft Certification Office, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Chicago Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Chicago Aircraft Certification Office. (f) 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 helicopter to a location where the requirements of this AD can be accomplished. (g) The inspection, rewiring, and replacement shall be done in accordance with The Enstrom Helicopter Corporation Service Directive Bulletin No. 0082, Revision A, dated March 18, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from The Enstrom Helicopter Corporation, Twin County Airport, P.O. Box 490, Menominee, Michigan 49858. Copies may be inspected at the FAA, Office of the Assistant Chief Counsel, 2601 Meacham Boulevard, Room 663, Fort Worth, Texas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on August 26, 1994, to all persons except those persons to whom it was made immediately effective by Priority Letter AD 93-24-13, issued December 6, 1993, which contained the requirements of this amendment.
97-09-15 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that currently requires a one-time inspection to determine the part number of the engage solenoid valve of the yaw damper on the rudder power control unit, and replacement of the valve with a valve having a different part number, if necessary. That AD was prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by that AD are intended to prevent sudden uncommanded yawing of the airplane due to potential failures within the yaw damper system, and consequent injury to passengers and crewmembers. This amendment makes certain editorial changes to clarify the requirements of the existing AD.
93-08-19: 93-08-19 BRITISH AEROSPACE: Amendment 39-8567. Docket 93-NM-49-AD. Applicability: All Model ATP series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent multiple engine power loss during flight in freezing precipitation, accomplish the following: (a) Within 16 days after the effective date of this AD, measure the electrical resistance of the electrical bonding between certain components in engine nacelle module 3 and the airframe earth on the left and right engine nacelles in accordance with Jetstream Aircraft, Ltd., Service Bulletin ATP-24-55, Revision 1, dated April 24, 1993. (1) If the electrical resistance measures less than 3 ohms, prior to further flight, reassemble the throttle stepper motor controller installation, overseal all bolts, and perform an operational test of the standby power lever controls in accordance with the service bulletin. (2) If the electrical resistance measures 3 or more ohms, prior to further flight, accomplish the actions described in paragraphs 2.A.4) through 2.A.14) of the Accomplishment Instructions of the service bulletin, as applicable. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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: 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 FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The measurement,modification, oversealing, and operational test shall be done in accordance with Jetstream Aircraft, Ltd., Service Bulletin ATP-24-55, Revision 1, dated April 24, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. 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 May 6, 1993.
2022-09-18: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 707, 717, and 727 airplanes; Model DC-8, DC-9, and DC-10 airplanes; Model MD-10 and MD-11 airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 (collectively described, in the preamble of this AD, as MD-80) airplanes; and Model MD-90-30 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied on to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that during approach, landings, and go- arounds, as a result of this interference, certain airplane systems may not properly function, resulting in increased flightcrew workload while on approach with the flight director, autothrottle, or autopilot engaged. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for, depending on the airplane model, instrument landing system (ILS) approaches, non- precision approaches, ground spoiler deployment, and go-around and missed approaches, when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.
98-24-17: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10, -30, and -40 series airplanes, that requires replacement of certain taper-lok attachments and forward trunnion bolts with new components that attach the left and right main landing gear (MLG) to each wing. This amendment is prompted by a report indicating that, due to overstrength of the forward trunnion bolt, an MLG broke away and ruptured a wing fuel tank while an airplane was being operated off the runway. The actions specified by this AD are intended to ensure that the MLG separates from the wing when it is subjected to unpredictable overloads during abnormal operations, and to prevent consequent primary structural damage to the airplane.
88-12-08: 88-12-08 GROB WERKE GMBH AND CO. KG (BURKHART GROB): Amendment 39-5915. Applies to the following models certificated in any category: G103 TWIN ASTIR, Serial Numbers 3000 through 3291. G103 TWIN II, Serial Numbers 3501 through 3878. G103A TWIN II ACRO, Serial Numbers 3501 through 3878 with supplement "K" in the number. Compliance is required as indicated, unless already accomplished. To prevent the tow-hook knob from dropping into the control stick boot during flight and obstructing control stick movement, accomplish the following: (a) If the guide-sleeve cut out is located at the bottom left hand (LH) corner of the instrument panel, as shown in Fig. 1 and Fig. 2 of Grob Service Bulletin (SB) TM 315-32, within the next 10 hours time-in-service after the effective date of this AD, visually inspect the aft tow- hook knob in the area of the guide sleeve for wear, cracks or looseness of the tow-hook knob. (b) If wear, cracked sleeve or looseness is determined, before further flight, unless already accomplished, relocate the position of tow-hook knob in accordance with Instruction 2 in Grob SB TM 315-32, dated June 12, 1987. (c) If the inspection of (a) determines that no wear, crack or looseness of any part in the tow-hook knob exist, accomplish the relocation of the knob as indicated in (b) within the next 20 hours time-in-service after the effective date of this AD. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791- 6680. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Grob SB TM 315-32, dated June 12, 1987, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Grob Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 88-ANE-15, between the hours of 8:00 a.m. and 4:30 p.m., Monday thru Friday, except federal holidays. This amendment, 39-5915, becomes effective on June 9, 1988.
77-25-05: 77-25-05 ENSTROM: Amendment 39-3096. Applies to F28C and 280C helicopters certificated in all categories. Compliance required as indicated. (a) Prior to further flight, perform Enstrom Service Information Letter No. 0069 as required to provide a smooth running idle characteristic. Adjust the idle mixture in accordance with Enstrom Service Information Letter No. 0069 steps 4C thru 4G. With the idle mixture properly adjusted perform the following check: Turn the boost on and off. Any noticeable change in RPM is an indication of internal injector leakage. If this condition is observed remove the injector and return the injector to an authorized Bendix repair station. Replace with an airworthy injector and repeat the above check. (b) Prior to further flight incorporate the attached supplemental information in the appropriate RFM. Affix the placard as indicated and operate in accordance therewith. (c) Within the next three calendar months or 100 hours time in service, whichever occurs first, install Enstrom Kit 28-121015. The following limitations and procedures are effective immediately for all Enstrom Model F28C and 280C helicopters. Applicable rotorcraft flight manual pages are attached. NOTE: Compliance with the revised procedures outlined herein does not require a logbook entry. Flight manuals affected: F-28C (December 8, 1975; revised 12/21/76) 280C (December 8, 1975; revised 12/21/76) 280C (September 23, 1977, Report No. 28-AC-016) FLIGHT MANUAL INSERTION: LIMITATIONS: (To be added to all three FM's) FUEL MIXTURE SETTING: (Page FM-2-4) In addition to present RFM procedures add: Mixture must be leaned to at least 130 PPH at 36.5 in. MAP for all flight conditions except hover. If richer mixture required to maintain E.G.T. levels below 1650 degrees F practice autorotations are prohibited. PLACARDS: (Page FM-2-7) Add placard in view of pilot. "Lean to 130 PPH at 36.5 in. MAP in flight - see revised RFM" NORMAL PROCEDURES: F-28C normal engine starting procedure (Page FM-3-1). Add step 22 below. 280C engine starting procedures, hot condition (Page FM-3-2). Add step 14 below. 280C hot engine restarting procedure (Page FM-3-3, Report No. 28-AC-016). Add step 15 below. Note engine idle RPM (with boost off) and turn fuel boost on. Any difference in RPM noted indicates leaky idle mixture plates (refer to Enstrom Service Letter No. 0069). Slowly lean engine with mixture control short of cutoff position. An increase of 50 RPM indicates idle mixture improperly set (refer to Enstrom Service Letter No. 0069). F-28C and 280C engine warm-up and ground check (Page FM-3-3). Change step 3 to below (no change required in Report No. 28-AC-016). 3. Check the magnetos using the following procedure: A) At flat collective pitch and 2900 RPM allow the E.G.T. to stabilize, with mixture in full rich position. B) Set the E.G.T. gauge cursor red needle to the stabilized indicated temperature. (This will be a reference temperature during the mag test.) C) Switch from both mags position to left mag position and note RPM drop and E.G.T. rise for five seconds. The maximum allowable RPM drop is 125 RPM. The maximum allowable E.G.T. rise is 100 degrees F. D) Return magneto switch to both allowing E.G.T. and RPM to stabilize and repeat check on the right mag position. E) The maximum permissible RPM differential between left and right magnetos is 50 RPM without engine roughness. A differential of greater than 50 RPM and or a drop in RPM greater than 125 RPM could indicate spark plug, spark plug lead wire, or magneto problems. F) An E.G.T. rise over 100 degrees F during operation on individual magneto indicates a magneto timing problem. F28C and 280C flight information (Page FM-3-4). Add special instructions below. SPECIAL INSTRUCTIONS FOR MIXTURE LEANING IN FLIGHT: A) The mixture mustbe leaned to at least 130 PPH at 36.5 in. MAP. Do not exceed 1650 degrees F E.G.T. B) If mixture greater than 130 PPH is required to prevent exceeding E.G.T. of 1650 degrees F, practice autorotation/power chop are prohibited. C) With mixture leaned as prescribed in A) above, practice autorotations/power reductions are to be performed as follows; 1. Close throttle smoothly all the way to the closed position and hold on the stop, or: 2. Smoothly split needles and maintain engine RPM at 2000 or above. 3. Do not try to maintain throttle at intermediate positions between fully closed and 2000 engine RPM as this may cause inadvertent engine stoppage due to improper idle/mixture settings or faulty fuel servo. F28C and 280C engine cooling and shutdown procedure (FM-3-5) add: 5A. Note engine idle RPM (with boost off) and turn fuel boost on. Any difference in engine RPM noted indicates leaky idle mixture plates (refer to Enstrom Service Letter No. 0069). Slowly lean engine with mixture control short of cutoff position. An increase of 50 RPM indicates the idle mixture is improperly set (refer to Enstrom Service Letter No. 0069). The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to Enstrom Helicopter Corporation, Menominee County Airport, P.O. Box 277, Menominee, Michigan 49858. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region. This supersedesthe AD issued by airmail letter dated September 30, 1977, as amended by airmail letter dated October 25, 1977. This amendment becomes effective December 21, 1977, and was effective for all recipients of the airmail letter dated November 7, 1977, upon receipt thereof.