Results
2012-16-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce RB211 Trent 800 engines. This AD was prompted by reports of events related to thermal damage of the thrust reverser (T/ R) inner wall on Rolls-Royce RB211 Trent 800 engines. This AD requires replacing the bleed valve parts and tubing with new parts and tubing on the left and right engines; and installing Aero-Engine database (AEDB) software in the airplane information management system (AIMS) hardware. We are issuing this AD to prevent T/R thermal damage caused by excessive heat downstream of the 8th stage IP8 exhaust ports, which could result in T/R structural failure. This failure could result in large pieces of the T/R or adjacent components departing the airplane. A separated T/R piece could result in a rejected takeoff and cause asymmetric thrust and consequent loss of control of the airplane during reverse thrust operations.Separated components could also cause structural damage to the airplane, damage to other airplanes due to debris left on the runway, or injury to people on the ground.
2010-11-02: We are superseding an existing 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: * * * * * Incomplete closure of the MED [main entry door] may be followed by in-flight opening of the door. As a result, the MED and the adjacent fuselage structure may be damaged during opening and landing impact. Damage to the left engine by flying debris and objects may also occur. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-08-02 R1: This document clarifies information in an existing airworthiness directive (AD) that applies to certain Schempp-Hirth K.G. (Schempp-Hirth) Models Standard-Cirrus, Nimbus-2, Nimbus-2B, Mini-Nimbus HS-7, Mini-Nimbus B, Discus a, and Discus b sailplanes. That AD currently requires accomplishing a load test of the elevator control system, and replacing the elevator vertical actuating tube either immediately or at a certain time period depending on the results of the load test. The actions specified in that AD are intended to prevent corrosion in the elevator caused by water entering the elevator control rod, which could result in elevator failure and consequent loss of control of the sailplane. The Schempp-Hirth Models Nimbus 2, Mini-Nimbus HS-7, and Standard Cirrus sailplanes are not equipped with elevator control systems, and should not be affected by the current AD. This action eliminates all reference to the Shempp-Hirth Models Nimbus 2, Mini-Nimbus HS-7, and Standard Cirrus sailplanes in the current AD.
2012-17-05: We are adopting a new airworthiness directive (AD) for certain Honeywell International Inc. models TFE731-4, -4R, -5, -5R, -5AR, and - 5BR series turbofan engines. This AD was prompted by a report of a rim/ web separation of a first stage low-pressure turbine (LPT1) rotor assembly. This AD requires replacing affected LPT1 rotor assemblies with assemblies eligible for installation. We are issuing this AD to prevent uncontained disk separation, engine failure, and damage to the airplane.
2012-16-01: We are adopting a new airworthiness directive (AD) for Pratt & Whitney Division PW4052, PW4152, PW4056, PW4156A, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4158, PW4460, PW4462, PW4164, PW4164C, PW4164C/B, PW4168, and PW4168A turbofan engines with certain high- pressure turbine (HPT) stage 1 front hubs installed. This AD was prompted by Pratt & Whitney's updated low-cycle-fatigue analysis that indicated certain HPT stage 1 front hubs could initiate a crack prior to the published life limit. This AD requires removing the affected HPT stage 1 front hubs from service using a drawdown plan. We are issuing this AD to prevent failure of the HPT stage 1 front hub, which could lead to an uncontained engine failure and damage to the airplane.
2012-16-16: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by a report of extensive corrosion of the ballscrew of the drive mechanism of the horizontal stabilizer trim actuator. This AD requires repetitive detailed inspections for discrepancies of the horizontal stabilizer ballscrew assembly; repetitive lubrication of the horizontal stabilizer trim control system; repetitive measurements for discrepancies of the ballscrew to ballnut freeplay; and corrective actions, if necessary. We are issuing this AD to prevent undetected failure of the primary and secondary load paths for the ballscrew in the horizontal stabilizer, which could lead to loss of control of the horizontal stabilizer and consequent loss of control of the airplane.
98-07-18: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires replacing certain propeller de-icing controllers with ones that are not susceptible to electromagnetic interference (EMI). This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent improper operation of the propeller de-icing controller caused by EMI, which could result in ice build-up on the propeller with possible airplane controllability problems.
69-25-09: 69-25-09 BRITISH AIRCRAFT CORPORATION: Amdt. 39-890 as amended by Amendment 39-898 is further amended by Amendment 39-966. Applies to BAC 1-11 Model Airplanes. Compliance is required as indicated, unless already accomplished. (a) For airplanes with a passenger dropout system control panel not modified in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33- PM4169, Revision 2, dated 1 October 1969 within the next 75 hours' time in service after the effective date of this AD, add the following to the operating limitations section of Airplane Flight Manual: (1) Under normal operating conditions when oxygen is not required for use by the passengers, the passenger oxygen system shut-off valve located on the right hand console must be maintained in the OFF position. (2) Operation with passengers above 30,000 feet is prohibited. (b) For all airplanes within the next 200 hours' time in service after the effective date of this AD, inspect the center roof panel "E" for signs of overheating, damage, and fouls in accordance with British Aircraft Corporation Model BAC 1-11 Alert Service Bulletin No. 33-A-PM 4169, Issue 1, dated 22 May 1969, or later ARB-approved issue or FAA-approved equivalent. (c) For airplanes with passenger drop-out oxygen system control panel installed which has not been modified in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33- PM 4169, Revision 2, dated 1 October 1969 (or an FAA- approved equivalent), within the next 200 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 200 hours' time in service since the last test, test the passenger drop-out oxygen system control panel for leaks in accordance with British Aircraft Corporation Model BAC 1-11 Alert Service Bulletin No. 33-A-PM 4169, Issue 1, dated 22 May 1969, or later ARB-approved issue or FAA-approved equivalent. (d) If leaks are found during the test required by paragraph (c), replace the passenger drop-out oxygen system control panel with a serviceable panel of the same part number or with a serviceable panel which has been modified in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33- PM 4169, Revision 2, dated 1 October 1969, or an FAA-approved equivalent. Test the passenger drop-out oxygen system in accordance with the following: (1) If the passenger drop-out oxygen system control panel is replaced with a serviceable panel of the same part number, continue to test the passenger drop-out oxygen system control panel for leaks in accordance with paragraph (c). (2) If the passenger drop-out oxygen system control panel is replaced with a serviceable panel which has been modified in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33-PM 4169, Revision 2, dated 1 October 1969 (or an FAA-approved equivalent),within the next 1,000 hours' time in service after the date of installation and thereafter at intervals not to exceed 1,000 hours' time in service since the last test, test the passenger drop-out oxygen system control panel for leaks in accordance with British Aircraft Corporation Model BAC 1-11 Alert Service Bulletin No. 33-A-PM 4169, Issue 1, dated 22 May 1969, or later ARB-approved issue or FAA-approved equivalent. (e) For airplanes with a passenger drop-out oxygen system control panel installed which has been modified on or before the effective date of this AD in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33-PM 4169, Revision 2, dated 1 October 1969 (or an FAA-approved equivalent), within the next 200 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 1,000 hours' time in service since the last test, test the passenger drop-out oxygen system control panel for leaks in accordancewith British Aircraft Corporation Model BAC 1-11 Alert Service Bulletin No. 33- A-PM 4169, Issue 1, dated 22 May 1969, or later ARB-approved issue or FAA-approved equivalent. (f) If leaks are found during the test required by paragraph (e), replace the passenger drop-out oxygen system control panel with a serviceable panel which has been modified in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33-PM 4169, Revision 2, dated 1 October 1969, or an FAA-approved equivalent and continue to inspect in accordance with Paragraph (e). (g) Upon request of the operator an FAA maintenance inspector (subject to prior approval of the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region) may adjust the repetitive inspection intervals specified in paragraph (e) of this AD to permit compliance at an established inspection of the operator, if the request contains substantiating data to justify the increase for the operator. (h) For all airplanes on or before 1 July 1970, modify the flight deck roof lighting control panel "E" and panel installation in accordance with Parts (a1), (d1), (d2), (f), (g), and (h) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33-PM 4169, Revision 2, dated 1 October 1969, or an FAA-approved equivalent. (i) For all airplanes on or before 1 July 1970, replace the existing passenger drop- out oxygen system control panel with a serviceable panel which has been modified to incorporate rigid oxygen pipes in lieu of flexible hoses in accordance with Part (C) of British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 33-PM 4169, Revision 2, dated 1 October 1969, or an FAA-approved equivalent. (j) When paragraph (i) has been accomplished, the operating limitations required by paragraph (a) may be removed from the Airplane Flight Manual. Amendment 39-890 effective December 15, 1969. Amendment 39-898 effective December 19, 1969. Thisamendment (39-966) becomes effective March 31, 1970.
2022-06-02: The FAA is superseding Airworthiness Directive (AD) 2013-25- 11, which applied to all Airbus SAS Model A318-111, -112, -121, and - 122 airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-111, -211, -212, -214, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2013-25-11 required repetitive inspections of the 80VU rack lower lateral fittings, upper fittings, and shelves for damage, repetitive inspections of the 80VU rack lower central support for cracking, and corrective action if necessary. AD 2013-25-11 also specified optional terminating action for the repetitive inspections. Since the FAA issued AD 2013-25-11, new damage occurrences have been reported, and a different compliance time has been determined for certain inspections, depending on airplane configuration. This AD expands the applicability, removes the optional terminating action, and requires new repetitive inspections; 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.
2010-10-14: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332L2 helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states that the AD was issued after the discovery of broken swashplate bearing attaching screw heads. Failure of these screw heads could lead to the loss of the coupling between the non-rotating and the rotating swashplate. This AD is intended to prevent loss of power to the rotating swashplate and subsequent loss of control of the helicopter.
93-11-10: 93-11-10 CORPORATE JETS, LIMITED, (FORMERLY BRITISH AEROSPACE): Amendment 39-8602. Docket 93-NM-40-AD. Applicability: Model BAe 125-1000A series airplanes, as listed in Corporate Jets, Limited, Alert Service Bulletin S.B. 71-A43, dated February 9, 1993; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure the fireproof integrity of the engine fan duct material, which will reduce the hazards associated with an engine fire, accomplish the following: (a) Within 7 days after the effective date of this AD, conduct a detailed visual inspection along the longitudinal seams of the outside surface of the outer fan duct on the right and left engines to detect fluid contamination or disbonding at the edges of the seams, in accordance with Corporate Jets, Limited, Alert Service Bulletin S.B. 71-A43, dated February 9, 1993. (b) If no fluid contamination or disbonding is detected, accomplish paragraphs (b)(1) and (b)(2) of this AD. (1) Thereafter repeat the visual inspection required by paragraph (a) of this AD at intervals not to exceed 14 days until the modification required by paragraph (b)(2) of this AD is accomplished. (2) Within 300 hours time-in-service after the effective date of this AD, modify the longitudinal seams of the outside surface of the outer fan duct on the right and left engines, in accordance with Corporate Jets, Limited, Service Bulletin SB.71-43-3644A, dated February 8, 1993. Accomplishment of this modification constitutes terminating action for the repetitive inspections required by paragraph (b)(1) of this AD. (c) If fluid contamination only is detected, accomplish paragraphs (c)(1) and (c)(2) of this AD. (1) Repeat the detailed visual inspection required by paragraph (a) of this AD prior to the first flight of each day until the modification required by paragraph (c)(2) of this AD is accomplished. (2) Within 50 hours time-in-service after the effective date of this AD, modify the longitudinal seams of the outside surface of the outer fan ducts on the right and left engines, in accordance with Corporate Jets, Limited, Service Bulletin SB.71-43-3644A, dated February 8, 1993. Accomplishment of this modification constitutes terminating action for the repetitive inspections required by paragraph (c)(1) of this AD. (d) If disbonding is detected at the longitudinal seams, prior to further flight, modify the longitudinal seams of the outside surface of the outer fan duct on the right and left engines, in accordance with Corporate Jets, Limited, Service Bulletin SB.71-43-3644A, dated February 8, 1993. (e) 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. (f) 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. (g) The inspection shall be done in accordance with Corporate Jets, Limited, Alert Service Bulletin S.B. 71-A43, dated February 9, 1993. The modification shall be done in accordance with Corporate Jets, Limited, Service Bulletin SB.71-43-3644A, dated February 8, 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 Corporate Jets, Inc., 22070 Broderick Drive, Sterling, Virginia 20166. 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. (h) This amendment becomes effective on June 29, 1993.
98-07-17: This amendment supersedes Airworthiness Directive (AD) 94-04-17, which currently requires the following on Twin Commander Aircraft Corporation (Twin Commander) 500, 520, 560, 680, 681, 685, 690, 695, and 720 series airplanes: inspecting (one-time) the flap system for cables with broken wires or pulleys with worn cable clips, replacing any damaged parts, and replacing the master pulley and cable with new parts of improved design. This AD requires inspecting all flap system cable grooves for the correct width, inspecting all flap system pulleys for rubbing on the support brackets, inspecting all flap pulley cable assemblies for frayed wires, and reworking or replacing any parts with discrepancies. This AD results from several reports of worn and frayed flap system cables attributed to flap pulley grooves that are too narrow. The actions specified by this AD are intended to prevent failure of a flap system cable caused by fatigue, which could result in loss of control of the airplane.
49-27-02: 49-27-02 PIPER: Applies to Model PA-12, Serial Numbers 12-1 and up, and Model PA- 14, Serial Numbers 14-1 Through 14-193. To be accomplished not later than October 1, 1949. Several aileron (and flap on Model PA-14) aluminum bellcrank castings (P/N 40092) have been found with cracks across the ears of the forked end. These cracks are believed caused by excessive tightening of the bolt which attaches the push rod to the casting. Inspect the forked end of these bellcrank castings and replace those found cracked. (Piper Service Bulletin No. 109, dated November 9, 1948, covers this same subject.)
2022-05-10: The FAA is adopting a new airworthiness directive (AD) for various model helicopters with certain part-numbered Goodrich externally-mounted hoist assemblies (hoists) installed. This AD was prompted by hoists failing lower load limit inspections. This AD requires replacing unmodified hoists, installing placards, revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, deactivating or removing a hoist if a partial peel out occurs, reviewing the helicopter's hoist slip load test records, repetitively inspecting the hoist cable and overload clutch (clutch), and reporting information to the manufacturer. This AD also requires establishing operating limitations on the hoist and prohibits installing an unmodified hoist. The FAA is issuing this AD to address the unsafe condition on these products.
2009-26-09: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF34-1A, -3A, -3A1, -3A2, -3B, and -3B1 turbofan engines. That AD currently requires a onetime visual and tactile inspection of certain areas of certain P/N and SN fan disks for an arc-out defect, within 20 engine flight hours after the effective date of that AD. This AD requires inspecting certain fan disks for electrical arc-out indications, removing from service fan disks with electrical arc-out indications, performing tactile and enhanced visual (TEV) inspections, fluorescent penetrant inspections (FPI), and eddy current inspections (ECI) on certain disks that have already had a shop-level inspection, and repetitive FPI and ECI on certain fan disks. This AD results from an updated risk analysis by GE that shows we need to take corrective action that is more stringent. We are issuing this AD to prevent an uncontained failure of the fan disk, which could result in damage to theairplane.
98-07-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires an internal visual inspection to detect cracks of the skin and internal doublers above main entry door 1 at body station 460, and various follow-on actions. This amendment is prompted by reports indicating that multiple fatigue cracks were found in both internal skin doublers. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in reduced structural integrity of the fuselage and consequent rapid depressurization of the cabin.
98-07-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-500 series airplanes. This action requires a one-time inspection to measure the gap between the lower fairing of the rudder horn and the vertical stabilizer, 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 interference between the rudder horn and the vertical stabilizer, which could cause the rudder to jam, and consequent reduced controllability of the airplane.
2012-16-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports of jamming/malfunctioning of the left-hand engine thrust control mechanism. This AD requires modifying the left-hand engine upper core-cowl. We are issuing this AD to prevent jamming/malfunctioning of the left-hand engine thrust control mechanism, which could lead to loss of control of the airplane.
98-07-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes, that requires interchanging the location of the hydraulic fuse and the flow limiter of the standby hydraulic system of the leading edge. This amendment also requires replacing the existing hydraulic fuses in the standby hydraulic system with new fuses. This amendment is prompted by reports of a performance test of the hydraulic fuses, which revealed that the positioning of the flow limiter in the existing configuration, and excessive fusing volumes of some of the fuses in extreme cold environment, can adversely affect the operation of the fuse. The actions specified by this AD are intended to prevent such adversely affected operation of the fuse, which could result in the loss of all standby hydraulic system pressure and consequent severely reduced controllability of the airplane during certain flight phases.
87-15-05 R1: 87-15-05 R1 HARTZELL PROPELLER, INC.: Amendment 39-5658 as amended by Amendment 39-5764. Applies to Hartzell Models HC-B4TN-5( )L/LT10574(B,K), LT1O574A(B,K), and LT1O574A(S)(B,K) propellers installed on Dornier Model 228-100 and - 200 series airplanes. Compliance required as indicated unless already accomplished. To prevent propeller mid-blade failure which could result in engine separation from the aircraft, accomplish the following: (a) After the effective date of this amended AD, the following applies: (1) Following the last flight of each day, except when compliance with Paragraph (a)(2) of this AD is required, visually check the Models LT10574(B,K), LT1O574A(B,K), and LT1O574A(S)(B,K) blades in accordance with Paragraph a, of Hartzell Service Bulletin (SB) No. 140C, dated September 30, 1987. Blades found to have evidence of cracks must be removed from service, and all blades in the affected propeller assembly must be replaced with Model LT10574A(B,K) orLT1O574A(S)(B,K) blades, as applicable, prior to further flight. NOTE: The checks required above may be performed by the pilot and must be recorded in accordance with FAR 43.9 and maintained as required by FAR's 91.173, 121.380, or 135.439. (2) Following the last flight of the fourth flight day, visually inspect the Models LT1O574(B,K), LT1O574A(B,K), and LT1O574A(S)(B,K) blades in accordance with Paragraph b of Hartzell SB No. 140C, dated September 30, 1987, and thereafter at intervals not to exceed 4 flight days from the last inspection. Blades found to have evidence of cracks must be removed from service, and all blades in the affected propeller assembly must be replaced with Model LT1O574A(B,K) or LT1O574A(S)(B,K) blades, as applicable, prior to further flight. (b) Within the next 100 hours time in service after the effective date of this amended AD, and at intervals not to exceed 100 hours time in service thereafter, inspect the Model LT1O574(B,K), LT1O574A(B,K),and LT1O574A(S)(B,K) blades in accordance with Paragraph c of Hartzell SB No. 140C, dated September 30, 1987. Blades found to have evidence of cracks must be removed from service and all blades in the affected propeller assembly must be replaced with Model LT1O574A(B,K) or LT1O574A(S)(B,K) blades, as applicable, prior to further flight. (c) At the next propeller overhaul, replace the Model LT1O574(B,K) blades with Model LT1O574A(B,K) or Model LT1O574A(S)(B,K) blades, as applicable. Hartzell SB No. 140C, dated September 30, 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 Hartzell Propeller, Inc., 1800 Covington Avenue, Pique, Ohio 45356. This document may 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 No. 87-ANE-21, weekdays, except federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment, 39-5764, amends Amendment 39-5658, AD 87-15-05. Amendment 39-5764 becomes effective on December 2, 1987.
46-39-01: 46-39-01 STINSON: (Was Mandatory Note 5 of AD-709-1 and Special Note 6 of AD- 346.) Applies to Models HW-75 and 10 Aircraft. Inspect the lower tube members of the oleo truss for wear where the drip pan contacts the tubes. Damaged members should be repaired or replaced. The flanges on both sides of the drip pan should be bent to eliminate abrasive contact with tube members. (Stinson Division Service Bulletin No. 224 covers this same subject.)
2022-06-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK 117 C-2 and MBB-BK 117 D-2 helicopters. This AD was prompted by a report of erroneous or partial installation of the seat belt restraint system. This AD requires inspecting certain seats, 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.
2012-16-09: We are superseding two existing airworthiness directives (AD) for all Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. Those ADs currently require revising the airplane flight manual (AFM) to introduce limitations for the use of auxiliary power unit (APU) bleed and to prohibit dispatch with a failed air management system (AMS) controller card. This new AD requires replacing the AMS controller processor module with one containing new software, and a new AFM revision. This AD was prompted by reports of the possible loss of automatic activation of the engine inlet ice protection system. We are issuing this AD to prevent the possibility of a right-hand (RH) engine compressor stall after the APU becomes the active bleed source for the left side, which may result in an engine failure; and to prevent the intermittent communication failure between the AMS controller cards and both secondary power distribution assemblies (SPDAs), which could lead to the loss of automatic activation ofthe engine inlet ice protection system when flying in icing conditions, which could result in ice accretion in the engine inlet and subsequent dual engine failure.
98-07-02: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International CFM56-2, -3, -3B, and -3C series turbofan engines. This action requires the removal from service of certain No. 3 bearing rear stationary air/oil seals, replacement with serviceable parts, and the installation of retention bushings. This action also requires the removal from service of high pressure compressor rotor (HPCR) stage 1-2 spools that have contacted the outer cone of the seal. This amendment is prompted by several reports of outer cone separation of the No. 3 bearing rear stationary air/oil seal. The actions specified in this AD are intended to prevent rubs between the outer cone of the No. 3 bearing rear stationary air/oil seal and the HPCR stage 1-2 spool, which could result in a potential uncontained failure of the HPCR stage 1-2 spool, and damage to the aircraft.
78-06-01: 78-06-01 TELEDYNE CONTINENTAL MOTORS: Amendment 39-3153 as amended by Amendment 39- 3193 is further amended by Amendment 39-3397. Applies to model TSIO-520-J and TSIO-520-N engines not previously fitted with improved elbow tube TCM P/N 642590, installed in, but not limited to, Cessna models 340A and 414. Also applies to Cessna model 340 as modified by STC's SA1881SW or SA186NW. Compliance is required as indicated except that the initial 25-hour inspection specified in paragraph A-2 is not required for Cessna aircraft manufactured after April 1, 1978. To prevent a separation of flexible elbow TCM P/N 635930 from the left hand (L.H.) No. 2 cylinder intake tube and possible engine malfunctions or stoppage, accomplish the following: A. 1. Within the next 12 months after the effective date of this amendment, replace induction system intake tube TCM P/N 629138 with new intake tube TCM P/N 642590. After the intake tube has been replaced with the new tube TCM P/N 642590, inspections required by paragraph A.2 do not apply. 2. Within the next 25 hours time in service after the effective date of this A.D., unless already accomplished, and thereafter at each 100 hours time in service, accomplish the following: (i) Inspect the L.H. elbow installation for full engagement over intake manifold tube and intercooler nipple beads with the hose clamps properly located behind nipple beads. (ii) Check torque of 30 to 35 inch pounds on left flexible intake manifold clamps (Cessna P/N U-84-270-SH) and intercooler clamps (Cessna P/N U-94-260-SH or B35A-21P). On aircraft which use TCM clamps (P/N 631972) at these joints, check for torque of 25 to 30 inch pounds. On Riley conversions which use Riley P/N 631972 clamps on these joints, check for 30 to 35 inch pounds. (iii) Upon request of the operator, an FAA maintenance inspector may adjust the repetitive inspection interval up to a maximum time between inspections of 125 hours to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. 3. The inspections required by paragraph A-2 may be discontinued once the intake tube has been replaced with new tube TCM P/N 642590. B. Alternate methods of compliance may be acceptable if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, Atlanta, Georgia. C. Appropriate maintenance record must be made in accordance with FAR 43.9. Amendment 39-3153 became effective March 14, 1978. Amendment 39-3193 became effective immediately upon publication. This amendment 39-3397 becomes effective January 24, 1979.