Results
96-13-08: 96-13-08 PRATT & WHITNEY: Amendment 39-9676. Docket 96-ANE-10. Applicability: Pratt & Whitney (PW) PW4000 series turbofan engines, with thrust reverser, Supplemental Type Certificate (STC) No. SJ514NE, installed on Airbus A300-600 and A310 series aircraft, and thrust reverser, STC No. SE744NE, installed on McDonnell Douglas MD-11 series aircraft. These thrust reversers incorporate aft cascade support frame assemblies, Part Numbers (P/N's) 221-0516-503 and 221-0516-504. NOTE: This airworthiness directive (AD) applies to each engine with affected thrust reversers 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 engines with affected thrust reversers that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine with affected thrust reversers from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent aft cascade support frame assembly failure due to cracks, which can result in thrust reverser hardware liberation and ejection from the aircraft during thrust reverser operation, which can contaminate the runway with debris, causing an operational hazard to other aircraft during takeoff and landing, accomplish the following: (a) For engines with affected thrust reversers installed on Airbus A300-600 and A310 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW Service Bulletin (SB) No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the Airbus A300- 600 and A310 series Aircraft Maintenance Manuals, as applicable, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (b) For engines with affected thrust reversers installed on McDonnell Douglas MD- 11 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the McDonnell Douglas MD-11 series Aircraft Maintenance Manual, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (e) The actions required by this AD shall be done in accordance with the following PW SB's: Document No. Pages Revision Date PW4NAC 78-78 1 6 March 6, 1996 2,3 2 October 31, 1995 4-6 6 March 6, 1996 7 5 October 31, 1995 8-11 6 March 6, 1996 12 5 October 31, 1995 13-19 6 March 6, 1996 20-22 5 October 31, 1995 23-34 6 March 6, 1996 35 5 October 31, 1995 36,37 6 March 6, 1996 38 5 October 31, 1995 39,40 6 March 6, 1996 Total pages: 40. PW4MD11 78-67 1-38 5 March 6, 1996 Total pages: 38. 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 Pratt & Whitney, 400 Main St., East Hartford, CT 06108; telephone (860) 565-6600, fax (860) 565-4503. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 1, 1996.
2010-17-15: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to inspect for installation of certain serial number (S/N) starter generators and replace the starter generator if one with an affected serial number is found. This AD results from reports that starter generators with deficient armature insulating materials may have been installed on certain airplanes. We are issuing this AD to detect and replace starter generators with defective armature insulating materials. This condition could result in the loss of operation of one or both starter generators with consequent loss of all non battery electrical power.
75-26-10: 75-26-10 SIKORSKY AIRCRAFT: Amendment 39-2461. Applies to S-61L, S-61N, and S-61NM helicopters certificated in all categories. Compliance required as indicated. As a result of the completion of a recent engineering evaluation program and the development of additional substantiating data, a new schedule of replacement times has been established for the components of S-61 helicopters. (a) After the effective date of this AD, the replacement of S-61 components must be accomplished in accordance with the schedule of Section 2C of Sikorsky Service Bulletin No. 61B General-1F dated October 20, 1975, or later FAA approved revisions. (b) The manufacturer's specifications and procedures identified and described in this directive are 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 these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the FAA, New England Region, Burlington, Massachusetts. This supersedes Amendment 39-1167 (36 F.R. 4689), AD 71-06-02 as amended by Amendment 39-1271 (36 F.R. 16186), Amendment 39-1948 (39 F. R. 31626), and Amendment 39-1978 (39 F.R. 34649). This amendment becomes effective January 2, 1976.
94-13-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310 and A300-600 series airplanes. This action requires inspections and replacement or reinstallation of certain aft engine mount link assemblies. This amendment is prompted by reports of cracking in the aft engine mount link assemblies. The actions specified in this AD are intended to prevent loss of the capability of the aft engine mount to support engine loads, and possible separation of the engine from the airplane.
78-02-04: 78-02-04 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3130. Applies to Model BH/HS 125-600A airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible loss of airspeed reference to both the pilot and co-pilot due to failure of the heating elements of both pitot heads, within 10 hours time in service after the effective date of this AD, remove the Avimomini pitot heads (L/H and R/H) and replace with Rosemount Model 853 JA pitot heads in accordance with the section entitled "Accomplishment Instructions" and the associated installation drawing, both included in Hawker Siddeley Aviation, Limited Service Bulletin 34-129(2436), Revision 1, dated June 21, 1977, or an FAA-approved equivalent. This amendment becomes effective February 6, 1978.
2010-18-03: 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: Several in service events related to various electrical systems, have led to the discovery of a common root cause: A leakage failure mode of Transient Voltage Suppressor (TVS) diodes used on Power Distribution Control Units (PDCU) cards or Generator Control Unit (GCU) cards in the Primary Power Distribution Boxes (PPDB). Due to such TVS diode failure mode, operation of some electrical circuits is degraded and some control signals are set at unexpected levels. Further analysis indicated that combination of a TVS diode failure with other systems failures could significantly reduce flight safety. * * * * * The unsafe condition is a leakage failure mode of TVS diodes used on PDCU cards or GCU cards in the PPDB, which in combination with other system failures could lead to loss of controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
71-06-09 R1: 71-06-09 R1 BRITISH AEROSPACE: Amendment 39-1177 as amended by Amendment 39- 4737. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. To prevent malfunction of the auxiliary power unit (APU) air delivery duct nonreturn valve, accomplish the following: A. For airplanes having nonreturn valve P/N 525180 installed: 1. Within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the previous 60 hours time in service and thereafter at intervals not to exceed 160 hours time in service, perform the actions specified by paragraphs 2.2, 2.3, 2.4, and 2.5 of Accomplishment Instructions, British Aerospace Alert Service Bulletin 49- A-PM3122, Issue 4, dated March 31, 1982. Incorporation of British Aerospace modification PM3254 or PM4912 terminates the requirements of paragraphs 2.3 and 2.4 of the service bulletin. 2. Prior to further flight, unless alreadyaccomplished, install a placard adjacent to the APU control panel in clear view of the pilot, or amend the Airplane Flight Manual limitations Section 2, to read as follows: "Close APU air delivery valve when starting engine from an external supply or by cross-feeding air from an operating engine. Close APU air delivery valve and shut down APU for takeoff and flight operations. Operational use of the APU in flight is prohibited." The placard may be removed or the amendment to the Airplane Flight Manual may be deleted upon replacement of APU air delivery duct nonreturn valve P/N 525180 with nonreturn valve P/N 1398B000 or 1398B000/1398B999 or 3031B000. B. For airplanes having nonreturn valve P/N 1398B000 or 1398B000/1398B999 installed, within the next 750 hours time in service after the effective date of this AD, unless already accomplished within the previous 1,500 hours time in service from the last inspection, and thereafter at intervals not to exceed those specified in the service bulletin, perform the actions described by paragraphs 2.4.1, 2.4.2, and 2.4.3 of the service bulletin. C. Incorporation of modifications PM3148, PM3177 and PM4912 constitutes terminating action for the repetitive inspections required by this AD. D. 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. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. Amendment 39-1177 became effective April 16, 1971. This Amendment 39-4737 becomes effective November 3, 1983.
84-19-51 R1: 84-19-51 R1 SIKORSKY AIRCRAFT: Amendment 39-5008. Applies to Model S-76A helicopters Serial Numbers 76006, 76007, 760001 through 760339 certificated in all categories. Compliance is required prior to further flight, unless already accomplished. To prevent operation with damaged, bent, or fractured center firewall support stiffeners or doublers which could cut into the tail rotor driveshaft and cause loss of directional control of the helicopter, accomplish the following: (a) Inspect the forward center firewall sections for missing fasteners and proper fit, as required in paragraphs E(1) through E(5)(C) of Sikorsky Alert Service Bulletin (ASB) 76-53-25 or FAA approved equivalent. (b) If doubler, Part Number (P/N) 76070-20057-101, is cracked or fails to conform to the firewall contour or to the limits specified in ASB 76-53-25, paragraph E(5)(B), remove and replace as per paragraph E(5)(D) or FAA approved equivalent. (c) If the rivets are not installed as required in paragraph (a) above, comply with paragraph E(5)(E) of ASB 76-53-25 or FAA approved equivalent. (d) Remove the core section from the horizontal seal, P/N 76304-07003-127 or 76304-07003-137, on the aft engine cowl center section fixed or adjustable firewall assembly, P/N 76304-07003-041 or 76304-07003-044, respectively. (e) Inspect stiffeners and doublers used to support the center firewall installation for fractures, distortions, or damage. Assure that the forward edges of the removable center firewall are properly engaged in the slots. (f) Inspect the area between the number 1 section of the tail rotor driveshaft called out in Sikorsky Maintenance Manual (MM) SA 4047-76-2, Section 66-40-00, Figure 401, and the engine compartment center firewall for clearance in accordance with section 5-50-00 of the Airworthiness and Inspection Requirement Manual. If inadequate clearance is found, contact the Boston Aircraft Certification Office (617) 273-7113 or (617) 273-7001 prior to further flight. (g) Helicopters not modified in accordance with Sikorsky Customer Service Notice 76-111 are required to accomplish the inspection of paragraph If) of this AD only. (h) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for accomplishment of this AD. (i) Alternate repairs, modifications, or other means of compliance with the AD which provide an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective March 7, 1985, as to all persons except those persons to whom it was made immediately effective by telegraphic AD's T84-19-51 issued September 27, 1984, and T84-19-51 R1 issued October 15, 1984, which contained this amendment.
2010-17-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: A PW617F-E engine powered twin engined aircraft had recently experienced an uncommanded power reduction on one of its engines. Investigation showed that the Fuel Filter Bypass Valve poppet in the Fuel Oil Heat Exchanger (FOHE) on that engine had worn through the housing seat, allowing unfiltered fuel and debris to contaminate the Fuel Metering Unit (FMU), resulting in fuel flow drop and subsequent power reduction. P&WC has confirmed that this is a dormant failure that could result in an unsafe condition. The PW615F-A engine Fuel Filter Bypass Valve installation is very similar to that of PW617F-E, but so far there have been no operational abnormalities reported due to subject valve failure on PW615F-A engines. However, evaluation by P&WC has confirmed similar dormant failure of worn through poppets of the subject valve on some PW615F-A engine installations, which could affect both engines at the same time on an aircraft and may result in an unsafe condition. We are issuing this AD to prevent uncommanded power reduction, which could result in the inability to continue safe flight and safe landing.
93-01-18: 93-01-18 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-8472. Docket 92-NM- 80-AD. Applicability: All Model G-1159 (GII), G-1159A (GIII), and G-1159B (GIIB) series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent progressive structural degradation at buttock line (BL) 145 wing spanwise splice and possible loss of fail-safe strength capability, accomplish the following: (a) Within 150 hours time-in-service after the effective date of this AD, or within 90 days after the effective date of this AD, whichever occurs first, inspect the forward and aft lower plank splice fail-safe channels and flanges and splice fittings between wing BL 135 and 156 to detect cracks, in accordance with Gulfstream Customer Bulletin No. 400A, dated April 27, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403A, dated April 27, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114A, dated April 27, 1992 (for Model GIII series airplanes); as applicable. NOTE: Inspections of the same type as those required by paragraph (a) of this AD that were accomplished prior to the effective date of this AD in accordance with Gulfstream Customer Service Bulletin No. 400, dated March 16, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403, dated March 16, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114, dated March 16, 1992 (for Model GIII series airplanes); are considered in compliance with the requirements of paragraph (a) of this AD. (1) If no cracks are found, no further action is required. (2) If cracks are found in the fail-safe channels or splice fittings, and the cracks meet the conditions and are within the limits specified in the applicable customer bulletin: (i) Flight is permitted provided that repetitive inspections of the same type as the inspections required by paragraph (a) of this AD are accomplished at intervals not to exceed 6 months, in accordance with the applicable customer bulletin. (ii) Repair cracked fail-safe channels and replace cracked splice fittings no later than the next regularly scheduled 18-month wing tank interior inspection, in accordance with the applicable customer bulletin. (iii) Accomplishment of the repair and replacement procedures required by paragraph (a)(2)(ii) of this AD constitutes terminating action for the repetitive inspections required by paragraph (a)(2)(i) of this AD. (3) If cracks are found as a result of the initial or repetitive inspections required by paragraph (a) or (a)(2)(i) of this AD, and the cracks do not meet the conditions and are outside the limits specified in the applicable customer bulletin: Prior to further flight, repair cracked fail-safe channels and replace cracked splice fittings, in accordance with the applicable customer bulletin. (4)Within 10 days after the detection of cracks as a result of the initial and repetitive inspections required by paragraphs (a) and (a)(2)(i) of this AD, submit a report of crack damage to Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Small Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. (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 inspections, repair, and replacement shall be done in accordance with Gulfstream Customer Bulletin No. 400A, dated April 27, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403A, dated April 27, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114A, dated April 27, 1992 (for Model GIII series airplanes). (NOTE: The issue dates of those service bulletins are indicated only on the first page of each service bulletin; no other pages of those documents are dated.) 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 beobtained from Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Atlanta Aircraft Certification Office, Suite 210C, 1669 Phoenix Parkway, Atlanta, Georgia 30349; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 10, 1993.
52-13-01: 52-13-01 COLLINS RADIO: Applies to All Models 51R-1 and 51R-2 Radio Receivers. Compliance required by November 1, 1952. To eliminate failures of 90/150 cycle tone localizer filters due to electrodeposition of copper from the coil windings to the laminated iron core, modify the receiver in accordance with Collins 51R-1 and -2 Service Bulletin No. 21, dated May 7, 1952, by removing the B plus voltage from the 90 and 150 cycle filter input circuits.
90-19-08: 90-19-08 GENERAL ELECTRIC COMPANY: Amendment 39-6720. Docket No. 90-ANE-09-AD. Applicability: General Electric Company (GE) CF6-6 turbofan engines installed on, but not limited to, McDonnell Douglas DC-10-10 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent low cycle fatigue (LCF) failure of the low pressure turbine rotor (LPTR) stage one disk, LPTR stage two disk, and LPTR forward shaft, which could result in uncontained engine failure, accomplish the following: (a) Remove from service, LPTR stage one disks, Part Numbers (P/N) 9690M76P02, 9690M76P03, 9690M76P08, and 9079M51P01, in accordance with the following schedule based upon disk cycles since new (CSN) on the effective date of this AD: (1) Remove within 400 cycles in service (CIS) after the effective date of this AD, disks with greater than or equal to 19,600 CSN. (2) Remove at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS afterthe effective date of this AD or prior to accumulating 20,000 CSN, whichever occurs first, disks with greater than or equal to 10,700 CSN, but less than 19,600 CSN. (3) Remove within 4,500 CIS after the effective date of this AD, disks with greater than or equal to 6,200 CSN, but less than 10,700 CSN. (4) Remove prior to exceeding 10,700 CSN, disks with less than 6,200 CSN. (5) Thereafter, remove disks from service and replace with a serviceable disk prior to exceeding 10,700 CSN. (b) Remove from service, LPTR forward shafts, P/N 9690M90P04, 9690M90P05, 9690M90P07, 9174M87P02 and 9174M87P04, in accordance with the following schedule based upon shaft CSN on the effective date of this AD: (1) Remove within 400 CIS after the effective date of this AD, shafts with greater than or equal to 19,600 CSN. (2) Remove at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS after the effective date of this AD or prior to accumulating 20,000CSN, whichever occurs first, shafts with greater than or equal to 15,000 CSN but less than 19,600 CSN. (3) Remove within 4,500 CIS after the effective date of this AD, shafts with greater than or equal to 10,500 CSN, but less than 15,000 CSN. (4) Remove prior to exceeding 15,000 CSN, shafts with less than 10,500 CSN. (5) Thereafter, remove shafts from service and replace with a serviceable shaft prior to exceeding 15,000 CSN. (c) Replace LPTR stage two disks, P/N 9690M77P03, 9690M77P04, 9690M77P09, 9690M77P11, 9249M40P01, 9249M40P02, 9249M40P03, 9249M40P04 and 9249M40P05, with LPTR stage two disk, P/N 9690M77P14, or later FAA-approved replacement stage two disk, at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS after the effective date of this AD or prior to exceeding the published LCF retirement life, whichever occurs first. NOTES: (1) For the purpose of this AD, an LPTR overhaul is defined as the induction of the engine intoa shop where the subsequent maintenance entails LPTR disassembly. (2) This action establishes the following new LCF retirement lives which are published in Chapter 5 of the CF6-6 Maintenance and Shop manuals: (a) 10,700 cycles for LPTR stage one disks, P/N 9690M76P02, 9690M76P03, 9690M76P08 and 9079M51P01. (b) 15,000 cycles for LPTR forward shafts, P/N 9690M90P04, 9690M90P05, 9690M90P07, 9174M87P02 and 9174M87P04. (3) CF6-6 Series Service Bulletin (SB) 72-944 introduces a new LPTR stage one disk, P/N 9079M51P03, which has an FAA approved LCF retirement life of 20,000 CSN. (4) CF6-6 Series SB 72-945 introduces an FAA approved rework procedure for the affected LPTR forward shafts to increase the FAA approved LCF retirement life to 20,000 CSN. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. These documents may be examined at the Regional Rules Docket, Office of the Assistant Chief Counsel, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803. This amendment (39-6720, AD 90-19-08) becomes effective on October 15, 1990.
92-08-08: 92-08-08 DE HAVILLAND: Amendment 39-8219; Docket No. 91-CE-73-AD. Applicability: Model DHC-3 Otter airplanes (all serial numbers) that have a Servo-Aero Engineering 20000 Series Kit installed on a Pratt & Whitney PT6A-135/135A engine, certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of control of the airplane caused by inadvertent engine shutoff, accomplish the following: (a) Visually inspect the Pratt & Whitney PT6A-135/135A engine to ensure that a fuel condition lever lock, part number (P/N) 20037-18, is installed and ensure that it is correctly assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (b) If a fuel condition lever lock is not installed or is not assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990, prior to further flight, install a fuel condition lever position lock, (P/N) 20037-18, in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California 90806-2425. The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (e) The installation required by this AD shall be done in accordance with Servo-Aero Service Bulletin SB001, dated July 24, 1990. 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 Servo-Aero Engineering Inc., 37 Mortensen Avenue, Salinas, California 93905. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. (f) This amendment (39-8219) becomes effective on May 18, 1992.
95-02-19: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This action requires repetitively inspecting the left and right pilot windscreens for poly vinyl butyrate (PVB) interlayer cracks, and replacing any windscreen that has a crack exceeding certain limits. Several reports of PVB interlayer cracking of pilot windscreens on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent such windscreen cracking, which, if not detected and corrected, could result in decompression injuries.
2010-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-15-51, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A119 and AW119 MKII helicopters by individual letters. This AD requires, within 5 hours time-in-service (TIS), and thereafter at intervals not to exceed 50 hours TIS, removing the cover of each pilot and co-pilot control box assembly (control box) and inspecting each rotary variable differential transformer (RVDT) control gear locking pin (locking pin) for proper position. If a locking pin is recessed, extended, or missing, this AD requires replacing the control box before further flight. This amendment is prompted by a report that an RVDT locking pin that was installed on a Model AW119 MKII helicopter moved from its proper position, resulting in loss of connectivity of the pilot and co-pilot throttle controls. The actions specified by this AD are intended to prevent the RVDT locking pin from moving from its proper position, which could lead to loss of manual engine throttle control, and subsequent loss of control of the helicopter.
58-08-04: 58-08-04 HAMILTON STANDARD: Applies to all Models 23260, 24260, 34D50, 34D51, 34E60, 43E60, and 43H60 Propellers Incorporating Pitch Locks. Compliance required at first propeller overhaul after May 15, 1958, if not already accomplished. Two cases have been reported wherein the dome cap of propellers incorporating a pitch lock become partially disengaged in flight, resulting in complete loss of propeller control. To preclude additional failures of this nature, reduce to 0.013 or less the clearance between the dome cap and stop lever sleeve bushing by conducting the necessary inspection rework, and/or replacement. (Hamilton Standard Service Bulletin No. 496D covers this same subject.) This supersedes AD 58-02-02.
86-01-01 R2: 86-01-01 R2 CESSNA: Amendment 39-5316 as amended by 39-5639. Applies to Model T303 airplanes (all serial numbers) certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent hazardous flight characteristics due to accumulations of ice at the unprotected junctures of the horizontal and vertical tail, accomplish the following: (a) Prior to further flight on those airplanes approved for flight into icing conditions: (1) Fabricate and install on the instrument panel in clear view of the pilot the following placard using letters of a minimum of 0.10 inch in height: "FLIGHT INTO KNOWN ICING PROHIBITED." (2) Revise the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Supplement "Known Icing Equipment," Section 2, Limitations, by deleting the first paragraph and replacing with the sentence: "Flight into known icing conditions is prohibited." (3) Cover the airplane operating placard statement, "This airplane is approved for flight into icing conditions if the proper optional equipment is installed and operational" with opaque tape. (4) Operate the airplane in accordance with the above limitations. (b) Prior to further flight on all airplanes with or without approval for flight into icing conditions, revise the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, section 3, Emergency Procedures "Icing -Inadvertent Encounter" to add the following information in addition to the current published inadvertent icing encounter procedures: (1) "A small amount (1/8" to 1/4" thickness) of ice on the unprotected junctures of the horizontal and vertical tail may disturb the airflow in such a way as to cause rudder/rudder pedal oscillations, pitch oscillations and possibly an uncommanded nose down pitch change requiring a higher than normal pull force to counteract. This phenomenon varies with certain combinations of airspeed, power setting, flap deflections, sideslips and type of icing conditions. (2) If this condition is encountered the following action will reduce or eliminate the rudder oscillation and/or pitch change. (i) Reducing airspeed (by either establishing a climb or reducing power) will reduce or eliminate the condition. (ii) Reducing power will reduce or eliminate the condition at any given airspeed. (iii) Reducing flap deflection will reduce or eliminate the condition at any given airspeed. (iv) Reducing sideslip (improving coordination) will reduce the tendency for the condition to develop." (c) The Pilot's Operating Handbook and FAA Approved Airplane Flight Manual revision requirements of paragraphs (a) (2) and (b) of this AD may be accomplished by inserting a copy of this AD in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. For additional information see Cessna Owner Advisory SNL85-60A, dated December 23, 1985. (d) The requirements of Paragraphs (a), (b), and (c) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FARs) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (e) The requirements of paragraphs (a) through (d) do not apply to airplanes equipped with Cessna Part Number SK3O3-39 (or SK303-39A) (called out in Cessna Service Bulletin MEB86-18) and associated POH/AFM revisions - either Cessna Part Number D1596R7- 13PH for S/N's T30300001 thru T30300175, Cessna Part Number D1602R3-13PH for S/N's T30300176 thru T30300247, or Cessna Part Number D1607R2-13PH for S/N's T30300258 thru T30300315 (called out in Cessna Service Bulletin MEB86-17). (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid- Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document referred to herein upon request to the Cessna Aircraft Company, Customer Services, Post Office Box 1521, Wichita, Kansas 67201 or the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-5316 became effective on May 28, 1986. This amendment, 39-5639, becomes effective on July 13, 1987.
98-09-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes, that requires an inspection to detect fatigue cracking of the windshield frame structure, and modification of the windshield frame structure. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane resulting from fatigue cracking of the windshield frame structure.
2010-17-02: 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: Several reports have recently been received of loose pneumatic quick-disconnect unions on Goodrich pitot probes P/N (part number) 0851HL. These may be the result of mis-torque of the affected unions at equipment manufacturing level. Investigations are still on-going to determine the root cause(s). This condition, if not corrected, could lead to an air leak, resulting in incorrect total pressure measurement and consequent erroneous Calibrated Airspeed (CAS)/MACH parameters delivered by the Air Data Computer (ADC). * * * * * Loss or fluctuation of indicated airspeed could result in misleading information provided to the flightcrew. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-17-05: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires replacement of the power control relays in the P91 and P92 power distribution panels for the fuel boost and override pumps with new, improved relays having a ground fault interrupter (GFI) feature, or installation and maintenance of universal fault interrupters (UFIs) using a certain supplemental type certificate. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent pump housing burn-through due to electrical arcing, which could create a potential ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-17: 93-08-17 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-8565. Docket 92-ANE-05. Applicability: Teledyne Continental Motors (TCM) rebuilt and overhauled Model O-470, IO-470, IO-520, TSIO-520, and IO-550 series engines listed by serial number in TCM Service Bulletin (SB) No. M91-10, Revision 1, dated November 27, 1991, installed on but not limited to Cessna, Piper, and Beechcraft aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent an engine failure, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, inspect engines for an incorrect oil pick-up tube in accordance with the instructions of TCM SB No. M91-10, Revision 1, dated November 27, 1991. (b) If an incorrect oil pick-up tube is installed, prior to further flight remove the oil pick-up tube and oil sump, and replace with serviceable parts. (c) An alternative method of compliance or adjustment of the compliance time thatprovides an acceptable level of safety may be used if approved by the Manager, Atlanta Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Certification Office. (d) 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. (e) The inspection of the installation of the oil pick-up tube shall be done in accordance with the following service bulletin: Document No. Pages Revision Date TCM M91-10 1-3 1 November 27, 1991 Total Pages: 3 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 Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 23, 1993.
95-02-05: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This action requires repetitively inspecting the passenger/crew cabin door handle mounting platform structure for cracks, and, if found cracked, replacing with a structure of improved design as terminating action for the repetitive inspections. The actions specified by this AD are intended to prevent the inability to open the passenger/crew door because of a cracked internal handle mounting platform structure, which, if not detected and corrected, could result in passenger injury if emergency evacuation was needed.
94-13-09: 94-13-09 DASSAULT AVIATION: Amendment 39-8950. Docket 94-NM-82-AD. Applicability: All Model Mystere Falcon 900 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent inability of the nose landing gear (NLG) to extend (deploy) fully due to recompression of the NLG shock absorber, accomplish the following: (a) Within 7 days after the effective date of this AD, accomplish either paragraph (a)(1) or (a)(2) of this AD in accordance with Dassault Aviation Service Bulletin F900-A149 (F900-A32-11), dated April 13, 1994: (1) Perform a pressure check of the low pressure chamber of the NLG shock absorber to determine if its charging operation is within the limits specified in the Airplane Maintenance Manual (AMM). Perform the pressure check in accordance with procedures described in the service bulletin. (i) If the charging operation is within the limits specified in the AMM, repeat the pressure check at intervals not to exceed 7 days, until the installation required by paragraph (b) of this AD is accomplished. (ii) If the charging operation is outside the limits specified in the AMM, prior to further flight, recharge the shock absorber in accordance with procedures described in the AMM. Thereafter, repeat the pressure check at intervals not to exceed 7 days, until the installation required by paragraph (b) of this AD is accomplished. (2) Perform a torque check of the nose wheel steering to determine if the charging operation of the NLG shock absorber is within the limits specified in the service bulletin. Perform the torque check in accordance with procedures described in the service bulletin. (i) If the average load computed is greater than or equal to 130 ft. lbs. (18 mdaN), repeat the torque check at intervals not to exceed 7 days, until the installation required by paragraph (b) of this AD is accomplished. (ii) If the average load computed is greater than 87 ft. lbs., but less than 130 ft. lbs., (12 to 18 mdaN), within 3 landings or 7 days after performing the torque check, whichever occurs later, recharge the shock absorber in accordance with the service bulletin. Flights on which the landing gear will be retracted are authorized. Thereafter, repeat the torque check at intervals not to exceed 7 days, until the installation required by paragraph (b) of this AD is accomplished. (iii) If the average load computed is less than or equal to 87 ft. lbs. (12 mdaN), prior to further flight, recharge the shock absorber in accordance with service bulletin. Thereafter, repeat the torque check at intervals not to exceed 7 days, until the installation required by paragraph (b) of this AD is accomplished. (b) Within 30 days after the effective date of this AD, install a relay in the right side of the electrical rack in accordance with Dassault Aviation Service Bulletin F900-150 (F900-32-12), dated May 9, 1994. Accomplishment of this installation constitutes terminating action for both the pressure checks and the torque checks required by paragraph (a) of this AD. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The checks and recharging shall be done in accordance with Dassault Aviation Service Bulletin F900-A149 (F900-A32-11), dated April 13, 1994. The installation shall be done in accordance with Dassault Aviation Service Bulletin F900-150 (F900-32-12), dated May 9, 1994. The incorporation by reference of these documents were 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 Dassault International, Inc., P.O. Box 624, Paramus, New Jersey 07653-9925. 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 July 12, 1994.
2022-01-04: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Corporation (RRC) AE 2100D3 model turboprop engines. This AD was prompted by an in-flight shutdown (IFSD) of an engine and subsequent investigation by the manufacturer that revealed a crack in the 3rd-stage compressor wheel. This AD requires replacement of the affected 3rd-stage compressor wheel. The FAA is issuing this AD to address the unsafe condition on these products.
78-12-09: 78-12-09 AVCO LYCOMING: Amendment 39-3238 as amended by Amendment 39-3414. Applies to O-320-H series engines with the following serial numbers, unless already accomplished. L-103-76, L-104-76, L-272-76, L-283-76, L-288-76, L-290-76, L-336-76, L-337-76, L-341-76, L-404-76, L-431-76, L-468-76, L-469-76, L-471-76, L-494-76, L-548-76, L-589-76, L-590-76, L-592-76, L-650-76, L-684-76, L-689-76, L-698-76, L-736-76, L-737-76, L-738-76, L-743-76, L-754-76, L-763-76, L-768-76, L-769-76, L-772-76, L-774-76, L-777-76, L-778-76, L-802-76, L-824-76, L-834-76, L-846-76, L-903-76, L-904-76, L-929-76, L-940-76, L-945-76, L-948-76, L-949-76, L-1054-76, L-1115-76, L-1119-76, L-1122- 76 THROUGH L-1129-76, L-1131-76 THROUGH L-1134-76, L-1144-76, L-1156-76, L-1181-76, L-1186- 76, L-1191-76, L-1200-76, L-1205-76, L-1207-76, L-1237-76, L-1255-76, L-1304-76, L-1305-76, L-1352-76, L-1354-76, L-1374-76, L-1375-76, L-1379-76, L-1460-76, L-1476-76, L-1489-76, L-1492-76, L-1513-76, L-1568-76, L-1577-76, L-1626-76, L-1630-76, L-1639-76, L-1644-76, L-1657-76, L-1658-76, L-1665-76, L-1668-76, L-1678-76, L-1679-76, L-1687-76, L-1693-76, L-1694-76, L-1697-76, L-1795-76, L-1796-76, L-1824-76, L-1825-76, L-1826-76, L-1870-76, L-1885-76, L-1934-76, L-2002-76, L-2007-76, L-2016-76, L-2025-76 THROUGH L-2032-76, L-2041-76, L-2047-76, L-2065-76 THROUGH L-2068-76, L-2071-76 THROUGH L-2077-76, L-2115-76, L-2148-76, L-2157-76, L-2159-76 THROUGH L-2163-76, L-2165-76, L-2167-76, L-2168-76, L-2171-76, L-2174-76 THROUGH L-2182-76, L-2189-76, L-2190-76, L-2191-76, L-2192-76, L-2198-76, L-2260-76, L-2293-76, L-2294-76, L-2308-76, L-2338-76, L-2339-76, L-2340-76, L-2343-76, L-2344-76, L-2350-76, L-2365-76, L-2556-76, L-2596-76, L-2635-76, L-2636-76, L-2637-76, L-2644-76, L-2666-76, L-2697-76, L-2728-76, L-2731-76, L-2758-76, L-2762-76, L-2763-76, L-2774-76, L-2777-76, L-2782-76, L-2784-76, L-2790-76, L-2816-76, L-2832-76, L-2837-76, L-2842-76, L-2843-76, L-2845-76, L-2857-76, L-2908-76, L-2914-76, L-2921-76, L-2922-76, L-2924-76, L-2930-76, L-2932-76 THROUGH L-2938-76, L-2942-76, L-2947-76, L-2948-76, L-2962-76, L-2963-76, L-2966-76, L-2975-76, L-2980-76, L-2985-76, L-2987-76, L-2988-76, L-2989-76, L-2992-76, L-2999-76, L-3004-76, L-3010-76, L-3016-76, L-3034-76, L-3035-76, L-3041-76, L-3047-76, L-3063-76, L-3067-76, L-3068-76, L-3155-76, L-3170-76, L-3172-76, L-3240-76, L-3262-76, L-3288-76, L-3289-76, L-3291-76, L-3292-76, L-3293-76, L-3295-76, L-3296-76, L-3308-76, L-3313-76, L-3319-76, L-3384-76, L-3395-76 THROUGH L-3400-76, L-3402-76, L-3403-76, L-3404-76, L-3406-76, L-3411-76, L-3412-76, L-3413-76, L-3414-76, L-3428-76, L-3467-76, L-3551-76, RL-114-76, RL-124-76, RL-133-76, RL-162-76, RL-176-76, RL-186-76, RL-205-76, RL-249-76, RL-254-76, RL-328-76, RL-332-76, RL-351-76, RL-367-76, RL-384-76, RL-408-76, RL-416-76, RL- 418-76, RL-419-76, RL-435-76, RL-442-76, RL-443-76, RL-477-76, RL-510-76, RL-543-76, RL-550-76, RL-612-76, RL-652-76, RL-673-76, RL-695-76, RL-832-76, RL-1022-76, RL-1082-76, RL-1173-76, RL-1218-76, RL-214-76. Compliance required before further flight except that the aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. a. To prevent possible crankshaft gear failure, remove and replace the crankshaft assembly and install crankshaft assembly P/N LW-15917 in accordance with AVCO Lycoming Service Bulletin No. 422, dated March 24, 1978, or FAA approved equivalent. b. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-3238 was effective June 20, 1978. This Amendment 39-3414 is effective February 20, 1979.