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2003-05-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to inspect the fuselage to determine if a steel fuselage center-section tie bar fitted with bushings in the end lug bolt holes is installed. If this bushed steel fuselage center-section tie bar is installed, this AD decreases the safe life limit. This AD is the result of reports that certain replacement steel fuselage center-section tie bars installed on the affected airplanes could fail before the originally published safe life limit. The actions specified by this AD are intended to prevent early failure of these bushed steel fuselage center-section tie bars, which could result in reduced structural integrity of the wings. Such a condition could lead to loss of control of the airplane.
98-11-01: This amendment supersedes Airworthiness Directive (AD) 97-23-04, which currently requires replacing the fuel tank vent valves with modified fuel tank vent valves on certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD retains the fuel tank vent valves replacement required by AD 97-23-04, and requires drilling a 4.8 millimeter (0.1875 inch) hole in each fuel filler cap. This AD also requires inserting a temporary revision in the Pilot's Operating Handbook (POH) that specifies checking to assure that the fuel filler cap hole is clear of ice and foreign objects. This AD is the result of mandatory continued airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the fuel tank inward vent valve from freezing, which, if followed by a cold soak at altitude, could result in wing airfoil distortion and structural damage with consequent degradation of the airplane's handling qualities.
2003-05-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Robert E. Rust (R.E. Rust) Models DeHavilland DH.C1 Chipmunk 21, 22, and 22A airplanes. This AD requires you to check the airplane logbook to determine whether certain modifications have been incorporated on the airplane and incorporate the modifications that have not already been accomplished. This AD is the result of the manufacturer performing a design study on the structural integrity of certain parts and reports of service failure of other parts installed on the affected airplanes. The actions specified by this AD are intended to prevent reduced structural integrity in the primary structure of the airplane, which could result in failure of the rudder torque tube, elevator fasteners, and the vertical fin rear spar, or jamming or damage to the elevator. Such failures could lead to loss of control of the airplane.
58-04-01: 58-04-01 DOUGLAS: Applies to All DC3 Series Aircraft Which Have an "Airstair" Type Cabin Door Installation. \n\n\tCompliance required not later than July 1, 1958. \n\n\tThe DC-3 Series aircraft passenger entrance door has been altered by modifiers to hinge the door at the bottom and install steps on the inside of the door, which are used for entering or leaving the aircraft when the door is opened. Numerous instances have occurred wherein the door has opened in flight, or a passenger has inadvertently opened the door and, in some cases, with fatal or near fatal results. \n\n\tIn order to overcome this hazard, it is required that means be provided for safeguarding against inadvertent opening of such doors in flight. CAM 4b.356-2 and -4 outlines the FAA policies which should be followed in complying with this directive.
2012-01-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes with off-wing escape slide systems installed. This AD was prompted by reports of in-flight loss of the off-wing escape slide. \n\n((Page 3580)) \n\nThis AD requires modifying the door latch fittings and witness mark placards of the off-wing escape slide systems; and for certain airplanes, replacing the bearings and lockbase retainer in the door latch assembly, relocating and adjusting the sensor target and the sensor proximity switch, and testing to ensure positive door locking and corrective action if necessary. For certain airplanes, this AD would also require installing a bumper assembly and placards. We are issuing this AD to prevent the in-flight loss of the off-wing escape slide, which could result in the unavailability of the escape slide during an emergency evacuation. Additionally, the departed slide could cause damage to the fuselage, wing, flaps, or stabilizer, which could degrade flight control.
2003-05-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires replacement of certain flight data recorder (FDR) and cockpit voice recorder (CVR) impact switches with certain new impact switches. This action is necessary to prevent the loss of data recorded on the FDR and CVR, which, in the event of an accident, could result in the inability to retrieve data from the FDR and CVR during the accident investigation. This loss of data could hinder the identification of the unsafe condition which caused the accident, and prevent the FAA from developing and mandating actions to prevent additional accidents caused by that same unsafe condition.
89-24-02: 89-24-02 PRATT & WHITNEY: Amendment 39-6365. Applicability: Pratt & Whitney (PW) JT8D-7, -7A, and -7B turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent engine failure, cowl penetration, fire, or airframe damage associated with a second stage fan disk fracture, accomplish the following: (a) Visually inspect for the presence and protrusion of a spacer within 100 cycles in service (CIS) after the effective date of this AD. NOTE (1) defines the spacer location. If a spacer is found during inspection, accomplish the following: (1) If the spacer radial protrusion is in excess of 0.125 inches, trim the spacer to the fan case inner flow surface. (2) If the spacer radial protrusion is in excess of 0.250 inches over a circumferential length greater than 3 inches, remove the second stage fan disk, first stage stator assembly, and the spacer. Inspect the disk in accordance with paragraphs (d)(1), (d)(2), and (d)(3), within 100 CIS after inspection and thereafter, reinspect the disk in accordance with paragraph (e). (b) Thereafter, visually reinspect for first stage stator spacer protrusion, if a spacer is installed, in accordance with the limits noted in paragraphs (a)(1) and (a)(2), at intervals not to exceed 200 CIS since last inspection (SLI) and until the first stage stator assembly and spacer are removed per paragraph (c) below. (c) Remove the first stage stator assembly and spacer, and install a new or a refurbished first stage stator assembly in accordance with PW JT8D Engine Manual, Part Number (P/N) 481672, at the next engine shop visit, but no later than 4,000 CIS after the effective date of this AD. (d) Inspect all second stage fan disks which have operated in an engine with a spacer installed at the next engine shop visit, but no later than 4,000 CIS after the effective date of this AD, or as required by paragraph (a)(2) above. The inspection shall include the following: (1) Eddy current inspect disk pin holes and remove from service all disks defined as not serviceable in accordance with the instructions in the APPENDIX (United Airlines Eddy Current Non-Destructive Test Procedure Number MJ-70-NDT-352, dated June 6, 1989) to this AD. (2) Visually inspect the inner surface of the disk pin hole for evidence of galling or other surface damage. Reject disks with damage in excess of 0.003 inches deep. (3) Dimensionally inspect the disk pin hole diameters. Reject disks if any disk pin hole diameter exceeds 0.5498 inches (Reference PW JT8D Engine Manual, Section 72-33-04, Inspection -01, Page 801, Reference 222). (e) Thereafter, reinspect second stage fan disks in accordance with paragraphs (d)(1), (d)(2), and (d)(3) above, at intervals not to exceed 4,000 CIS SLI if the disk operated in an engine with a spacer radial protrusion in excess of the limits established in paragraph (a)(2) above. (f) If a first stage stator spaceris found during the initial visual inspection, report the following information in writing within 30 days of the inspection to the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803; Telex Number 949301 FAANE BURL: (1) Engine serial number (S/N). (2) Inspection date. (3) First stage stator spacer maximum radial protrusion and circumferential length of protrusion. (4) Second stage fan disk P/N and S/N. (g) Report the following information in writing within 30 days of the second stage fan disk inspection to the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803; Telex Number 949301 FAANE BURL: (1) Engine serial number (S/N). (2) Inspection date. (3)Second stage fan disk P/N and S/N. (4) Second stage fan disk total time and cycles (if estimate, so note). (5) Second stage fan disk time and cycles since installation. (6) Second stage fan disk inspection results for rejected disks (specify rejection criteria used). Information collection requirements contained in this regulation (Section 39.13) have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (Pub. L. 96-511) and have been assigned OMB Control Number 2120-0056. (h) Records showing that United Airlines (UAL) has not performed maintenance on the engine may be used in lieu of the visual inspection requirements of paragraph (a) above to verify the absence of the spacer, provided the operator's FAA Airworthiness Inspector is supplied with a complete maintenance history of the engine and determines that UAL has never maintained, overhauled or altered the engine after October 10, 1972.NOTES: (1) The location where the first stage stator spacer would be installed is shown in the PW JT8D Engine Manual, P/N 481672, Section 72-33-65, Repair-00, Page 901/902, Figure 901, Index 3. (2) Engine shop visit is defined as the input of an engine to a repair shop with low pressure compressor rotor overhaul capability where the subsequent engine maintenance entails the following: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit." (b) Removal of a disk, hub, or spool. (i) 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. (j) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with therequirements of this AD or adjustments to the compliance times specified in this AD, may be approved by the Manager, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment (39-6365, AD 89-24-02) becomes effective on November 13, 1989. 89-24-02 APPENDIX NOTE: United Airlines Eddy Current Non-Destructive Test Procedure Number MJ-70-NDT-352, dated June 6, 1989, pertain to these inspections.
2018-03-03: We are adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. Models 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A 421, 421A, 421B, 421C, and 425 airplanes. This AD requires repetitively inspecting the left and the right forward lower carry through spar cap for cracks and replacing the carry through spar if cracks are found. This AD was prompted by a report of a fully cracked lower forward carry through spar cap found on an affected airplane. We are issuing this AD to address the unsafe condition on these products.
2012-01-07: We are adopting a new airworthiness directive (AD) for BRP-- POWERTRAIN GMBH & CO KG Rotax 914 F2, 914 F3, and 914 F4 reciprocating engines. 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 isolated manufacturing deviations reportedly found on the threads of a certain batch of fuel pressure regulators, part number (P/N) 887130, installed on Rotax 914 F series engines, which could result in fuel leakage during engine operation. We are issuing this AD to prevent fuel leaks, which could result in an in-flight fire and damage to the aircraft.
57-14-03: 57-14-03 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required as indicated. Investigation of a recent case resulting in asymmetric flaps occurring just prior to touchdown shows excessive end float of the flap torque shaft can occur between the flap gearbox and No. 1 flap unit port and starboard. Following action considered essential by Vickers with which the FAA concurs and considers mandatory. 1. At next daily inspection unscrew flap universal joint cap port and starboard and check engagement of trunnion blocks within universal joint body of the torque tube. With trunnion block journals facing fore and aft ensure maximum outboard float of torque shaft is obtained by gentle tapping if necessary. Where trunnion blocks do not protrude from body more than 0.4 of an inch, aircraft may continue to fly but corrective action (item 3.) must be taken within 300 hours flying. 2. If trunnion blocks protrude more than 0.4 of an inch, corrective action (item 3.) must be taken within 25 hours flying time, or if trunnion blocks protrude 0.52 of an inch or more, corrective action must be taken prior to further flight. 3. Set torque shaft with trunnion blocks flush with end of universal body and prepare and fit tubular fiber or fluon (teflon equivalent) distance piece to suit dimension between inboard vertical face of No. 1 flap unit chain box and adjacent end of torque tube. Internal diameter of distance piece 1.52 inches with suitable recess to clear greaser on chain box if necessary. Before removal, splined shaft must be marked to ensure correct reassembly. On completion of inspection torque tubes should be moved toward gearbox as far as end float permits.