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93-02-01: 93-02-01 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8483. Docket No. 92-ANE-63. Applicability: Garrett Engine Division, Allied-Signal Incorporated Model TPE331-8, -10, -11, and -12 series turboprop engines installed on but not limited to Cessna Model 441 series (Conquest or Conquest II), Construcciones Aeronauticas, S.A. (CASA) 212 series, Twin Commander 695 series, Mitsubishi MU-2B series (Marquise/ Solitaire), Fairchild SA226 and SA227 series (Merlin and Metro), and British Aerospace (BAe) Jetstream 3101 and 3201 series (31 and 32) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent fuel spraying on hot turbine components, which can result in an engine fire, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, remove from service in accordance with the Accomplishment Instructions of Garrett Engine Division, Allied-Signal Aerospace Company Alert Service Bulletin (SB) No. TPE331-A73-0198, Revision 1, dated January 10, 1992, Stratoflex fuel manifold assemblies, Part Number 3102469-2, manufactured on the dates listed in the service bulletin, and replace with a serviceable part. (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, Los Angeles Aircraft 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, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (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 removal and replacement of the fuel manifold shall be done in accordance with the following service bulletin: DOCUMENT NO. PAGE REVISION DATE Garrett Engine Division, Allied-Signal Aerospace Company SB No. TPE331-A73-0198 Total Pages: 8 1, 5-8 2-4 Revision 1 Original Jan. 10, 1992 Dec. 20, 1991 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 Garrett General Aviation Services Division, Distribution Center, 2340 E. University, Phoenix, Arizona 85034. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC. (e) This amendment supersedes priority letter AD 92-02-19, issued January 14, 1992. (f) This amendmentbecomes effective on March 18, 1993.
92-18-12: 92-18-12 BOEING: Amendment 39-8357. Docket No. 91-NM-234-AD. Supersedes AD 91-18-08, Amendment 39-8011. \n\n\tApplicability: Model 747 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) and (b) of this AD, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8011, AD 91-18-08), incorporate the maximum brake wear limits, shown below, into the FAA-approved maintenance inspection program: \n\n\nBrake Mfr.\t\t\t\nBrake P/N\nBoeing P/N\nMaximum Wear Limit \nBendix\n2603703-13\n60B10014-9\n1.55 inches \nBendix\n2603703-14\n60B10014-11\n1.55 inches \nBendix\n2605662-1\n60B10014-15\n2.50 inches\nBendix\n2605662-3\n60B10014-23\n2.70 inches \nBFGoodrich\n2-1515-1\n60B10062-11\n2.00 inches \nBFGoodrich\n2-1515-2\n60B10062-12\n2.00 inches(b)\tWithin 180 days after the effective date of this AD, accomplish the requirements specified in paragraph (b)(1), (b)(2), (b)(3), (b)(4), (b)(5), or (b)(6) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes equipped with Bendix Part Numbers (P/N) 2602012-2, -3, -4, and -5, (Boeing P/N 60B00150-5, -6, -8, and -12): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.75 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2602012-30, -40, or -50, (Boeing P/N 60B00150-21, -22, and -23), as applicable, built in accordance with Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2602012-30, -40, and -50 to the FAA-approved Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "B", and remove Bendix brake P/N's 2602012-2, -3, -4, and -5 from the AFM. \n\n\t\t\t(iii)\tIntermix of the P/N 2602012-2, -3, -4, and -5 brakes with the P/N 2602012-30, -40 and -50 brakes is allowed for 360 days after the effective date of this AD. Delay removal of the P/N 2602012-2, -3, -4, and -5 brakes from the AFM, as required by paragraph (b)(1)(ii) of this AD, until intermix is ended. \n\n\t\t\t(iv)\tChange all references of Bendix Brake P/N's 2602012-2, -3, -4, and -5 to Category "B" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(v)\tIncorporate a 1.75-inch maximum allowable brake wear limit for Bendix Brake P/N's 2602012-30, -40, and -50 into the FAA-approved maintenance inspection program. \n\n\t\t(2)\tFor airplanes equipped with Bendix Brake P/N's 2601902-1, -2, and -5, (Boeing P/N's 60B00150-4, -9, and -13): Incorporate a 2.38-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t\t(3)\tFor airplanes equipped with Bendix Brake P/N's 2601902-3, -4, and -6, (Boeing P/N's 60B00150-10, -11, and -14): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2601902-30, -40, or -60, (Boeing P/N's 60B00150-24, -25, and -26), as applicable, built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2601902-30, -40, and -60 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2601902-3, -4, and -6 brakes with the P/N 2601902-30, -40, and -60 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable brake wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N's 2601902-3, -4, and -6 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermixing isended. \n\n\t\t\t(v)\tChange all references of Bendix P/N's 2601902-3, -4, and -6 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N's 2601902-3, -4, and -6, and a 1.73-inch maximum allowable brake wear limit for P/N's 2601902-30, -40, and -60, into the FAA-approved maintenance inspection program. \n\n\t\t(4)\tFor airplanes equipped with Bendix Brake P/N 2605662-2, (Boeing P/N 60B10014-14): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605662-20, (Boeing P/N 60B10014-30), built in accordance with Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605662-20 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermixof the P/N 2605662-2 brakes with the P/N 2605662-20 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605662-2 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermix is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605662-2 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N 2605662-2, and a 1.73-inch maximum allowable brake wear limit for P/N 2605662-20, into the FAA-approved maintenance inspection program. \n\n\t\t(5)\tFor airplanes equipped with Bendix Brake P/N 2605155-1, (Boeing P/N 60B10014-10): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 2.50 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605155-2, (Boeing P/N 60B10014-31), built in accordance with Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605155-2 to the Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2605155-1 brakes with the P/N 2605155-2 brakes is allowed for 360 days after the effective date of this AD when a 2.50-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605155-1 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of this brake to Category "B" until intermixing is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605155-1 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)Incorporate a 3.20-inch maximum allowable brake wear limit for Bendix Brake P/N 2605155-1, and a 2.50-inch maximum allowable brake wear limit for P/N 2605155-2, into the FAA-approved maintenance inspection program. \n\n\t\t(6)\tFor airplanes equipped with Bendix Brake P/N 2605392-1, (Boeing P/N 60B10035-2): Incorporate a 1.90-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tBrakes shall be built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991; or Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991; as applicable. 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 Allied-Signal Aerospace Company, Bendix Wheels and Brakes Division, South Bend, Indiana 46628. 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. \n\n\t(f)\tThis amendment becomes effective on November 17, 1992.
2013-02-51: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires modification of the battery system, or other actions. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke. We are issuing this AD to correct damage to critical systems and structures, and the potential for fire in the electrical compartment.
2012-26-16: We are superseding an existing airworthiness directive (AD) for all Pilatus Aircraft Ltd. Models PC-12, PC-12/45, PC-12/47, and PC- 12/47E airplanes. 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 need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). We are issuing this AD to require actions to address the unsafe condition on these products.
77-14-15: 77-14-15 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2957. Applies to DH-104 airplanes, certificated in all categories, that are not equipped with engine mount stay struts marked as Issue 7 or subsequent or marked "DOI No. 68639". Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To detect internal corrosion of the engine mount stay strut, P/N 4 EM.357A and P/N 4 EM.359A, accomplish the following: (a) Remove the stay struts from the aircraft and inspect in accordance with the X-ray procedure of Appendix 1 of Hawker Siddeley Technical News Sheet No. 229, dated March 19, 1973, or an FAA-approved equivalent. (b) Replace any stay strut for which internal corrosion is detected by the inspection required by paragraph (a) of this AD with a new part or otherwise serviceable spare part of the same part number determined to be free of internal corrosion by the inspection required by paragraph (a) of this AD or an FAA-approved equivalent. (c) It is requested that copies of the X-rays, or results of an FAA-approved equivalent inspection, be forwarded to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO-174.) This amendment becomes effective August 8, 1977.
2013-03-20: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by reports of fuel leaking from the front spar of the wing through the slat track housing. This AD requires a detailed inspection of the inboard and outboard main slat track downstop assemblies and a torque application to the main track downstop assembly nuts of slat numbers 1 through 10, excluding the outboard track of slats 1 and 10; a detailed inspection of all slat track housings for foreign object debris (FOD) and visible damage; and corrective actions if necessary. We are issuing this AD to detect and correct incorrectly installed main slat track downstop assemblies, which, when the slat is retracted, could cause a puncture in the slat track housing and lead to a fuel leak and potential fire.
90-15-06: 90-15-06 BOEING: Amendment 39-6653. Docket No. 88-NM-194-AD. \n\n\tApplicability: Model 747 series airplanes, production line numbers 001 through 200, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent depressurization resulting from cracks and/or corrosion in the fuselage skins, accomplish the following: \n\n\tA.\tAccomplish either paragraph A.1. or A.2., below: \n\n\t\t1.\tWithin 1,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 1,000 landings (2,000 landings from body station (BS) 1000 to BS 1480), conduct a detailed external visual inspection of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners) in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. If cracking or corrosion is detected during the visual inspection, prior to further flight, conduct a high frequency eddy current (HFEC) inspection for cracks in the skin at the upper row of fasteners of the affected skin panel lap joint, in accordance with the above mentioned Boeing service bulletin. \n\n\t\t2.\tWithin 1,000 landings after the effective date of this AD, and thereafter at the intervals specified below, conduct the following inspections at the upper lobe skin lap joints in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\t\t\ta.\tConduct a detailed visual inspection for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished fasteners, popped rivet heads, or loose fasteners) and repeat at intervals not to exceed 2,000 landings. \n\n\t\t\tb.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fasteners of the lap joints forward of BS 1000 and repeat at intervals not to exceed 4,000 landings.c.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fastener holes of the lap joints aft of BS 1480 and repeat at intervals not to exceed 6,000 landings. \n\n\tB.\tAny cracks, or corrosion for which material loss exceeds 10 percent of the material thickness, which are detected during the inspections required by this AD must be repaired, prior to further flight, in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. Terminating action, as described in the service bulletin, must be accomplished within 15 months after repair for the remainder of any skin panel lap joint in which cracks, or corrosion exceeding 10 percent of the material thickness, are found. Terminating action, as described in the service bulletin, must be accomplished within 30 months for any skin panel lap joint in which corrosion is found, but the corrosion does not exceed 10% of the material thickness, and no cracking is found; and HFEC inspection of the lap joint for cracks, as described in the service bulletin, must be accomplished at repetitive intervals of 500 landings until the terminating action is completed. \n\n\tC.\tWithin 14 days after the detection of cracks or corrosion when conducting the inspections required by this AD, submit a written report of findings to the Manager, Seattle Aircraft Certification Office, ANM-100S, FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. The report must contain the following information: \n\n\t\t1.\tSerial number of the airplane inspected; \n\t\t2.\tTotal number of landings on the airplane inspected; \n\t\t3.\tNumber of landings since last inspected; \n\t\t4.\tThe location and dimensions of cracks and/or corrosion detected. \n\n\tD.\tTo conduct the inspections required by this AD: \n\n\t\t1.\tRemove the paint, using an approved chemical stripper; or \n\t\t2.\tEnsure that each fastener head is clearly visible. \n\n\tE.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 PSI. \n\n\tF.\tThe inspections required by this AD may be terminated for the affected lap joints on which the terminating action has been accomplished in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6653, AD 90-15-06) becomes effective on August 20, 1990.
76-21-03: 76-21-03 GRUMMAN AMERICAN: Amendment 39-2746. Applies to Model G-164 airplanes certificated in all categories incorporating Frenco Co. main landing gear struts P/N 1428, installed in accordance with STC SA647WE. Compliance required as indicated. To prevent possible hazards associated with main landing gear strut failures, accomplish the following: (a) Within the next 100 landings after the effective date of this airworthiness directive, unless accomplished within the last 1900 landings, and thereafter at intervals not to exceed 2000 landings from the last inspection, remove the main gear struts, Frenco Co. P/N 1428, and inspect the struts for cracks using dye penetrant and a glass of at least 10 power or magnetic particles inspection. "Note: During the inspection required by paragraph (a) particular attention should be directed to the upper bend radius, and fuselage attachment area." (b) If cracks are found, before further flight, replace the cracked strut with an unused strut of the same part number. (c) For the purpose of complying with this airworthiness directive, subject to the acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the repetitive inspection interval specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (e) Equivalent inspection procedures or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective October 20, 1976.
90-13-05: 90-13-05 BOEING: Amendment 39-6617. Docket No. 89-NM-272-AD. \n\n\tApplicability: Model 747 series airplanes listed in Boeing Alert Service Bulletin 747- 35A2061, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure that sufficient oxygen is available to supernumerary during emergency conditions, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Limit occupancy of supernumeraries to 16 people." \n\n\tB.\tWithin the next 3,000 hours time-in-service after the effective date of this AD, remove and replace the bleed relief valves with higher operating pressure bleed relief valves, in accordance with Boeing Alert Service Bulletin 747-35A2061, dated October 19, 1989. Once this is accomplished, the limitation required by paragraph A., above may be removed from the AFM. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6617, AD 90-13-05) becomes effective on July 23, 1990.
2013-03-21: We are adopting a new airworthiness directive (AD) for certain serial number Pratt & Whitney Canada Corp. PW206B, PW206B2, PW206C, PW207C, PW207D, PW207D1, PW207D2, and PW207E turboshaft engines. This AD was prompted by the discovery that certain power turbine (PT) disks were made to specific heat codes that may not achieve the maximum in- service life. This AD requires re-identification of the PT disk to a part number (P/N) with a lower life limit. We are issuing this AD to prevent possible uncontained PT disk failure and loss of helicopter control.