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60-01-05: 60-01-05 LOCKHEED: Amdt. 74 Part 507 Federal Register January 6, 1960. Applies to all 188A and 188C Aircraft. Compliance required as indicated. Continuing investigation of the propeller deicing power transfer relay has shown the design of the relay is such that properly tightened terminals cannot be assured for a practical interval of time due to cold flowing of plastic relay body. Upon arrival at the next station where maintenance personnel are available, deactivate the propeller deicing system by pulling the control circuit breaker on the main and essential direct current bus at the forward load center. Placard the propeller deicing system inoperative. On arrival at main base disconnect 8-gage power wires from the priority A and B bus to the propeller deicing power relay. Type and stow at priority bus end. With the propeller deicing system deactivated, aircraft may be dispatched into known icing conditions if Icex compound (B. F. Goodrich Company Adhesive Depressant No. 6) is applied to all propeller blade fairing heater boots and spinners under the following conditions: After initial application, Icex compound shall be reapplied after cumulative exposure to not more than six hours precipitation during flight or after 50 hours elapsed time, whichever occurs first. (Lockheed Alert Bulletin No. 403 wired to all operators on November 27, 1959, covers this same subject.) The propeller electrical deicing system may be returned to operative status when the original propeller ice control relay (Lockheed P/N 613649-1, Leach P/N 9202-4516) has been removed and a new relay (Lockheed P/N 613422-17, Hartman B124-GL) has been installed in the circuit and physically located in the main transfer relay box in a manner approved by an authorized representative of the Administrator. When the propeller electrical deicing system has been reactivated in this manner, Icex compound will no longer be required for aircraft dispatching into known icing conditions. (Lockheed Alert Bulletin No. 403 wired to all operators on November 27 covers the deactivation of the original Leach relay and the use of Icex compound. Lockheed 188 Service Bulletin No. 403, effective December 15, 1959, describes a satisfactory and approved means of installing the replacement Hartman relay.) This airworthiness directive sent by telegram to all operators of Lockheed 188A and 188C aircraft on December 8, 1959.
2005-23-19: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200 and -300 series airplanes. This AD requires replacing hinge assemblies with new hinge assemblies in the outboard overhead stowage bins and reworking hinge assemblies in the outboard overhead stowage bins that are adjacent to curtain tracks. This AD results from reports of hinge assemblies of outboard overhead stowage bins breaking or the stowage bin doors not latching properly. We are issuing this AD to prevent the outboard overhead stowage bins opening during flight and releasing baggage, and consequently injuring passengers and blocking the aisles during emergency egress.
2018-26-04: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report that due to an issue with the flight warning system (FWS) logic, it is possible that the ``AIR Auxiliary Power Unit (APU) BLEED LEAK'' electronic centralized aircraft monitoring (ECAM) alert can trigger several times. This AD requires revising the airplane flight manual (AFM) to incorporate procedures related to an APU bleed leak. We are issuing this AD to address the unsafe condition on these products.
98-17-10: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-17-10 that was sent previously to all known U.S. owners and operators of Pratt & Whitney Canada (PWC) PW530A series turbofan engines by individual letters. This AD requires recording engine surge events in the aircraft maintenance records. If an engine surge event is experienced, this AD requires, prior to the next flight, inspecting that engine for evidence of second stage stator vanes rubbing on the compressor rotor. In addition, this AD requires reworking all affected engines to increase the clearance between the second stage stator vanes and the compressor rotor. This amendment is prompted by reports of 4 inflight engine shutdowns and 2 additional unscheduled engine removals for significant compressor rotor damage. The actions specified by this AD are intended to prevent an inflight engine shutdown due to rubbing of the second stage stator vanes on the compressor rotor.
80-08-06 R1: 80-08-06 R1 GENERAL ELECTRIC COMPANY: Amendment 39-3740 as amended by Amendment 39- 4005. Applies to CJ610-8A and -9 turbojet and CF700-2D and -2D-2 turbofan engines with turbine disks identified by serial numbers below. To prevent low cycle fatigue failure of turbine disks suspected to have foreign material segregation, accomplish the following within the next 50 cycles. Remove from service first stage turbine disks, P/N 5011T75P01, and second stage turbine disks P/N 5011T76P01, with serial numbers listed below and replace with serviceable disks: SERIAL NUMBERS: FIRST STAGE: GATWZA 00585 GATWZA 00637 GATWZA 00677 GATWZA 00587 GATWZA 00640 GATWZA 00679 GATWZA 00599 GATWZA 00641 GATWZA 00680 GATWZA 00601 GATWZA 00642 GATWZA 00681 GATWZA 00604 GATWZA 00644 GATWZA 00682 GATWZA 00607 GATWZA 00645 GATWZA 00683 GATWZA 00610 GATWZA 00646 GATWZA 00687 GATWZA 00611 GATWZA 00647 GATWZA 00690 GATWZA 00613 GATWZA 00649 GATWZA 00691 GATWZA 00615 GATWZA 00652 GATWZA 00692 GATWZA 00616 GATWZA 00658 GATWZA 00693 GATWZA 00617 GATWZA 00662 GATWZA 00704 GATWZA 00618 GATWZA 00663 GATWZA 00705 GATWZA 00624 GATWZA 00664 GATWZA 00706 GATWZA 00626 GATWZA 00665 GATWZA 00707 GATWZA 00627 GATWZA 00667 GATWZA 00708 GATWZA 00630 GATWZA 00671 GATWZA 00709 GATWZA 00632 GATWZA 00672 GATWZA 00710 GATWZA 00633 GATWZA 00673 GATWZA 00713 GATWZA 00634 GATWZA 00674 GATWZA 00714 GATWZA 00635 GATWZA 00676 GATWZA 00715 FIRST STAGE: OJAWZA 11J774-22 OJAWZA 11J796-20 OJAWZA 11J796-01 OJAWZA 11J796-21 OJAWZA 11J796-03 OJAWZA 11J796-23 OJAWZA 11J796-04 OJAWZA 11J796-24 OJAWZA 11J796-05 OJAWZA 11J796-31 OJAWZA 11J796-06 OJAWZA 11J796-32 OJAWZA 11J796-07 OJAWZA 11J796-35 OJAWZA 11J796-08 OJAWZA 11J796-41 OJAWZA 11J796-09 OJAWZA 11J796-42 OJAWZA 11J796-11 OJAWZA 11J796-43 OJAWZA 11J796-13 OJAWZA 11J796-44 OJAWZA 11J796-15 OJAWZA 11J796-45 OJAWZA 11J796-16 SECOND STAGE: GATWZA 00541 GATWZA 00583 GATWZA 00614 GATWZA 00542 GATWZA 00585 GATWZA 00616 GATWZA 00545 GATWZA 00587 GATWZA 00617 GATWZA 00547 GATWZA 00588 GATWZA 00618 GATWZA 00548 GATWZA 00589 GATWZA 00619 GATWZA 00549 GATWZA 00590 GATWZA 00621 GATWZA 00550 GATWZA 00592 GATWZA 00622 GATWZA 00551 GATWZA 00593 GATWZA 00623 GATWZA 00552 GATWZA 00594 GATWZA 00624 GATWZA 00553 GATWZA 00595 GATWZA 00630 GATWZA 00554 GATWZA 00596 GATWZA 00632 GATWZA 00557 GATWZA 00597 GATWZA 00634 GATWZA 00563 GATWZA 00598 GATWZA 00636 GATWZA 00564 GATWZA 00600 GATWZA 00637 GATWZA 00565 GATWZA 00601 GATWZA 00638 GATWZA 00566 GATWZA 00602 GATWZA 00640 GATWZA 00567 GATWZA 00604 GATWZA 00642 GATWZA 00570 GATWZA 00605 GATWZA 00643 GATWZA 00571 GATWZA 00607 GATWZA 00646 GATWZA 00574 GATWZA 00609 GATWZA 00648 GATWZA00575 GATWZA 00610 GATWZA 00649 GATWZA 00577 GATWZA 00611 GATWZA 00651 GATWZA 00580 GATWZA 00612 GATWZA 00581 GATWZA 00613 SECOND STAGE: OJAWZA 11J781-01 OJAWZA 11J781-19 OJAWZA 11J781-02 OJAWZA 11J781-20 OJAWZA 11J781-03 OJAWZA 11J781-21 OJAWZA 11J781-04 OJAWZA 11J781-22 OJAWZA 11J781-05 OJAWZA 11J781-23 OJAWZA 11J781-06 OJAWZA 11J781-24 OJAWZA 11J781-07 OJAWZA 11J781-25 OJAWZA 11J781-08 OJAWZA 11J781-26 OJAWZA 11J781-09 OJAWZA 11J781-27 OJAWZA 11J781-10 OJAWZA 11J781-28 OJAWZA 11J781-11 OJAWZA 11J781-29 OJAWZA 11J781-12 OJAWZA 11J781-31 OJAWZA 11J781-13 OJAWZA 11J781-32 OJAWZA 11J781-14 OJAWZA 11J781-33 OJAWZA 11J781-15 OJAWZA 11J781-34 OJAWZA 11J781-16 OJAWZA 11J781-35 OJAWZA 11J781-17 OJAWZA 11J781-37 OJAWZA 11J781-18 OJAWZA 11J781-38 General Electric Company Alert Service Bulletin Nos. (CJ610) A72-135, Addendum 1, dated May 19, 1980, and (CF700) A72-142, Addendum 1, dated May 19, 1980, refer to this subject. This amendment was effective upon receipt of the Emergency Airworthiness Directive dated May 30, 1980, and is effective to all others on February 2, 1981.
62-11-02: 62-11-02 GENERAL ELECTRIC: Amdt. 437 Part 507 Federal Register May 12, 1962. Applies to All Models CJ805-23, CJ805-23B, and CJ805-23C Turbofan Engines. Compliance required as indicated. To preclude low cycle fatigue failure of the fan bluckets, remove GE P/N's 109R164P1, 107R392P1, 107R362P5, 107R362P6, 109R200P1, or 109R197P1 from engines and retire from further service upon accumulation of operating cycle life limit as scheduled in GE Alert Service Bulletins Nos. A/23/72-58 and A/23B/72-18, unless the engine is operated in conjunction with an inspection program approved by FAA Eastern Region Engineering and Manufacturing Branch. Under an approved inspection program, the bluckets shall be removed from service and replaced with new units when inspection dictates. For the purposes of this AD, an operating cycle is considered to be an excursion of engine operation from engine start to takeoff to shutdown. Restart in the air is also a cycle. Ground operations encompassinga start and operation to takeoff power is a cycle. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated April 26, 1962. This supersedes AD 62-09-03. Revised September 7, 1962.
2005-23-21: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A340-200 and A340-300 series airplanes. This AD requires repetitive inspections for cracking of the junction between the thrust reverser forward frame and the 12 o'clock and 6 o'clock beams; the thrust reverser common fittings; and the thrust reverser J-ring structure at the 12 o'clock and 6 o'clock positions; and related investigative and corrective actions. This AD results from fatigue and damage tolerance testing of the engine thrust reversers which revealed fatigue cracking of the junction between the thrust reverser forward frame and the 12 o'clock beam, and of the thrust reverser J-ring structure. We are issuing this AD to detect and correct such fatigue cracking, which could result in rupture of the J-ring, forward frame, or common fittings; loss of the thrust reverser system; or inadvertent deployment of a thrust reverser in flight and consequent reduced controllability of the airplane.
98-21-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-700 and -800 series airplanes. This action requires a one-time inspection to determine the serial numbers of the fire detector assemblies and elements for the auxiliary power unit (APU) and engines, and replacement of the assemblies or elements with new or serviceable parts, if necessary. This amendment is prompted by a report indicating that certain fire detector elements were not checked for leaks during manufacturing and, therefore, may not have the correct set points for the fire warning system. The actions specified in this AD are intended to prevent failure of the APU or engine fire detection systems to detect a fire in a timely manner, which could result in egress of an APU or engine compartment fire to other parts of the airplane.
98-20-39: This amendment adopts a new airworthiness directive (AD) that applies to certain Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires inspecting each forward attachment fitting bolt of the wing tip tanks for the correct bolt and replacing any incorrect bolt. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Japan. The actions specified by this AD are intended to prevent the wing tip tank from separating from the airplane because of an incorrect bolt corroding, which could result in loss of control of the airplane.
56-21-04: 56-21-04 RUSSELL: Applies to Safety Belts Equipped With Russell Manufacturing Co.'s 2 Inch Rusco Tog-L-Lok Safety Belt Buckle. Compliance required as soon as possible but not later than December 30, 1956. Recurring instances have been reported wherein Russell Model RM-3 and RM-4 belt assemblies have slipped and unlocked under relatively low tension loads. Accordingly, it has been determined that safety belt assemblies RM-3 and RM-4 manufactured between July 1, 1954, and August 1, 1956, as meeting Technical Standard Order C22b standards and equipped with Rusco Tog-L-Lok buckles, are unairworthy and must be reworked or replaced with belt assemblies that conform to TSO-C22b standards. Due to the need for precise jigs to accomplish the rework of these assemblies, reworking in the field is not feasible. However, the Russell Manufacturing Co. has submitted satisfactory substantiating data for reworking the unsatisfactory safety belt assemblies at the factory. In addition to the above difficulty, some of the faulty Tog-L-Lok buckles may have been sold as, or on, military surplus equipment and, therefore, there is some likelihood that other companies or individuals may have renovated or manufactured and sold safety belt assemblies which incorporate these faulty buckles. The characteristics of these buckles are such that if the assembly does not slip or unlock under a maximum tensile load of 100 pounds, the belt assembly is satisfactory. Accordingly, a maximum tensile load of 100 pounds need be applied to these belt assemblies to check their airworthiness. If the assembly does not slip or unlock under this load, the assembly may be considered satisfactory and rework or replacement is not necessary.
85-02-02: 85-02-02 AIRBUS INDUSTRIE: Amendment 39-4986. Applies to Model A300 B2 and B4 series airplanes, certificated in all categories. To detect failure of the ram air turbine, accomplish the following, unless previously accomplished: A. Prior to the later of the following: 1. 3,400 hours total time in service; 2. 24 months since installed, either new or overhauled; or 3. 120 days after the effective date of this AD; perform a functional test of the ram air turbine in accordance with the accomplishment instructions of Dowty Rotol Service Bulletins 29-101 dated January 4, 1979, and 29-72 dated April 12, 1976. Repeat the functional test at intervals not to exceed 600 hours time in service or 6 months, whichever occurs first. B. If, as a result of the functional test of paragraph A., above, it is found that the ram air turbine does not meet the specifications, the affected unit must be replaced with a serviceable unit before further flight. C. Termination ofthe requirements of this AD is accomplished by incorporation of the following two Dowty Rotol modifications: RM 401, described in Service Bulletin 29-104 dated January 24, 1979, and RM 370, described in Service Bulletin 29-76 dated November 18, 1976. 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. This amendment becomes effective March 1, 1985.
60-26-05: 60-26-05 LOCKHEED: Amdt. 236 Part 507 Federal Register December 22, 1960. Applies to All 188 Series Aircraft. Compliance required as indicated. (a) Within the next 150 hours' time in service commencing on November 22, 1960, unless already accomplished within the last 300 hours' time in service, inspect the elevator counterweight installation, Lockheed Drawing No. 829912, at airplane center line for evidence of free play as follows: with elevator blocked at extreme down position apply up and down force to balance weight Lockheed P/N 827020-1, and measure total movement of balance weight due to cumulative free play in joints of balance arm linkage. If movement of balance weight due to cumulative free play in system exceeds 1/8-inch inspect each joint in balance arm linkage and reduce the free play by bolt and/or part replacement at one or more of these joints so as to reduce total free play movement of the balance weight to 1/16-inch or less prior to further flight. This inspection must be repeated every 450 hours' time in service. When provisions of paragraph (c)(1) are accomplished, this special inspection may be discontinued. (b) Within the next 300 hours' time in service, unless already accomplished within the last 700 hours' time in service, and following any occurrence of inflight elevator or control column oscillations, inspect the elevator booster control valve viscous damper diaphragm, Lockheed P/N 813612-1 for evidence of rupture. See Lockheed Electra (Model 188) Overhaul Manual Section 27-1-10 Page 1 for information on evidence of rupture. If such evidence is found the airplane shall not be returned to service until the diaphragm is replaced with a new part, or compliance with paragraph (c)(2) has been accomplished. This inspection must be repeated at periods not to exceed 1,000 hours' time in service until the provisions of paragraph (c)(2) have been accomplished. (c) The following must be accomplished within the next 1,000 hours' time in service. (1) Install a spring-loaded cartridge, Lockheed P/N 840404-1, in the elevator counterweight linkage in the manner described by Lockheed Service Bulletin 88/SB-524. (2) Replace the elevator boost control valve viscous damper, Lockheed P/N 813608-3, with an orifice type damper, Lockheed P/N 492508-3, in accordance with Lockheed Service Bulletin No. 88/SB-524. (3) Rework the elevator booster assembly in accordance with Lockheed Service Bulletin No. 88/SB-524 to incorporate an orifice valve assembly, Lockheed P/N 804551-1, and modify the booster piston rod end installation to incorporate two retaining washers, Lockheed P/N 839756-1, in accordance with Lockheed Service Bulletin No. 88/SB-498. (FAA approved Lockheed Service Bulletins 88/SB-498 and 88/SB-524, Lockheed Electra operating information letter No. 13 dated November 1, 1960, Lockheed Alert Bulletin No. 524 dated December 1, 1960, cover portions of this subject.) This supersedes AD 60-24-02. Thisdirective effective December 22, 1960.
64-10-05: 64-10-05 PRATT & WHITNEY: Amdt. 724 Part 507 Federal Register May 5, 1964. Applies to All Models R-2800-21, -27, -31, -43, -51, -51M4, -59, -63, -71, -75, -75M2 and -79 Series Engines. Compliance required within 1,400 hours' time in service after the effective date of this AD. Because of instances of exhaust valve failures, replace the P/N 44764 exhaust valves with P/N's 50724 or 158175 exhaust valves. This directive effective June 5, 1964. Revised September 5, 1964.
2005-23-20: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-135 airplanes, and Model EMB-145, -145ER, - 145MR, -145LR, -145XR, -145MP, and -145EP airplanes. This AD requires modification of the upper frame of the firewall for the auxiliary power unit (APU). This AD results from the discovery of a hole in the upper frame of the firewall for the APU. We are issuing this AD to ensure that the APU compartment is isolated from the rest of the airplane in the event of an APU fire. If the APU compartment is not isolated, smoke could enter the passenger cabin in the event of an APU fire.
99-23-22: This amendment adopts a new airworthiness directive (AD) that is applicable to various transport category airplanes equipped with certain Mode "C" transponder(s) with single Gillham code altitude input. This action requires repetitive tests to detect discrepancies of the Mode "C" transponder(s), air data computer, and certain wiring connections; and corrective actions, if necessary. This amendment is prompted by reports that, during level flight, the Traffic Alert Collision Avoidance System (TCAS II) issued false advisories that directed the flightcrew to change course and either climb or descend. The actions specified in this AD are intended to prevent such false advisories due to inaccurate airplane altitude reporting, which could result in the flightcrew deviating the airplane from its assigned flight path and a possible mid-air collision.
87-02-01: 87-02-01 SCHWEIZER AIRCRAFT CORP.: Amendment 39-5512. Applies to all Schweizer gliders (including kit built), all serial numbers certificated in any category, and all models listed below: SGU 1-7 SGS 2-8 (TG-2) SGS 2-12 (TG-3) SGU 1-19 SGU 1-20 SGU 1-21 SGU 2-22, 2-22A, 2-22C, 2-22CK, 2-22E, 2-22EK SGS 1-23, 1-23B, 1-23C, 1-23D, 1-23E, 1-23F, 1-23G, 1-23H, 1-23H15 SGS 1-24 SGS 1-26, 1-26A, 1-26B, 1-26C, 1-26D, 1-26E SGS 2-32 SGS 2-33, 2-33A, 2-33AK SGS 1-34, 1-34R SGS 1-35C SGS 1-36 (Sprite) Compliance is required as indicated unless already accomplished. To prevent the possibility of the tow-hook inadvertently slipping out of the release-arm and releasing the tow-line, which could result in a forced landing, accomplish the following: (a) Within the next 5 tow release actuations after the effective date of this AD, perform the following: (1) Inspect the tow-release installation for proper part numbers, excessive wear, and possible rework or replacement of parts in accordance with Part 3A, 3B, and 3C in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. (2) Perform the operational check in accordance with Figure 4 in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. (b) Thereafter, at intervals not to exceed 100 hours time-in-service, accomplish the steps in Part 3B, and 3C, and Figure 4 in Schweizer Service Bulletin No. SA-001, dated October 3, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Schweizer Service Bulletin No. SA-001, dated October 3, 1986, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not received this document from the manufacturer may obtain copies upon request to Schweizer Aircraft Corp, P.O. Box 147, Elmira, New York 14902, Telephone (607) 739-3821. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-46, Room 311, between the hours of 8:00 a.m. and 4:30 p.m. Monday through Friday, except Federal holidays. This amendment becomes effective on January 21, 1987.
89-07-12: 89-07-12 SIKORSKY AIRCRAFT: Amendment 39-6171. Applicability: Model S-76 series helicopters, certificated in any category, that are equipped with tail rotor horn, P/N 76101-05006. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the tail rotor component, which could result in a reduction of directional control and hazardous tail rotor vibration in the helicopter, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 12,000 hours time in service, whichever occurs later, replace the tail rotor horn, P/N 76101-05006, with a serviceable tail rotor horn that has not exceeded 12,000 hours' time in service. Thereafter, replace the tail rotor horn P/N 76101-05006, with a serviceable tail rotor horn before the accumulation of 12,000 hours' time in service. (b) Operators who have not kept records of hours' time in service on individual tail rotor horn component parts must substitute the hours' time in service of the tail rotor blade bonded assembly, P/N 76101-05020 or P/N 76088-20077. (c) For purposes of complying with this AD, the hours' time in service for the individual tail rotor horn and blade components that were not installed at the time of issuance of the initial rotorcraft airworthiness certificate must be determined from rotorcraft records. (d) Upon request, an alternate means of compliance which provides a level of safety equivalent to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (e) Upon submission of substantiating data by an owner or operator through an FAA Aviation Safety Inspector, the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118, may adjust the compliance time specified in this AD. This amendment (39-6171, AD 89-07-12) becomes effective on April 27, 1989.
2018-22-07: We are adopting a new airworthiness directive (AD) for all Engine Alliance (EA) GP7270, GP7272, and GP7277 model turbofan engines. This AD requires inspection of the stage 6 seal ring for correct installation and inspection of the high-pressure compressor (HPC) stages 2-5 spool for cracks. This AD also requires replacement of the HPC stages 2-5 spool if the stage 6 seal ring is incorrectly installed or if the HPC stages 2-5 spool is found cracked. This AD was prompted by a shop finding of axial cracks in the interstage 5-6 seal teeth of the HPC stages 2-5 spool spacer arm, due to an incorrectly installed stage 6 seal ring. We are issuing this AD to address the unsafe condition on these products.
98-20-17: This amendment adopts a new airworthiness directive (AD) that applies to certain SAFT America Inc. P/N 021929-000 (McDonnell Douglas P/N 43BO34LB02) and P/N 021904-000 (McDonnell Douglas P/N 43BO34LB03) nickel cadmium batteries that are installed on aircraft. This AD requires replacing all battery terminal screws, verifying that the battery contains design specification cells, and replacing the cells if the battery contains non-design specification cells. This AD is the result of an incident where the cell screws on one of the affected batteries were exposed to chloride, which caused the heads of some fasteners to shear off and eventually resulted in the battery exploding. The actions specified by this AD are intended to prevent such an occurrence, which could result in loss of emergency power to electrical flight components or other emergency power systems required in the event of loss of the aircraft primary power source.
98-20-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100 and -300 series airplanes, that requires inspections to detect corrosion on areas of the airplane structure where black film thermal insulation is used; repair, if necessary; and replacement of black insulation blankets with certain aluminized (silver) insulation. This amendment is prompted by reports of corrosion forming on areas of the airplane structure where the black film covers the thermal insulation blankets. The actions specified by this AD are intended to prevent degradation of the structural capability of the airplane fuselage and sudden loss of cabin pressure due to corrosion of the airplane fuselage structure.
66-09-02: 66-09-02 DOWTY ROTOL: Amdt. 39-215 Part 39 Federal Register March 23, 1966. Applies to Dowty Rotol Propellers, (c) R.193/4-30-4/50, installed on Fairchild F-27; (c) R.184/4- 30-4/50, installed on Grumman G-159; and (c) R.179/4-20-4/33, installed on Viscount 810. Compliance required within the next 200 hours' time in service after the effective date of this AD unless already accomplished. To prevent further improper operation of the propeller pitch lock under high oil temperature conditions, rework the existing Lock Support Sleeve, Dowty Rotol P/N RA.61236, in accordance with Dowty Rotol Service Bulletin No. 61-185 (Modification No. (c) VP.2032) or later ARB-approved revision. This directive effective April 22, 1966. Revised June 16, 1966.
83-10-03: 83-10-03 CESSNA: Amendment 39-4655. Applies to the following airplanes certificated in any category: \n\n\nModel\nSerial Numbers \n172M\n17266940 thru 17267584\n172N\n17267585 thru 17274009\n172P\n17274010 thru 17275762, 17275764, 17275765, 17275769, 17275770, 17275788, 17275792, 17275793, 17275796, 17275798, 17275800 thru 17275803, 17275806, and 17275818\nR172K\nR1722000 thru R1723454\nF172\nF17201445 thru F17202194\nFR172\nFR17200591 thru FR17200675\n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo prevent possible jamming of the elevator control, accomplish the following: \n\n\ta)\tWithin the next 100 hours time-in-service, modify the right-hand control wheel yoke guide in accordance with the instructions in Cessna Single-Engine Customer Care Service Information Letter SE82-38, dated August 13, 1982, and SE82-38 Revision # 1 dated October 29, 1982. \n\n\tb)\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD may be accomplished.c)\tAn equivalent method of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Wichita, Kansas 67209, telephone (316) 269-7000. \n\n\tThis amendment becomes effective on June 30, 1983.
2005-24-01: The FAA adopts a new airworthiness directive (AD) for all CENTRAIR 101 series gliders. This AD requires you to make pen and ink changes to the Limitations Section of the glider maintenance manual to eliminate contradictory information concerning the structural life limit. This AD results from a review by FAA of the Limitations Section of the CENTRAIR Model 101AP glider maintenance manual that revealed conflicting information concerning the structural life limit. We are issuing this AD to assure that the published life limit is adhered to and to prevent structural failure of the glider once this life limit is reached.
2018-23-12: We are adopting a new airworthiness directive (AD) for Zodiac Aero Evacuation Systems (also known as Air Cruisers Company) fusible plugs installed on emergency evacuation equipment for various transport category airplanes. This AD was prompted by reports indicating that affected fusible plugs activated (vented gas) below the rated temperature. This AD requires an inspection of the fusible plugs to determine the part number and lot number, and replacement of all affected fusible plugs. We are issuing this AD to address the unsafe condition on these products.
98-20-25: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100 series airplanes. This action requires repetitive inspections to detect cracking of the outer chord of the Body Station (BS) 1480 upper and lower bulkhead and longeron splice fitting, and repair, if necessary. Alternatively, this action requires other repetitive inspections to detect cracking of the BS 1480 upper and lower bulkhead, bulkhead outer chord, web, skin, splice components, and lower bulkhead/stringer interface; and modification of the skin splice plate, the outer chord splice fitting, and the stringer interface of the lower bulkhead, if necessary. This amendment is prompted by a report indicating that fatigue cracking was found in the outer chord of the BS 1480 bulkhead at the overwing longeron splice, and that the longeron splice fitting was completely severed. The actions specified in this AD are intended to detect and correct fatigue cracking of theBS 1480 bulkhead outer chord and longeron splice fitting, which could result in reduced structural integrity of the fuselage and the inability to carry limit load.