Results
2006-07-20: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Makila 1 A2 turboshaft engines. This AD requires upgrading the software version of the digital electronic control. This AD results from Turbomeca determining that Makila 1 A2 turboshaft engines with software version 9 installed in the digital electronic control unit (DECU), under certain conditions, could experience a free turbine overspeed and uncontained failure. We are issuing this AD to prevent overspeed and uncontained failure of the free turbine and damage to the helicopter.
99-01-05: This amendment supersedes Airworthiness Directive (AD) 93-10-06, which currently requires repetitively inspecting the wing lift struts and wing lift strut forks for cracks or corrosion on all airplane models of The New Piper Aircraft, Inc. (Piper) that are equipped with wing lift struts, and replacing any strut or fork found cracked or corroded. This AD clarifies certain requirements of AD 93-10-06, eliminates the lift strut fork repetitive inspection requirement on the Piper PA-25 series airplanes, incorporates models inadvertently omitted from AD 93-10-06, and requires fabricating and installing a placard on the lift strut. This AD results from reports, questions, and information received from the field on AD 93-10-06, which show a need to clarify and add information that will more fully achieve the safety intent of that AD. The actions specified by this AD are intended to prevent in-flight separation of the wing from the airplane caused by corroded wing lift struts or cracked wing lift forks, which could result in loss of control of the airplane.
85-19-05: 85-19-05 BURKHART GROB: Amendment 39-5133. Applies to model G109 powered gliders certificated in any category. Compliance is required as indicated unless already accomplished. To prevent undesirable spinning, accomplish the following before further flight: (a) Replace the applicable pages of the flight manual with those contained in Grob- Werke GmbH Technical Information TM 817-10/2 dated May 2, 1983, and revise the wording of the spin warning placard on page 18e to read "AEROBATIC MANEUVERS INCLUDING SPINNING PROHIBITED" instead of "AEROBATIC INCLUSIVE SPINNING PROHIBITED". (b) Install spin warning placard on the left hand side of the instrument panel which reads "AEROBATIC MANEUVERS INCLUDING SPINNING PROHIBITED". Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium 09667-1011, telephone 513.38.30. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, may adjust the compliance time specified in this AD. This amendment becomes effective September 25, 1985.
98-20-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) series airplanes. This action requires revising the Airplane Flight Manual (AFM) to provide the flight crew with revised procedures for checking the flap system. This AD also requires revising the maintenance program to provide procedures for checking the flap system, and performing follow-on actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent an unannunciated failure of the flap system, which could result in a flap asymmetry, and consequent reduced controllability of the airplane.
2018-25-17: We are adopting a new airworthiness directive (AD) for Air Comm Corporation (Air Comm) air conditioning systems installed on various model helicopters. This AD requires replacing electrical connectors and prohibits the installation of other parts. This AD was prompted by reports of overheated connectors. The actions of this AD are intended to address an unsafe condition on these products.
2006-07-08: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series airplanes. This AD requires repetitive inspections for stress corrosion cracks of the main fuselage frame, and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD results from several reports of cracking of the main fuselage frame. We are issuing this AD to detect and correct stress corrosion cracking of the main fuselage frame, which could result in extensive damage to adjacent structure and reduced structural integrity of the airplane.
2006-07-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A319-131, -132, and -133; A320-232 and -233; and A321-131, -231, and -232 airplanes. This AD requires inspecting for cracks or failure of the primary load path components of the engine forward mount, and corrective action if necessary. This AD also requires removing, re-installing, and re-torquing the attachment bolts for the secondary load path. This AD results from a report that, during modification of certain engine forward mount assemblies of the left and right engines done at an engine shop visit, an incorrect torque was applied to the attachment bolts. We are issuing this AD to prevent structural failure of the secondary load path of the forward engine mount, which, if combined with failure of the primary load path, could result in separation of the engine from the airplane.
2018-25-14: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by reports of electrical arcing between the auxiliary power unit (APU) starter motor positive terminal and the APU fuel drain line. This AD requires the removal of certain clamps and replacement of the flexible APU fuel drain line. We are issuing this AD to address the unsafe condition on these products.
2006-07-04: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires repetitive general visual inspections for dirt, debris, and drain blockage and cleaning of the aft fairing cavities of the engine struts; and modification of the aft fairings, which terminates the repetitive general visual inspections. This AD results from a report indicating that water had accumulated in the cavities of the engine strut aft fairings. We are issuing this AD to prevent drain blockage by debris that, when combined with leaking, flammable fluid lines passing through the engine strut aft fairing, could allow flammable fluids to build up in the cavity of the aft fairing, and consequently could be ignited by the engine exhaust nozzle located below the engine strut, resulting in an explosion or uncontrolled fire.
93-24-14: 93-24-14 PIPER AIRCRAFT CORPORATION: Amendment 39-8762; Docket No. 93-CE- 17-AD. \nApplicability: PA34 Series airplanes (all models and serial numbers), certificated in any category. \n\n\tCompliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished within the last 400 hours TIS prior to the effective date of this AD, and thereafter at intervals not to exceed 500 hours TIS. \n\n\tTo prevent the nose landing gear from collapsing because of failure of the bolt that connects the upper drag link to the nose gear trunnion, which could lead to airplane damage, accomplish the following: \n\n\t(a)\tReplace the bolt and stack up that connects the upper drag link to the nose gear trunnion with new parts of the following in accordance with Figure 1 of this AD: \n\n\t\t(1)\tPiper part number (P/N) 400 274 (AN7-35) bolt. \n\n\t\t(2)\tPiper P/N 407 591 (AN960-716L) washer, as applicable. \n\n\t\t(3)\tPiper P/N 407 568 (AN960-716) washer, as applicable. \n\n\t\t(4)\tPiper P/N 404 396 (AN320-7) nut; and \n\n\t\t(5)\tPiper P/N 424 085 cotter pin. \n\n\t(b)\tSpecial 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. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. \n\n\t(d)\tAll persons affected by this directive may obtain copies of the document referred to herein upon request to the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\t(e)\tThis amendment (39-8762) becomes effective on January 28, 1994. \n\n\n\n\t\t\t\t FIGURE 1\n\t\t\t\t \t AD 93-24-14
85-07-08: 85-07-08 BRITISH AEROSPACE: Amendment 39-5032. Applies to Model HS/BH/DH 125 series airplanes with the serial numbers listed in the applicability statement of British Aerospace HS 125 Service Bulletin 23-21-(8765), dated March 22, 1983. Compliance is required within 180 days after the effective date of this AD, unless previously accomplished. To prevent failure of the audio communication system, accomplish the following: A. Modify the power supply system in accordance with the accomplishment instructions of British Aerospace HS 125 Service Bulletin 23-21-8765, dated March 22, 1983. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. 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. Thisamendment becomes effective May 13, 1985.
91-20-06: 91-20-06 BOEING: Amendment 39-8040. Docket 91-NM-56-AD. Supersedes AD 89-22-03. \n\n\tApplicability: Model 747-100 and -200 series airplanes, manufactured prior to January 1, 1981; equipped with General Electric CF6-45/50 or Pratt and Whitney JT9D-70 engines; as listed in Boeing Service Bulletin 747-26-2162, dated September 20, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude cross connection of the engine nacelle fire extinguishing plumbing during maintenance, accomplish the following: \n\n\tA.\tWithin 10 days after October 24, 1989 (the effective date of Amendment 39- 6353, AD 89-22-03), and thereafter, immediately following any maintenance action which could cause mis-plumbing, conduct an inspection of the engine fire extinguishing system plumbing in accordance with Boeing Service Bulletin 747-26A2094, Revision 1, dated March 25, 1983. \n\n\tB.\tBefore further flight, correct any discrepancy detected during the functional tests required by paragraph A. of this AD. \n\n\tC.\tWithin 18 months after the effective date of this amendment, modify the engine fire extinguisher system plumbing in accordance with Boeing Service Bulletin 747-26-2162, dated September 20, 1990. Accomplishment of this modification constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. \n\n\tD.\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. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\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\tF.\tThe modification shall be done in accordance with Boeing Service Bulletin 747- 26-2162, dated September 20, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-20-06 supersedes AD 89-22-03, Amendment 39-6353. \n\tThis amendment (39-8040, AD 91-20-06) becomes effective on November 7, 1991.
92-17-05: 92-17-05 DASSAULT AVIATION: Amendment 39-8334. Docket No. 92-NM-25-AD. Applicability: Model Fan Jet Falcon Basic D, E, and F series airplanes; and Model Mystere- Falcon 20-C5, D5, E5, and F5 airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of these airplanes, accomplish the following: (a) Incorporate a revision into the FAA-approved maintenance inspection program that provides for inspection of the Significant Structural Items defined in Dassault Aviation Service Bulletin FJF-00-26 (FJF-730), Revision 1, dated December 12, 1990, at the later of the times specified in subparagraph (a)(1) or (a)(2): (1) Prior to the accumulation of 20,000 landings or 30,000 hours time-in-service, whichever occurs first; or (2) Within 6 months after the effective date of this AD. (b) Report the results, positive or negative, of each inspection required by paragraph (a) of this AD to Dassault Aviation, in accordance with the instructions in Dassault Aviation Service Bulletin FJF-00-26 (FJF-730), Revision 1, dated December 12, 1990. 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. (c) Cracked structures detected during the inspections required by paragraph (a) of this AD must be repaired or replaced, prior to further flight, in accordance with the instructions in Dassault Aviation Service Bulletin FJF-00-26 (FJF-730), Revision 1, dated December 12, 1990, or in accordance with other data meeting the certification basis of the airplane which is approved by the FAA or by the French Direction G n rale de l'Aviation Civile (DGAC). (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (e) 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. (f) The inspections, repairs, and replacement shall be done in accordance with Dassault Aviation Service Bulletin FJF-00-26 (FJF-730), Revision 1, dated December 12, 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 fromFalcon Jet Corporation, Customer Support Department, Teterboro Airport, Teterboro, New Jersey 07608. 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., 7th Floor, Suite 700, Washington, DC. (g) This amendment becomes effective on September 28, 1992.
2018-25-09: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1B21, -1B23, -1B25, -1B27, -1B28, - 1B28B1, -1B28B2, -1B28B2C, -1B28B3, -1B28BBJ1, and -1B28BBJ2 turbofan engines. This AD requires removing certain electronic engine control (EEC) system operation (OPS) and engine health monitoring (EHM) software and installing versions eligible for installation. This AD was prompted by six aborted takeoffs on the similarly designed CFM LEAP-1A model turbofan engine after those engines did not advance to the desired takeoff fan speed due to icing in the pressure sensor line. We are issuing this AD to address the unsafe condition on these products.
99-26-20 L: 99-26-20 MD HELICOPTERS INC.: Docket No. 99-SW-89-AD. \n\n\tApplicability: Model MD-900 helicopters, with Main Rotor Upper Hub (hub) Assembly, part number (P/N) 900R2101006-105 or 900R2101006-107, installed, certificated in any category. \n\n\tNOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the hub assembly, loss of drive to the main rotor, and subsequent loss of control of the helicopter, accomplish the following: \n\n\t(a)\tFor the hub assembly, P/N 900R2101006-107, \n\n\t\t(1)\tWithin 6 hours time-in-service (TIS) or before flight after January 31, 2000, whichever occurs first, visually inspect the hub assembly drive plate attach flange (flange) for a crack and determine the torque of each flange attach nut (nut) in accordance with the Accomplishment Instructions, Part I, paragraph 2.A., steps (1) through (7) of MD Helicopter Inc. Service Bulletin SB900-072, dated December 10, 1999 (SB). If a crack is found, before further flight, remove and replace the hub assembly with an airworthy hub assembly. \n\n\t\t(2)\tWithin 25 hours TIS or before flight after January 31, 2000, whichever occurs first, conduct the Accomplishment Instructions, Part II, paragraph 2.B., steps (1) through (6), (8),and (9) of the SB. If a crack is found, before further flight, remove and replace the hub assembly with an airworthy hub assembly. \n\n\t(b)\tFor the hub assembly, P/N 900R2101006-105, \n\n\t\t(1)\tWithin 6 hours TIS or before flight after January 31, 2000, whichever occurs first, visually inspect the flange for a crack and determine the torque of each nut in accordance with the Accomplishment Instructions, Part I, paragraph 2.A., steps (1) through (7) of the SB. \n\n\tNOTE 2: The SB effectivity does not include hub assembly, P/N 900R2101006-105; however, for the requirements of this AD, certain provisions of the SB do apply to this P/N . \n\n\t\t(2)\tIf any nut has less than 180 inch pounds (20.34 Nm) of torque, before further flight, remove the hub assembly, disassemble, inspect, and reassemble in accordance with the procedures in paragraph (b)(4) of this AD. If a crack is detected, before further flight, remove and replace the hub assembly with an airworthy hub assembly. \n\n\t\t(3)\tWithin25 hours TIS or before flight after January 31, 2000, whichever occurs first, remove and visually inspect the hub assembly as follows: \n\n\t\t\t(i)\tIf present, remove sealant from the drive plate attachment to the hub assembly. \n\n\t\t\t(ii)\tMark the main rotor hub holes, bolts, and nuts to correspond with the drive plate hole numbers. (See Figure 1.) \n\n\t\t\t(iii)\tRemove the main rotor drive plate (drive plate) assembly and anti-fretting ring (fretting buffer). \n\n\t\t\t(iv)\tInspect drive plate to rotor hub assembly mating surfaces and the fretting buffer for fretting. \n\n\t\t\t(v)\tUsing paint stripper (C313 or equivalent) and cleaning solvent (C420 or equivalent), remove the paint from the upper mating surface of the hub assembly to enable an accurate visual inspection of the drive plate attachment bolt hole (bolt hole) area for cracking (Figure 1). Ensure the paint stripper and solvent DO NOT contaminate the upper bearing and upper grease seal areas. \n\n\t\t\t(vi)\tUsing a 10-power or highermagnifying glass and bright light, inspect the mating surface area and the area around and inside the 10 bolt holes of the hub assembly for a crack. If a crack is found, prior to further flight, replace the hub assembly with an airworthy hub assembly. \n\n\t\t\t(vii)\tIf no crack is found, remove fretting from the mating surfaces of the hub assembly and the drive plate assembly, reassemble, fillet seal (C211 or equivalent) the surface of the drive plate to fretting buffer to hub assembly mating lines, and seal all exposed unpainted upper surfaces of the hub assembly. \n\n\t\t\t(viii)\tReinstall the main rotor drive plate using 10 new sets of replacement attachment hardware. Torque the nuts to 160 inch pounds above locknut locking/run-on torque in the sequence shown (Figure 1). Record in the rotorcraft logbook, or equivalent record, the locknut locking/run-on torque for each nut. \n\n\t\t\t(ix)\tAfter the next flight, verify that the torque on each of the 10 nuts is at least 160 inch pounds above the locknut locking/run-on torque (minimum torque). Retorque as required without loosening nuts \n\n\t\t\t(x)\tThereafter, at intervals of at least 4 hours TIS, not to exceed 6 hours TIS, verify that the torque of each of the 10 nuts is at least the minimum torque. Retorque as required without loosening nuts. This torque verification is no longer required after the torque on each of the 10 nuts has stabilized at the minimum torque 160 inch pounds for each nut during two successive torque verifications. \n\n\t(c)\tAn 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, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tNOTE 3: 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. \n\n\t(d)\tIf any nut torque is below minimum torque and no hub assembly crack is found before disassembly inspection, after retorque in accordance with the applicable Maintenance Manual, a special flight permit for one flight below 100 knots indicated airspeed 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 helicopter to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tCopies of the applicable service information may be obtained from MD Helicopters Inc., Attn: Customer Support Division, 5000 E. McDowell Rd., Mail Stop M615-GO48, Mesa, Arizona 85215-9797, telephone 1-800-388-3378 or 480-891-6342, datafax 480-891-6782. This information may be examined at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas. \n\n\t(f)\tEmergency Priority Letter AD 99-26-20, issued December 17, 1999, becomes effective upon receipt. \n\n\n\t\t\t\t\tFIGURE 1\n \t\t\t\t\t 99-26-20
2006-06-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and A330-300 series airplanes; and Model A340-200 and -300 series airplanes. This AD requires repetitive detailed inspections for discrepancies of the inboard and outboard actuator fittings of the aileron servo controls, corrective actions if necessary, and eventual replacement of all the attachment bolts of the aileron servo controls. This AD results from several cases of bushing migration on the inboard and outboard actuator fittings of the aileron servo controls; in one case the bushing had migrated completely out of the actuator fitting and the fitting was cracked. We are issuing this AD to prevent rupture of the inboard and outboard actuator fittings of the aileron servo controls, which could result in airframe vibration and consequent reduced structural integrity of the airplane.
59-13-01: 59-13-01 ALLISON: Applies to Models 501-D13 and -D13A Engines. Compliance required as indicated. Seven recent cases of spalling of the propeller shaft roller bearing on Allison 501-D13 engines necessitates a continuity check using a probe be made of the reduction gear magnetic plug at least every 10 hours on engine installations not modified in accordance with Allison Commercial Engine Bulletin 72-74 and Lockheed Bulletin SB 262. This check is necessary due to high bearing loads caused by propeller during certain aircraft flight conditions. If metal chips are found as described in Allison Maintenance Manual, section 72-0, paragraph 8B, page 219, remove gearbox. This supersedes AD 59-11-01.
89-16-06: 89-16-06 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6266. Applicability: Jetstream Model 3101 (all serial numbers) airplanes which have Kit 3279A embodied as part of Omnibus Modification 7380, 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 assure operation of the airplane within the design airspeed limitations, accomplish the following: (a) Modify the pilot's and copilot's operating limitations placards and revise the Airplane Flight Manual in accordance with British Aerospace Alert Service Bulletin 11-A-JA880140, dated February 23, 1988. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to British Aerospace, Inc., Technical Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6266, AD 89-16-06) becomes effective on August 29, 1989.
2018-23-51: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-8 and -9 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires revising certificate limitations and operating procedures of the airplane flight manual (AFM) to provide the flight crew with runaway horizontal stabilizer trim procedures to follow under certain conditions. This AD was prompted by analysis performed by the manufacturer showing that if an erroneously high single angle of attack (AOA) sensor input is received by the flight control system, there is a potential for repeated nose-down trim commands of the horizontal stabilizer. We are issuing this AD to address the unsafe condition on these products.
98-15-18: This amendment supersedes Airworthiness Directive (AD) 95-26-18, which currently requires inspecting (one-time) certain wing lift struts for internal corrosion on certain Maule Aerospace Technology Corp. (Maule) M-4, M-5, M-6, M-7, MX-7, and MXT-7 series airplanes and Models MT-7-235 and M-8-235 airplanes, and replacing any wing lift strut where corrosion is found. That AD was the result of an accident where the wing separated from one of the affected airplanes. This AD retains the initial inspection and possible replacement requirements of AD 95-26-18, requires the inspections to be repetitive, and provides the option of using ultrasonic procedures to accomplish the inspection requirements. The actions specified by this AD are intended to prevent failure of the wing lift struts caused by corrosion damage, which could eventually result in the wing separating from the airplane. \n\n\tThe incorporation by reference of Maule Service Bulletin No. 11, dated October 30, 1995, as listed in the regulations was previously approved by the Director of the Federal Register as of January 26, 1996 (61 FR 623, January 9, 1996).
84-26-03: 84-26-03 CFM INTERNATIONAL: Amendment 39-4976. Applies to all Model CFM 56-2 turbofan engines incorporating fuel injector P/N 9984M90G20. Compliance is required as indicated unless already accomplished. To prevent flameouts in engines equipped with fuel injectors without heat shields, accomplish the following: Replace all fuel injectors, P/N 9984M90G20 with P/N 9984M90G28 or P/N 9984M90G14 fuel injectors in accordance with CFM56 SB 73-021, or approved fuel nozzles in accordance with SBs 73-024 and 73-034, or FAA approved equivalent. (a) For engines being operated with JP-4 fuel (or equivalent) or with a mixture containing JP-4, compliance is required within 30 days of the effective date of this AD. (b) For engines which are operated only with Jet A fuel (or equivalent), compliance is required by January 31, 1986. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD canbe accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. 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 this document from the manufacturer may obtain copies upon request to CFM International, Neumann Way, Cincinnati, Ohio 45215. This document also may be examined at the Office of the Regional Counsel, FAA, New England Region, Attn: Rules Docket No. 83-ANE-30, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal Holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective on February 22, 1985.
75-23-08 R5: 75-23-08 R5 CESSNA: Amendment 39-2419 as amended by Amendment 39-2687, 39-2830, 39-3298, and 39-3609, are further amended by Amendment 39-5451. Applies to T310, 320, 340, 401, and 411 series airplanes and Models 402, 402A, 402B, 414, 421, 421A, 421B and 421C (S/N 421C0001 through 421C0683) airplanes, certificated in any category.\n\n\tThis AD is issued to combine in one document inspections and parts replacements required by previous ADs and require modifications now available which will increase the reliability of the exhaust systems on the affected airplanes.\n\n\tCompliance: Required as indicated, unless previously accomplished.\n\n\tTo detect incipient failure and improve reliability of the engine exhaust systems installed on the above-noted airplanes, accomplish the following:\n\n\tI.\tRepetitive General Exhaust System Inspection\n\n\t\tA.\tOn all new and in-service airplanes listed above, visually inspect the exhaust system components per procedures hereafter specified in accordance with the following schedule:\n\n\t\t\t50 HOUR INSPECTION\n\n\t\t\tInspect components not listed in Table II or III within 50 hours time-in-service after the effective date of this AD or last inspection per AD 75-04-01 and within each 50 hours time-in-service thereafter.\n\n\t\t\t100 HOUR INSPECTION\n\n\t\t\tInspect components listed in Table II within 100 hours time-in-service after the effective date of this AD or last inspection in accordance with this AD and within each 100 hours time-in-service thereafter.\n\n\t\t\tEXEMPT COMPONENTS\n\n\t\t\tComponents listed in Table III are exempt from these inspection requirements.\n\n\t\t1.\tCLEANING - In order to properly inspect the exhaust system, components must be clean and free of oil, grease, etc. If required, clean as follows:\n\n\t\t\ta.\tSpray engine exhaust components with a suitable solvent (such as Stoddard Solvent), allow to drain, and then wipe dry with a clean cloth. \n\nWARNING \nNEVER USE HIGHLY FLAMMABLE SOLVENTS ON ENGINE EXHAUST SYSTEMS. \nNEVERUSE A WIRE BRUSH OR ABRASIVES TO CLEAN EXHAUST SYSTEMS OR MARK ON THE SYSTEM WITH LEAD PENCILS.\n\n\t\t\tb.\tRemove the heat shields from the turbocharger in accordance with heat shield removal procedures in the Service Manual.\n\n\t\t\tc.\tRemove shields around the exhaust bellows or slip joints, multi-segment "V" band clamps at joints, and other items which might hinder inspection of the system.\n\nNOTE \nDo not remove clamps.\n\n\t\t2.\tVISUAL INSPECTION OF COMPLETE SYSTEM \n\nNOTE \nConduct this inspection when the engine is cool\n\n\t\t\ta.\tVisually inspect exhaust stacks for burned areas, cracks and looseness. Insure that attach bolts are properly torqued in accordance with the aircraft Service Manual.\n\nNOTE\n\tDuring this inspection give special attention to condition of bellows and welded areas along seams and around bellows, and weld seams around exhaust system components.\n\n\t\t\tb.\tVisually inspect the flexible connection between the waste-gate and overboard duct (when applicable) for cracks and security.\n\n\t\t\tc.\tCorrect any major leaks in all areas of the exhaust system except waste-gate to tailpipe flexible coupling (when applicable) by replacement of defective parts or by repair in accordance with Part 43 of the FARs.\n\n\t\t\td.\tVisually inspect exhaust joint springs for correct compression. If the joint is disturbed or if springs are obviously loose, proceed with the following inspection. (See Figure 1).\n\n\n\n\t\t\t\ti.\tBefore removal of exhaust joint springs, measure installed length of each spring. Those compressed to less than 0.45 inch must be replaced.\n\n\t\t\t\tii.\tRemove all springs and measure free length. Springs having a free length of less than 0.57 inch must be replaced.\n\nNOTE\n\tAdd AN960-10 washers under head of joint bolts as required to obtain correct dimension. During installation, joint bolts should be tightened gradually and spring length checked frequently to prevent over compression of springs.\n\n\t\t\t\tiii.\tReinstall springs and measure installed length. Length must be 0.51 plus .00, -.03 inch.\n\n\t\t\te.\tIf installed, visually inspect the slipjoint(s) for bulges beyond normal manufacturing irregularities of .03 inches and/or cracks. If any bulges and/or cracks are present, replace bulged or cracked slipjoint(s) (refer to Service Manual). See Figure 2.\n\n\n\nNOTE\n\tThis inspection was previously required on Model 421B airplanes, S/N 421B0001 through 421B0935 by AD 75-17-38 effective August 22, 1975.\n\n\t\t\tf.\tInspection of multi-segment "V" band clamp(s) (Between engine and turbocharger).\n\n\t\t\t\ti.\tUsing crocus cloth, clean the outer band of the multi-segment "V" band clamp(s). Pay particular attention to the spot weld area on the clamp(s).\n\n\t\t\t\tii.\tWith clamp(s) properly torqued:\n\n\t\t\t\t\t(1)\tVisually inspect the outer band in the area of the spot weld for cracks (see Figure 3). If cracks are found, replace the clamp(s) with new multi-segment "V" band clamp(s).\n\n\t\t\t\t\t(2)\tVisually inspect the corner radii of clamp innersegments for cracks (See figure 3). This inspection requires careful use of artificial light and inspection mirrors.\n\n\n\n\nNOTE\n\tWhen replacement is required, install the new multi-segment "V" band clamp over the exhaust flanges and torque to the correct value (see Torque Value Chart, Table 1 to this AD). As the clamp is tightened, lightly tap it circumferentially in a radial direction with a rawhide or soft plastic mallet.\n\n\t\t\t\t\t(3)\tVisually inspect flatness of the outer band, especially within two inches of the spot welded tabs which retain the T-bolt fastener. This can be done by placing a straight edge across the flat part of the outer band as shown in Figure 4, then checking the gap between the straight edge and the outer band. This gap should be less than 0.062 inch. If deformation exceeds 0.062 inch limit, replace clamp(s) with new multi-segment clamp(s). (See Note preceding this step).\n\n\n\n\t\t\tg.\tOne-piece "V" band clamp inspection (Overboard exhaust to turbocharger).\n\n\t\t\tVisually inspect with a light and mirror, the clamp surfaces adjacent to the intersection of the "V" apex and bolt clips, and the entire length of the "V" apex of the clamp for signs of cracks or fractures. If cracks or fractures are visible, replace the clamp. (See Figure 5).\n\nNOTE\n\tThe above inspections, except for Paragraph e. and f., were previously required by AD 75-04-01 effective February 11, 1975. Inspections per Paragraph e. were previously required by AD 75-17-38 effective August 22, 1975. Inspections per Paragraph f. were previously required by AD 75-04-01 as amended by Amendment 39-2338 effective August 15, 1975.\n\n\tTABLE I\nEXHAUST COUPLING APPLICABILITY CHART\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\nAIRCRAFT APPLICABILITY\n\n\n\n\n\n\n\n\n\n\n\n\n\nSingle Piece "V" Coupling\nCoupling\nPart Number\nQty \nPer\nAcft\nTorque\nIn-Lbs\nT310P\nQ, R\n320\n320A,\nB,C\n320D\nE, F\n340\n340A\n401/402\nA, B\n414\n421\nA, B\n421\nC\nLocation\nLife Limited\nNH1000897-20\n4\n40*\n\n\n\n\nX\n\nX\n\n\nCollector (Wye)\nInlet\nNo\nNH1000897-30\n2\n40\n**\n\n\n\n\n\n\n\nX\n\nWastegate\nInlet\nNo\nNH1000897-40\n or\nV57A4234\n or\n41195AA423\n2\n40\n*\nX\n\n\nX\n\nX\n\n\n\nTurbine\nOutlet\nNo\nNH1000897-50\n or\nV57A5019\n or\n41195AA502\n2\n40\n*\n\n\n\n\nX\n\nX\nX\nX\nTurbine\nOutlet\nNo\n\n\n\n\n\n\n\n\n\n\n\n\n\nMulti-Segment "V" Band Clamps\n51394H250\n(51134-2505\nGasket)\n3\n35\n\nX\n\n\n\n\n\n\n\nCollector\nInlet\nYes\n838037\nAlternates:\n4309AL\n4309AF\n3\n35\n\n\nX\n\n\n\n\n\n\nCollector\nInlet\nYes\nMVT64832\nAlternates:\n4309AL\n4309F\n3\n35\nX\n\n\nX\n\nX\n\n\n\nCollector\nInlet\nYes\nMVT68892-250\nAlternate\n4301BT250\n4\n45\n\n\n\n\nX\n\nX\n\n\nCollector (Wye)\nInlet\nYes\n4256AB200\nAlternate\nMVT68892-200\n2\n45-50\n\n\n\n\nX\n\nX\nX\n\nWastegate Inlet 340A (414) & Wastegate Exit (421)\nYes\n\n4356AA300\n\n2\n\n70-90\n\n\n\n\n\n\n\n\nX\n\nWastegate Inlet (421)\nYes\n\n\t* Initial installation of single piece couplings must be madein strict adherence to the specified 40 inch-pounds torque value. However, periodic retorquing is required only if coupling shows torque values below 30 inch-pounds.\n\n\t**The 24096-300-N gasket is not required at the exhaust wastegate inlet of 421, 421A, and 421B aircraft when the NH 1000897-30 Single-piece coupling is installed.\n\nNOTES FOR TABLE II \nGENERAL NOTES:\n\t0850XXX and 5654XXX dash numbers shown in parentheses are earlier part numbers for the corresponding 9910XXX dash numbers..\n\n\tBall joint attaching parts (springs, bolts, nuts, washers and cotter pins) are subject to the 100-hour inspection instead of the 50-hour, only if installed in combination with the components listed in Table II.\n\n\t1.\tComponents incorporate formed sheet metal coupling flanges.\n\n\t2.\tComponents incorporate external safety ring.\n\n\t3.\tComponents incorporate internal safety sleeve.\n\n\t4.\tComponents require seals at coupling flange.\n\n\t5.\tAlternate for MVT68892-250 and 4301BT250 couplings.6.\tNH1000897-30 supersedes 4356AA300. Gasket P/N 24096-300-N is not required with the NH1000897-30 clamp.\n\n\t7.\tExhaust stack assemblies are sealed type, and the part numbers shown include risers for both cylinder banks and the crossover pipes.\n\nTABLE II\n100 HOUR INSPECTION EXHAUST SYSTEM COMPONENTS\n\n\nDescription &\nPart Number\nQty\nPer Eng\nT310 P,Q,R,\n320\nD,E,F\n340\n340A\n401/402\nA,B\n414\n421\nA,B\n421\nC\nNotes\nExhaust Stack Assy\n9910379-1 L.H. Eng\n(Inconel 601)\n\n1 (LH)\n\n\n\n\n\n\n\nX\n\n\n7\n9910379-2 R.H. Eng\n(Inconel 601)\n1 (RH)\n\n\n\n\n\n\nX\n\n7\n9910295-11 L.H.\n(5155184-1)\n1\n\n\n\n\n\n\n\nX\n\n9910295-12 R.H.\n(5155184-2)\n1\n\n\n\n\n\n\n\nX\n\nAft Slip Joints\n9910314-1\n(Inconel 601)\n\n1\n\n\n\n\n\n\n\nX\n\n\nAft Elbows\n9910299-3 L.H.\n(5654551-5)\n\n1\n\n\n\nX\n\nX\n\n\nX\n\n\n\n1 & 4\n9910299-4 R.H.\n(5654551-6)\n1\n\n\nX\nX\n\nX\n\n\n1 & 4\n9910301-1\n(0850712-39)\n1 L.H.\nX\nX\n\n\nX\n\n\n\n1\n9910301-3\n(0850712-41)\n1 R.H.\nX\nX\n\n\nX1\n9910301-5\n(0850712-40)\n1 L.H.\nX\nX\n\n\nX\n\n\n\n1\n9910379-19\n(Inconel 601)\n1 L.H.\n\n\n\n\n\n\nX\n\n\n9910379-20\n(Inconel 601)\n1 R.H.\n\n\n\n\n\n\nX\n\n\nWye Collector Assy\n9910299-8\n(Inconel 601)\n\n1\n\n\n\n\nX\n\n\n\n\n\n1,3, & 4\n9910301-4\n(0850732-3)\n1 L.H.\nX\nX\n\n\nX\n\n\n\n1 & 2\n9910301-6\n(0850732-18)\n1 R.H.\nX\nX\n\n\nX\n\n\n\n1 & 2\n9910341-1\n(Inconel 601)\n1\n\n\nX\n\n\n\n\n\n1,3, & 4\n9910300-6\n(5155100-1)\n1\n\n\n\n\n\n\n\nX\n\nWastegate \nInlet Elbow\n9910299-5\n(5654551-4)\n\n1\n\n\n\n\nX\n\n\nX\n\n\n\nCouplings \n (One Piece)\nWastegate Inlet\nNH1000897-30\n\n1\n\n\n\n\n\n\n\nX\n\n\n6\nWye Collector Inlet\nNH1000897-20\n2\n\n\nX\nX\n\nX\n\n\n5\n\nNOTES FOR TABLE III \nGENERAL NOTES:\n\t5155XXX, 5355XXX, and 5654XXX dash numbers shown in parentheses are earlier part numbers for the corresponding 9910XXX dash numbers.\n\n\tBall joint attaching parts (springs, bolts, nuts, washers and cotter pins) are exempt from mandatory inspections only if installed in combination with the components listed in Table III.\n\n\t1.\tExhaust stack assemblies are seal-less type, and part numbers shown are complete bank assemblies.\n\n\t2.\tOn aircraft prior to 1979 Models, the initial replacement must include the aft elbow, wye collector assemblies and clamps since they are not interchangeable with earlier components.\n\n\t3.\tAttach 5155156-5 Elbow to overboard stack using one each 5155157-1 Flex Joint and two each U84C200 SH Clamps.\n\n\tII.\tParts Replacement\n\n\t\tA.\tReplacement of multi-segment "V" band clamps between aft engine cylinders and turbocharger inlet.\n\n\t\t\tOn all airplanes listed above within 50 hours time in service after February 11, 1975, for those clamps having more than 350 hours time in service as of that date or prior to 400 hours time in service for those clamps having less than 350 hours time in service as of that date, and at or prior to each additional 400 hours time in service thereafter, replace existing multi-segment "V"band exhaust system clamps located between aft engine cylinders and the turbocharger inlet (except for waste-gate to exhaust overboard pipe clamp on 421 airplanes) with new parts having Cessna part numbers in accordance with Attachment 4 to Cessna Service Letter ME-75-17 dated July 14, 1975, or later revisions. Use aircraft total time for clamp time in service unless aircraft maintenance records establish location and time in service on previously replaced clamps. See Figure 3 for multi-segment type clamp configuration.\n\nNOTE\n\t\tThe above clamp replacement was previously required by AD 75-04-01 effective February 11, 1975.\n\n\t\tB.\tReplacement of multi-segment turbocharger to overboard tail pipe clamps.\n\n\t\t\tWithin 200 hours time in service after August 15, 1975, replace presently installed multi-segment type turbocharger to overboard tailpipe clamps on Model T310, 320, 401, 402, 340, 414 and 421 airplanes with the clamps specified below:\n\nTABLE III\nEXEMPT EXHAUST SYSTEM COMPONENTS\n\n\nDescription &\nPart Number\nQty\nPer Eng\nT310 P,Q,R,\n320\nD,E,F\n340\n340A\n401/402\nA,B\n414\n421\nA,B\n421\nC\nNotes\nExhaust Stack Assy\n9910295-13 L.H. \n(Inconel 601)\nor\n9910295-9 L.H.\n(5155166-1)\n\n\n\n1\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\n\n\n1\n9910295-14 R.H.\n(Inconel 601)\nor\n9910295-10 R.H.\n(5155166-2)\n\n\n1\n\n\nX\n\n\nX\n\n\nX\n\n\nX\n\n\nX\n\n\nX\n\n\n\n\n1\n9910295-15\n(Inconel 601)\n1\n\n\n\n\n\n\n\nX\n\n9910295-16\n(Inconel 601)\n1\n\n\n\n\n\n\n\nX\n\nAft Slip Joints\n9910296-2\n(Inconel 601)\nor\n9910296-1\n(5355108-4)\n(Stainless Steel)\n\n\n\n2\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\n\nX\n\nAft Elbows\n(Inconel 601 mat'l, seal-less style machined coupling, flanges & internal safety sleeves)\n9910299-15 L.H.\n\n\n\n\n\n\n1\n\n\n\n\n\n\n\n\nX\n\n\n\n\n\n\nX\n\n\n\n\n\n\n\nX\n\n\n\n\n\n\n\n\n2\n9910299-16 R.H.\n1\n\n\nX\nX\n\nX\n\n\n2\n9910301-14\n1 L.H.\nX\nX\n\n\nX\n\n\n\n2\n9910301-16\n1 L.H.\nX\nXX\n\n\n\n2\n9910301-17\n1 R.H.\nX\nX\n\n\nX\n\n\n\n2\nWye Collector Assy\n(Inconel 601 mat'l & seal-less style maintained coupling flanges)\n99102099-9\n\n\n\n\n\n1\n\n\n\n\n\n\n\n\nX\n\n\n\n\n\n\nX\n\n\n\n\n\n\n\n2\n9910301-15\n1 L.H.\nX\nX\n\n\nX\n\n\n\n2\n9910301-18\n1 R.H.\nX\nX\n\n\nX\n\n\n\n2\n9910341-2\n1\n\n\nX\n\n\n\n\n\n2\n9910300-7\n1\n\n\n\n\n\n\n\nX\n\n\n\nDescription &\nPart Number\nQty\nPer Eng\nT310 P,Q,R,\n320\nD,E,F\n340\n340A\n401/402\nA,B\n414\n421\nA,B\n421\nC\nNotes\nOverboard Exhaust Stack Assembly\n0850711-33 & -31\n\n\n1 L.H.\n\n\nX\n\n\nX\n\n\n\n\nX\n\n\n\n\n0850711-34, -40, -42\n1 R.H.\nX\nX\n\n\nX\n\n\n\n\n9910299-1\n(5654551-7)\n1 L.H.\n\n\nX\nX\n\nX\n\n\n\n9910299-2\n(5654551-8)\n1 R.H.\n\n\nX\nX\n\nX\n\n\n\n5155156-3\n1 L.H.\n\n\n\n\n\n\nX\n\n\n5155156-4\n1 R.H.\n\n\n\n\n\n\nX\n\n\n9910300-1\n(5155100-7)\n1 L.H.\n\n\n\n\n\n\n\nX\n\n9910300-2\n(5155100-8)\n1 R.H.\n\n\n\n\n\n\n\nX\n\nWastegate Inlet Elbow\n9910299-10\n\n1\n\n\n\n\nX\n\n\nX\n\n\n\nWastegateOverboard Pipe\n0850713-1\n\n\n1\n\n\nX\n\n\nX\n\n\n\n\nX\n\n\n\n\n5355100-64\n1\n\n\nX\n\n\n\n\n\n\n9910299-6\n(5654551-3)\n1\n\n\n\nX\n\nX\n\n\n\nWastegate Outlet Elbow\n5155156-5\n\n\n1\n\n\n\n\n\n\n\n\nX\n\n\n\n3\n9910300-3\n(5155100-20)\n1\n\n\n\n\n\n\n\nX\n\nTurbo Shield\n0850902-1\n\n1\n\nX\n\nX\n\n\n\nX\n\n\n\n\n5155154-3\n1\n\n\n\n\n\n\nX\n\n\n5354005-1\n1\n\n\nX\nX\n\nX\n\n\n\nCouplings \n (One Piece)\n\nWye Collector Inlet \nNH1000897-60\n2 L.H.\n(All)\n2 R.H.\n(340,414)\n1 R.H.\n(T310, 320 & \n401/402)\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\nX\n\n\n\n\n\n2\nWastegate Inlet\nNH1000897-70\n1\n\n\n\nX\n\nX\n\n\n2\nTurbine Outlet\nNH1000897-40\n1\nX\nX\n\n\nX\n\n\n\n\nTurbine Outlet\nNH1000897-50\n1\n\n\nX\nX\n\nX\nX\nX\n\n\n\t\t\tOn T310 (all aircraft through S/N 310Q0600), 320D (all aircraft), 320E (all aircraft), 320F (all aircraft), 401 (all aircraft), and 402 (all aircraft through S/N 402B0300 series airplanes, replace the existing multisegment "V" band turbocharger to overboard tailpipe clamp with a new Part Number V57A4234 or 41195AA423 clamp. These new clamps are not "life limited".\n\n\t\t\tOn 340 (all aircraft through S/N 3400150, 414 (all aircraft through S/N 4140350), and 421 (all aircraft through 421B0396) series airplanes, replace the existing multi-segment "V" band turbocharger to overboard tailpipe clamp with a Part Number V57A5019 or 41195AA502 clamp. These new clamps are not "life limited".\n\nNOTE\n\t\t\tThe above clamp replacement was previously required by AD 75-04-01 as amended by Amendment 39-2338 effective August 15, 1975.\n\n\tIII.\tSpecial Inspections\n\n\t\tA.\tUnless previously accomplished, within 25 hours time in service after August 15, 1975, the inspection described below is to be conducted on the following aircraft on which the one-piece "V" band tail pipe clamps have been installed. (Clamps bearing a Cessna inspection stamp on the back side (a large C with a number) and installed on airplanes exempted from this inspectionon Attachment No. 2 of Cessna Service Letter ME-75-17 have been inspected by the manufacturer and comply with this requirement).\n\n\t\t\tT310 (All aircraft S/N 310P0001 through 310R0275)\n\t\t\t320D, 320E, 320F (All aircraft)\n\t\t\t340 (All aircraft through S/N 3400550)\n\t\t\t401 (All aircraft)\n\t\t\t402 (All aircraft S/N 4020001 through 402B0912)\n\t\t\t414 (All aircraft through S/N 4140648)\n\t\t\t421 (All aircraft S/N 4210001 through 421B0927)\n\n\t\t\t1.\tRemove upper cowling from LH and RH engine.\n\n\t\t\t\ta.\t(Aircraft Turbo 310, 320, 401, 402, and 421 series equipped with metal heat shield). Detach heat shield from turbocharger turbine housing by cutting safety wire and removing hinge pin located at top of shield assembly securing shield halves together.\n\n\t\t\t\tb.\tThe heat shield does not need to be removed on 320, 340 or 414 and any aircraft equipped with insulation blanket shield.\n\n\t\t\t2.\tClean and visually inspect with a light and mirror, the clamp surfaces adjacent to the intersection of the "V"apex and bolt clips (see Figure 5) for signs of cracks or fractures. If cracks or fractures are visible, replace clamp. (This step allows inspection of the clamp under tension).\n\n\n\n\t\t\t3.\tRemove nut, washer, and bolt from clamp, unseat coupling, and slide clamp down exhaust stack to gain adequate visibility. \n\nCAUTION: DO NOT REMOVE EXPANSION LIMITER.\n\n\t\t\t4.\tVisually inspect for cracks and fractures the entire length of the "V" apex of the clamp (see Figure 5), and pay particular attention to the surfaces adjacent to the intersection of the "V" apex and bolt clips.\n\n\t\t\t\tNOTE: The use of artificial light and at least a 10-power magnifying glass is necessary to detect minute cracks or signs of incipient failure. \n\n\t\t\t\tDo not use dye penetrant inspection procedures since noncritical metal forming folds yield misleading failure indications.\n\n\t\t\t5.\tIf clamp is found to be defective, replace clamp.\n\n\t\t\t6.\tIf clamp has no defects, steel stamp or using a vibrating pencil, mark an "X" on the back side of metal torque tag.\n\n\t\t\t7.\tReinstall clamp on turbocharger turbine housing and overboard exhaust stack and install bolt, washer and nut. Torque nut to 40 inch-pounds. \n\nCAUTION: DO NOT EXCEED NUT TORQUE BY MORE THAN 5 INCH-POUNDS.\n\n\t\t\t8.\tResecure heat shield on turbocharger turbine housing when detached, by aligning shield hinge halves and reinstalling pin previously removed. Secure lower halves of shield using two pieces of .032 monel safety wire twisted together, through opposing eyelets of shield halves, draw shield snug on turbine housing, and safety by twisting end of wire together. Insure heat shield is snug on housing.\n\n\t\t\t9.\tReinstall upper cowling on LH and RH engine.\n\nNOTE\n\t\t\tThis inspection was previously required by AD 75-04-01 as amended by Amendment 39-2338 effective August 15, 1975. Previous inspection per this AD or accomplished by the manufacturer satisfies the above requirement (IIIA).\n\n\tIV.\tModifications\n\n\t\tA.\tOn the following aircraft within 50 hours time in service after the effective date of this AD inspect/modify the overboard exhaust stack flange (turbocharger and exhaust stack interface) in accordance with the instructions below.\n\n\t\t\tT310P0001 through T310R0230, T310R0232 through T310R0254, T310R0256, T310R0257, T310R0259 through T310R0263, T310R0265, T310R0266, T310R0268 through T310R0272, T310R0274, T310R0275, 320D0001 through 320F0045, 3400001 through 3400550, 4010001 through 401B0221, 4020001 through 402B0630, 402B0632 through 402B0909, 402B0911, 402B0912, 4140001 through 4140643, 4140645 through 4140648, 4210001 through 421B0889, 421B0891 through 421B0918, 421B0921, 421B0922, 421B0924, 421B0926 and 421B0927.\n\n\t\t\t1.\tRemove any existing overboard support clamps, and remove overboard exhaust stack. \n\nNOTE\n\t\t\tTake precautions to prevent collection of any dirt or foreign particles in opening of turbocharger turbine housing during modification.\n\n\t\t\t2.\tVisually inspect the mating surfacesof flanges of overboard exhaust stack and turbochargers for uniform contact over their entire perimeter.\n\n\t\t\t3.\tIf such contact is not evident, remove excess material (shaded area) of overboard exhaust stack as required, and as shown typical in Figure 6, by grinding, to allow mating surfaces of flanges of overboard exhaust stack and turbine housing to have uniform contact over their entire perimeter. Exercise care to prevent damage to flange surface of overboard exhaust stack when grinding off excess material.\n\n\n\nFIGURE 6\n\n\t\t\t4.\tReinstall overboard exhaust stack and secure clamps in accordance with turbine outlet exhaust stack one-piece "V" band clamp inspection.\n\nNOTE\n\t\t\tThis one-time inspection/modification may be performed in conjunction with the one-piece "V" bank clamp 25-hour inspection and redundant tail pipe support installation required by IV. B. below.\n\n\t\tB.\tOn the following aircraft, prior to but not later than December 31, 1975, install redundant tail pipe support clamps and brackets in accordance with Cessna Service kits specified below.\n\n\t\t\tT310 (All aircraft through S/N 310Q0600)\n\t\t\t320D0001 through 320F0045\n\t\t\t3400001 through 3400150\n\t\t\t4010001 through 401B0300\n\t\t\t4020001 through 402B0300\n\t\t\t4140001 through 4140350\n\t\t\t4210001 through 421B0300\n\n\t\t\t1.\tKit Number and Applicability\n\n\t\t\t\ta.\tSK402-31 - Turbo 310P0001 through Turbo 310Q0600\n\t\t\t\t\t320D0001 through 320F0045\n\t\t\t\t\t4010001 through 401B0300\n\t\t\t\t\t4020001 through 402B0300\n\n\t\t\t\tb.\tSK414-9-3400001 through 3400150\n\t\t\t\t\t4140001 through 4140350\n\n\t\t\t\tc.\tSK421-67-4210001 through 421B0300\n\n\tV.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region.\n\n\tVI. The time in service between the repetitive inspections required herein may be adjusted up to plus 10 per cent of any specified inspection interval required by this AD to facilitate accomplishing these inspections concurrent with other scheduled maintenance on the airplane.\n\n\tCessna Service Letter ME75-17 dated July 14, 1975, Cessna Service Letter ME77-1 dated January 24, 1977, and Supplement 2 thereto dated June 26, 1978, and Cessna Multiengine Service Information Letter ME79-32 dated August 17, 1979, pertain to this subject.\n\n\tAmendment 39-2419 supersedes AD 75-04-01, Amendments 39-2083, 39-2130, and 39-2338, and AD 75-17-38, Amendment 39-2341.\n\n\tAmendment 39-2419 became effective November 17, 1975.\n\n\tAmendment 39-2687 became effective August 12, 1976.\n\n\tAmendment 39-2830 became effective February 17, 1977.\n\n\tAmendment 39-3298 became effective September 25, 1978.\n\n\tAmendment 39-3609 became effective November 13, 1979.\n\n\tThis amendment, 39-5451, becomes effective on November 4, 1986.
88-03-01: 88-03-01 PRATT & WHITNEY CANADA: Amendment 39-6032. Final copy of priority letter AD issued February 2, 1988. Applies to Pratt & Whitney Canada (PWC) PT6B-36A turboshaft engines incorporating the third stage compressor stator assembly, Part Number (P/N) 3109163-01, installed in Sikorsky Aircraft S-76B helicopters. The third stage compressor stator assembly, P/N 3109163-01 is incorporated in engines, Serial Number PC-E36043 and subsequent, and those engines incorporating PWC Service Bulletin (SB) 11022, dated September 28, 1987. Compliance is required as indicated, unless already accomplished. To prevent failure of the third stage compressor stator vane assembly which could result in loss of engine power or an inflight engine shutdown, accomplish the following: (a) Prior to further flight, accomplish the following: (1) Attach a placard which reads "avoid N1 ranges, 78-80.5 percent, 95.6-97.6 percent", in full view of the pilot and copilot, as close as practicable to the N1 speed indicators. (2) Place a copy of this AD in the appropriate rotorcraft flight manual. (3) Operate the rotorcraft in accordance with these speed range restrictions. (b) For engines which have accumulated 25 hours or less total time in service (TIS) from the effective date of this AD, accomplish the following: (1) Install vibration damping device, Part Number (P/N) 3112128-01, on vane assembly, P/N 3109163-01, in accordance with PWC Alert SB A-11033, dated December 31, 1987, prior to accumulating 25 hours total TIS. (2) Remove vane assembly, P/N 3109163-01, prior to accumulating 600 hours total TIS, and replace with a serviceable part. (c) For engines which have accumulated more than 25 hours total TIS from the effective date of this AD, accomplish the following: (1) Install vibration damping device, P/N 3112128-01, on vane assembly, P/N 3109163-01, in accordance with PWC Alert SB A-11033, dated December 31, 1987, within 25 hours TIS from the effectivedate of this AD. (2) Remove vane assembly, P/N 3109163-01, within 100 hours TIS from the installation of damping device, P/N 3112128-01, and replace with a serviceable part. (d) Thereafter, remove from service vane assembly, P/N 3109163-01, prior to accumulating 600 hours TIS since new, and replace with a serviceable part. NOTE: When vane assembly, P/N 3109163-01, is installed as a serviceable part, it must include damping device, P/N 3112128-01. (e) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request from an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine & Propeller Directorate, Aircraft Certification Service. (g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine & Propeller Directorate, Aircraft Certification Service, may adjust the compliance time specified in this AD. PWC Alert SB 11033, dated December 31, 1987, and PWC SB 11022, dated September 28, 1987, identified and described in this document, 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 Pratt & Whitney Canada, Box 10, Longueuil, Quebec, Canada J4K 4X9. These documents may also be examined at the Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, Rules Docket No. 88-ANE-06, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311. This amendment, 39-6032, becomes effective November 29, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 88-03-01, issued February 2, 1988, which contained this amendment.
2018-25-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of drainage holes on the belly fairing forward and middle access panels being obstructed with sealant. This AD requires inspecting for and removing all sealant blocking the drainage holes on the belly fairing forward and middle access panels. We are issuing this AD to address the unsafe condition on these products.
86-14-05: 86-14-05 SHORT BROTHERS, LTD.: Amendment 39-5344. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3676 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD. To maintain the structural integrity of the horizontal stabilizer, accomplish the following, unless previously accomplished: 1. Modify the horizontal stabilizer lower skin to spar attachment in accordance with Short Brothers, Ltd., Service Bulletin SD36-55-06, Revision 1, dated May 1985. 2. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. 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. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 4, 1986.