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2010-13-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Investigation into a landing gear retraction problem on a production test flight revealed that, during aircraft pressurization and depressurization cycles, the pressure floor in the main landing gear bay deflects to a small extent. This causes relative misalignment between the [alternate-extension system] AES bypass valve, the downlock assist valve and the summing lever which, in turn, can result in damage to and potential failure of the respective clevis attached to one or both of the valves. Such a clevis failure could remain dormant and, in the subsequent event that use of the AES was required, full landing gear extension may not be achievable. * ** * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-21-17: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections to detect fatigue cracking of the spring beams on the outboard struts; replacement of cracked spring beams with new or serviceable spring beams; and follow-on actions. That action also provides an optional terminating action for the repetitive inspections. This amendment removes that optional terminating action, and requires a new terminating action. This amendment is prompted by the development of an improved process for manufacturing titanium spring beams that will eliminate the embedded porosity flaws in the existing spring beams from which fatigue cracking can originate. The actions specified by this AD are intended to prevent fatigue cracking of the spring beam, which could result in loss of an outboard strut.
81-04-11: 81-04-11 SHORT BROTHERS LIMITED: Amendment 39-4046. Applies to Model SD3-30 airplanes, certificated in all categories, which have Meansco nose landing gear assembly, P/N 18001, serial numbers MMC-005, MMC-006, MMC-008, MMC-009, MMC-010, MMC- 011, MMC-012, MMC-015, MMC-022, MMC-023, MMC-024, MMC-029, MMC-031 through MMC-051; Menasco nose landing gear down lock mechanism assembly, P/N 18003, serial numbers MMC-003 through MMC-059; or Menasco main landing gear shock strut and link assembly, P/N 17525, serial numbers MMC-011 through MMC-130, installed. Compliance is required as indicated, unless already accomplished. To prevent malfunction or collapse of the landing gear, accomplish the following: (a) Within 100 hours time in service, or prior to the accumulation of 150 landings after the effective date of this AD, whichever occurs later: (1) Visually inspect the nose landing gear assembly, Menasco P/N 18001, for evidence of leaking hydraulic fluid. NOTE: Payspecial attention to the area around the edges of the nameplate. (2) If no leaks are found, make the appropriate log book entry and return to service. (3) If leakage is detected, remove the nameplate and inspect the cylinder, Menasco P/N 18103, for cracks using either the dye penetrant or the eddy current method in accordance with Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-53, Revision 2, dated March 5, 1980, or an FAA-approved equivalent. (b) If as a result of the inspection required in paragraph (a)(3) of this AD: (1) No cracks are found, reinstall nameplate, make the appropriate log book entry, and return the cylinder to service. (2) Cracks are found, before further flight, except as provided in paragraph (g) of this AD, remove the cylinder from service and replace with a new or serviceable cylinder of the same Menasco part number, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-68, Revision 2, dated April 25, 1980, pertains to the same subject. (c) Within 500 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 600 hours time in service until paragraphs (d) and (e) of this AD are accomplished: (1) For Menasco nose landing gear down lock mechanism, P/N 18003, serial numbers MMC-003 through MMC-059, disassemble, clean, grease the spring and sliding faces, reinstall, and test in accordance with Part A of Item 11, "ACCOMPLISHMENT INSTRUCTION," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-45, dated August 27, 1979, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-66, dated September 25, 1979, refers to this same subject. (2) For Menasco main landing gear shock strut and link assembly P/N 17525, serial numbers MMC-011 through MMC-130, disassemble components P/N 17781, P/N 17782, and P/N 17787; clean, grease spring, sliding spring, and sliding faces, reassemble, and test in accordance with Part A of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-44, Revision 1, dated January 16, 1980, or an FAA- approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD3-32-65, Revision 1, dated March 13, 1980, refers to this same subject. (d) Following rework of the nose landing gear down lock mechanism components to accommodate grease fittings accomplished in accordance with Part B and C of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. Service Bulletin No. 32-45, dated August 27, 1979, or an FAA-approved equivalent, compliance with paragraph (c)(1) of this AD is no longer required. (e) Following rework of the main landing gear shock strut and link assemblies to accommodate grease fittings accomplished in accordance with Part B and C of Item 11, "ACCOMPLISHMENT INSTRUCTIONS," of Menasco Mfg. of Canada Ltd. ServiceBulletin No. 32-44, Revision 1, dated January 16, 1980, or an FAA-approved equivalent, compliance with paragraph (c)(2) of this AD is no longer required. (f) Grease nose landing gear down lock mechanism and main landing gear shock strut and link assemblies reworked in accordance with paragraphs (d) and (e) of this AD every 600 hours time in service thereafter. (g) The airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the maintenance can be performed. (h) Upon submission of substantiating data, through an FAA Aviation Safety Inspector, the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, may adjust the inspection intervals. (i) If an equivalent means of compliance is used in complying with paragraphs (a), (c), (d) or (e) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. This amendment becomes effective March 3, 1981.
87-05-02: 87-05-02 BEECH: Amendment 39-5553. Applies to Models 1900 and 1900C (all serial numbers) airplanes equipped with optional "chip detect" annunciators, 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 preclude the reduction of the attention-getting qualities and enhance pilot awareness of the cockpit caution and warning annunciators, accomplish the following: (a) Revise Beech Models 1900/1900C Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM), Part Number (P/N) 114-590021-3, by incorporating Revision A3, dated February 1986. (b) An alternate means of compliance with paragraph (a) of the AD is as follows: (1) Using pen-and-ink or other permanent means, delete the words "at the next point where maintenance can be performed" from the procedure entitled ILLUMINATION OF "CHIP DETECT" ANNUNCIATOR on page 3A-6. (2) In place of the words deleted in step (1), insert the words "prior to the next takeoff". (c) The requirements of paragraph (a) or (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents applicable to this AD upon request to Beech Aircraft Corporation, 9709 East Central, P.O. Box 85, Wichita, Kansas 67201; or the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective March 23, 1987.
2013-07-01: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH Models DA 42, DA 42 M-NG, and DA 42NG airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as overextension of the main landing gear (MLG) shock absorber that could lead to the MLG jamming in the gear bay and result in damage to the aircraft or occupant injury. We are issuing this AD to require actions to address the unsafe condition on these products.
98-14-02: This document makes a correction to Airworthiness Directive (AD) 98-14-02 applicable to Pratt & Whitney Canada (PWC) PW100 series turboprop engines that was published in the Federal Register on July 1, 1998 (63 FR 35794). PWC Service Bulletin (SB) No. 21077, Revision 8, is dated incorrectly. This document corrects the dating of that SB. In all other respects, the original document remains the same.
80-21-51: 80-21-51 BRITISH AEROSPACE (FORMERLY VICKERS-ARMSTRONG AIRCRAFT LIMITED): Amendment 39-4205. Applies to all Viscount Model 744, 745D and 810 airplanes, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the elevator control system, accomplish the following: (a) Before further flight, determine the time in service on spigot fitting P/N 70120-367. Replace each spigot fitting with a serviceable part in accordance with the following schedule, and thereafter continue to replace the spigot fittings at intervals not to exceed 3,000 hours time in service: (1) If spigot fitting has 12,000 hours or more time in service since new, or the total time in service is unknown, replace before further flight. (2) If spigot fitting has less than 12,000 but more than 3,000 hours time in service on the effective date of this AD: (i) Before further flight, unless already accomplished, inspect forcracks using the magnetic flaw detection saturation method and 5X magnification in accordance with item 4 of the British Aerospace Weybridge Bristol Division Campaign Wire REF SS/749/V, dated September 5, 1980, or an FAA-approved equivalent. If any crack or cracks are found, replace spigot fitting before further flight. (ii) If no cracks are found, replace spigot fitting within 300 hours time in service after the effective date of this AD, or prior to the accumulation of 12,000 hours time in service, whichever occurs first, except as provided in paragraph (a)(4) of this AD. (3) If spigot fitting has 3,000 hours time in service or less on the effective date of this AD, replace prior to the accumulation of 3,000 hours time in service, or within 300 hours time in service, whichever occurs later. (4) Spigot fittings with more than 3,000 hours time in service on the effective date of this AD must be replaced prior to September 15, 1981. (b) Before further flight, unless already accomplished, inspect the spring servo tab operating mechanism for security by examining the inboard tab on the LH elevator and its attachment to the elevator together with connecting linkage through to "bellcrank" lever, P/N 70133-567, and its associated spigot fitting, P/N 70120-367, on the inner end of the LH elevator torque tube. In addition, the control circuit must be checked from this point through to the adjustment spring located on the inner end of the subject torque tube. If defects are found, repair as necessary and return to service. (c) When replacing spigot fitting, P/N 70120-367, insure that the twin center bearing assembly in the control lever, P/N 70133-567, is free to move. If defects are found, repair as necessary and return to service. (d) For Viscount Type 810, prior to the accumulation of 10,000 flights or within 50 hours time in service after the effective date of this AD, whichever occurs later, inspect the right and left handtailplane top root end fittings, P/N's 81018-227 and 81018-228, in accordance with British Aerospace Technique AL/MAT/3713, dated September 26, 1980, or an FAA-approved equivalent. Cracked fittings must be replaced prior to further flight. (e) If an FAA-approved equivalent is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office. Report defects found to the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. Reporting approved by the Office of Management and Budget OMB No. 04/R0174. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to British Aerospace, Aircraft Group, Weybridge-Bristol Division, Brooklands Road, Weybridge, Surrey, England KT13 OSF. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. This amendment becomes effective August 27, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T80-21-51, issued October 2, 1980, which contained this amendment.
81-24-03: 81-24-03 GULFSTREAM AMERICAN CORPORATION: Amendment 39-4257. Applies to Model AA5, Serial Numbers AA5-0641 through AA5-0834; Model AA5A, Serial Numbers AA5A-0001 through AA5A-0900; Model AA5B, Serial Numbers AA5B-0001 through AA5B- 1323, airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent an engine power loss, accomplish the following: PART I For Model AA5 Serial Numbers AA5-0641 through AA5-0834; Model AA5A Serial Numbers AA5A-0001 through AA5A-0900, accomplish the following: For airplanes with 400 or more hours time in service on the effective date of this AD, comply with paragraphs (a) and (c) within 25 hours time in service from the effective date of this AD. Thereafter comply with paragraph (a) at intervals not to exceed 25 hours time in service from the last inspection until paragraph (b) has been accomplished and with paragraph (d) within the next 50 hours time in service from the effectivedate of this AD. For airplanes with less than 400 hours time in service on the effective date of this AD, comply with paragraph (d) within the next 50 hours time in service from the effective date of this AD and with paragraphs (a) and (c) prior to the accumulation of 425 hours total time in service. Thereafter comply with paragraph (a) at intervals not to exceed 25 hours time in service from the last inspection until paragraph (b) has been accomplished. (a) Inspect both forward and aft carburetor airbox screens (Gulfstream American P/N 5503006-9) to determine if any of the wires are broken. (1) If there are less than five broken wires per screen, inspect the induction system and the carburetor throat for filter material and correct, if necessary. Comply with paragraph (b) within 50 hours time in service from the first inspection under this paragraph. (2) If there are five or more broken wires per screen, inspect the induction system and the carburetor throat forfilter material and correct, if necessary. Comply with paragraph (b) before further flight. (b) Install the improved filter retention screens (Gulfstream American P/N 5503006- 20). (c) Inspect the carburetor airbox for damage and the carburetor air filter for deterioration. (1) If the airbox is found to have cracks, or loose or missing fasteners, replace or repair, as necessary, before further flight. (2) If the air filter is found to be separated and/or deteriorated, replace with an appropriate serviceable filter before further flight. (d) Within the next 50 hours time in service from the effective date of the AD, install a permanent warning placard, Gulfstream P/N 5503014, on exterior of the airbox which reads: "WARNING Air Filter deterioration can cause engine power loss. Consult Aircraft Maintenance Manual for air filter servicing and replacement requirements." Part II For Model AA5B, Serial Numbers AA5B-0001 through AA5B-1323, accomplishthe following: For airplanes with 400 or more hours time in service on the effective date of this AD, comply with paragraph (a) within 25 hours time in service from the effective date of this AD. For airplanes with less time than 400 hours time in service on the effective date of this AD, comply with paragraph (a) prior to the accumulation of 425 hours time in service. (a) Inspect the carburetor airbox for damage and the carburetor air filter for deterioration. (1) If the airbox is found to have cracks, or loose or missing fasteners, replace or repair, as necessary, before further flight. (2) If the air filter is found to be separated and/or deteriorated, replace with an appropriate serviceable filter before further flight. (b) Within the next 50 hours time in service from the effective date of the AD, install a permanent warning placard, Gulfstream P/N 5503014, on exterior of the airbox which reads: "WARNING Air Filter deterioration can cause enginepower loss. Consult Aircraft Maintenance Manual for air filter servicing and replacement requirements." An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. The airplane may be flown in accordance with FAR 21.197 and FAR 21.199 to a base where these repairs and/or replacements can be performed. Make the appropriate maintenance record entry for Parts I and II. Gulfstream American Service Bulletin No. 170 dated July 23, 1981, pertains to Part I of this AD. Gulfstream American Service Letter No. 81-1 dated October 9, 1981, pertains to Part II of this AD. This amendment becomes effective November 16, 1981.
98-21-12: This amendment adopts a new airworthiness directive (AD) that is applicable to McDonnell Douglas Helicopter Systems (MDHS) Model 369D, 369E, 369FF, 500N, AH-6 and MH-6 helicopters. This action requires visual inspections of the overrunning clutch retainer, carrier, housing, and pin for wear from spinning of the bearing outer race. This amendment is prompted by a report of inflight vibrations and subsequent investigations of three other overrunning clutches, which indicated wear of the bearing carrier due to spinning of the bearing outer race. The actions specified in this AD are intended to detect wear of other clutch components, excessive vibration which could lead to failure of the overrunning clutch, wear on the bearing carrier, and subsequent loss of power to the helicopter rotor drive system.
98-21-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-200 and -300 series airplanes, that requires repetitive inspections for cracking of the lower skin panels of the outer wings; and repair, if necessary. This amendment also requires modification of the panels and a follow-on inspection to detect cracking of the modified areas, which constitute terminating action for the repetitive inspections. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of the lower skin panels of the outer wings, and consequent reduced structural integrity of the airplane.
2013-06-06: We are adopting a new airworthiness directive (AD) for General Electric Company (GE) CF34-8C and CF34-8E turbofan engines with certain part numbers (P/N) of operability bleed valves (OBV) installed. This AD was prompted by three failure events of ring lock fuel fittings on the OBV. Two of those events led to an engine fire. This AD requires the affected OBVs be removed from service and replaced with OBVs eligible for installation. We are issuing this AD to prevent failure of OBV ring lock fuel fittings, engine fuel leakage, uncontrolled fire, and damage to the airplane.
91-11-05: 91-11-05 GENERAL ELECTRIC COMPANY: Amendment 39-7001. Docket No. 90-ANE- 35. Applicability: General Electric Company (GE) CF6-80A and CF6-80C2 series engines installed on, but not limited to, Airbus A300 and A310; and Boeing 747 and 767 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent aborted takeoff and uncontained engine failure, accomplish the following: (a) Ultrasonic inspect the inertia weld of affected high pressure compressor rotor (HPCR) stages 11-14 spool-shafts at the next engine shop visit after the effective date of this AD but no later than 5,000 cycles in service (CIS) after the effective date of this AD, according to the following: (1) Inspect CF6-80A HPCR stages 11-14 spool-shafts, Part Numbers (P/N) 9225M37G11, 9225M37G14, 9225M37G16, 9225M37G18, 9225M37G19, 9225M37G20, 9225M37G21, and 1509M71G01, in accordance with the Accomplishment Instructions in GE CF6-80A Service Bulletin (SB) 72-531, Revision 2, dated May 18, 1990. (2) Inspect CF6-80C2 HPCR stages 11-14 spool-shafts, P/N 9380M30G07, 9380M30G08, 9380M30G09, 9380M30G10, 1531M21G01, 1509M71G02, 1509M71G03, 1509M71G04, 1509M71G05, and 1509M71G06, in accordance with the Accomplishment Instructions in GE CF6-80C2 SB 72-314, Revision 2, dated June 20, 1990. (3) Remove from service prior to further flight and replace with serviceable parts, HPCR stages 11-14 spool-shafts with ultrasonic indications greater than or equal to 50 percent full-screen height. (4) For the purpose of this AD, an engine shop visit is defined as the induction of the engine into a shop where the subsequent maintenance entails removal of the high pressure turbine module. (5) For the purpose of this AD, definition of ultrasonic indication is provided in GE CF6-80A SB 72-531, Revision 2, dated May 18, 1990, and GE CF6-80C2 SB 72-314, Revision 2, dated June 20, 1990, for the CF6-80A and CF6-80C2 engine models, respectively. (b) Aircraft may be ferried inaccordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (c) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate) an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. The ultrasonic inspections shall be done in accordance with the following GE documents: DOCUMENT PAGE NO. ISSUE/REVISION DATE GE CF6-80A 2-12, 15, 17-27, Rev. 1 4/3/89 SB 72-531 30, 31 1, 13, 14, 16, 28, 29 Rev. 2 5/18/90 GE CF6-80C2 2-12, 15, 17-27, Rev. 1 4/19/89 SB 72-314 30, 31 1, 13, 14, 16, 28, 29 Rev. 2 6/20/90 This incorporation by reference was approved bythe Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. This amendment (39-7001, AD 91-11-05) becomes effective on July 5, 1991.
92-12-06: 92-12-06 AIRBUS INDUSTRIE: Amendment 39-8267. Docket No. 91-NM-13-AD. Applicability: Model A310, A320, and A300-600 series airplanes; as listed in Airbus Industrie Service Bulletins A310-35-2002, Revision 2, dated April 30, 1991; A320-35-1002, Revision 1, dated December 3, 1990; and A300-35-6001, Revision 2, dated April 30, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent passengers from being unable to receive oxygen during an emergency situation, accomplish the following: (a) Within 90 days after the effective date of this AD, replace Puritan Bennett passenger emergency oxygen container door latch seals with modified seals, and test all units for correct operation, in accordance with Airbus Industrie Service Bulletins A310-35-2002, Revision 2, dated April 30, 1991 (for the Model A310); A320 35-1002, Revision 1, dated December 3, 1990 (for the Model A320); and A300-35-6001, Revision 2, dated April 30, 1991 (for the Model A300-600). (b) An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement and testing shall be done in accordance with Airbus Industrie Service Bulletins A310-35-2002, Revision 2, dated April 30, 1991 (for the Model A310); A320- 35-1002, Revision 1, dated December 3, 1990 (for the Model A320); and A300-35-6001, Revision 2, dated April 30, 1991 (for the Model A300-600); as applicable. Airbus Industrie Service Bulletin A320-35-1002, Revision 1, dated December 3, 1990 contains the following list of effective pages: Page Number Revision Level Date 1, 3-9 1 December 3, 1990 2 (removed) 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on July 31, 1992.
2022-10-07: The FAA is superseding Airworthiness Directive (AD) 89-24-06 R1, which applied to all Boeing of Canada, Ltd. and de Havilland (now Viking Air Limited) Model DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 89-24-06 R1 required repetitively inspecting the elevator quadrant for damage and taking corrective action as necessary. Since the FAA issued AD 89-24-06 R1, Transport Canada, the aviation authority for Canada, revised its mandatory continuing airworthiness information (MCAI) to correct this unsafe condition on these products. This AD retains the actions required by AD 89-24-06 R1, extends the compliance time intervals for the repetitive inspections, adds Model DHC-6-400 airplanes to the applicability, and adds a fluorescent penetrant inspection requirement. The FAA is issuing this AD to address the unsafe condition on these products.
59-21-03: 59-21-03 ALLISON: Applies to Models 501-D13 and -D13A Engines. Compliance required not later than November 15, 1959. Ten cases of compressor blade retention failures have occurred in service including one case that resulted in serious bulging and separation on the split line of the compressor case and flash fire inside the cowling during ground running. To preclude the possibility of serious engine damage resulting from failure of first stage compressor blade retention one of the following modifications must be incorporated not later than November 15, 1959. Install first stage compressor wheel assembly P/N 67 92821 or first stage compressor wheel assembly P/N 67 93351 or compressor rotor assembly P/N 67 92332. Allison Commercial Engine Bulletins Numbers 61 or 80 cover the first two modifications while the last is a new design.
98-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146-100A, -200A, and -300A series airplanes, that requires either a one-time non-destructive test (NDT) or a visual inspection for cracking of the fuselage skin in the vicinity of frame 29 between stringers 12 and 13, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracking of the fuselage skin in the specified area, which could result in reduced structural integrity of the airplane.
98-21-01: This amendment adopts a new airworthiness directive (AD) that is applicable to International Aero Engines AG (IAE) V2500-A1 series turbofan engines. This action requires a one-time ultrasonic inspection of fan blade roots for cracks, and, if necessary, replacement of cracked fan blades with serviceable parts. This amendment is prompted by a report of dovetail root cracks visually detected on three fan blades from one engine during a routine inspection. The actions specified in this AD are intended to prevent fan blade root cracks, which could result in fan blade root failures, an uncontained engine failure, and damage to the aircraft.
79-13-01: 79-13-01 BEECH: Amendment 39-3504. Applies to Models C50, D50, D50A, D50B, D50C, D50E, E50, F50, G50, H50, and J50 airplanes modified in accordance with STC SA76SW certified in all categories. Compliance is required as indicated unless already accomplished. To reduce the possibility of powerplant fire occurrence and improve powerplant fire containment and detection capabilities, accomplish the following: a. Within 25 hours time-in-service after the effective date of this Amendment, incorporate into the existing Airplane Flight Manual, the temporary Airplane Flight Manual Supplement Included in this AD as Figure 1 or Excalibur Aviation Flight Manual Supplement dated May 31, 1979, or later approved revision. b. Within 100 hours time-in-service after the effective date of this Amendment, accomplish items (1), (2), (3), and (4) below, except that this compliance time may be extended to 200 hours time-in-service if the inspection of components forward of the firewall required by AD 79-01-02 is accomplished at intervals no greater than 50 hours time-in-service during this compliance time extension: (1) Replace existing flexible fuel, oil, hydraulic, and fuel or oil vapor carrying hose assemblies except engine breather and drain lines in the engine compartment with equivalent length and diameter hoses having strength and fire resistance qualities meeting FAA Technical Standard Order C53A, Type C or D, or as specified below. Hose assemblies fabricated or Stratoflex Type 111 or 130 hose covered by fire resistant sleeve, Stratoflex Type 2650 or 2607, or Aeroquip hose Type 303 covered with fire resistant sleeve Type AE102 or 624, or an FAA-approved equivalent are acceptable. (Pressure test the hose assemblies in accordance with industry practice.) Use old hoses as a pattern when fabricating new hoses. Caution should be exercised to assure end fittings on new hoses are equivalent to old hose end fittings. Install hoses observing the manufacturer's torque limits. Apply paint or torque putty to fittings after tightening. (2) On airplanes having engines with the Bendix fuel injection system, after changing all engine and installation fuel system hoses but prior to connecting the hose at the fuel injector nozzle located at the top of the induction housing, cap this hose at the nozzle end, select main tanks, turn main boost pumps ON, place mixture controls in rich position, and check all fuel carrying lines and fittings for leakage. Correct any leaks detected and recheck prior to installing hose on nozzle fittings. (3) On airplanes other than those specified in paragraph b(2) above, after changing all installation fuel system hoses, with mixture control in "cut off" position, select main tanks, turn main boost pump ON, and check all fuel carrying lines and fittings for leakage. Correct any leaks detected and recheck. (4) After determining that no fuel is trapped in the induction system, conduct the run-up specified in Figure 1 and inspect all hoses and fittings for signs of fuel or oil leakage. c. On or before October 19, 1979, install continuous type fire detector systems in the engine compartment and wheel wells in accordance with the Beech Service Kit No. 80-9010, or the Shadin Kit No. 2125-1, with revisions as covered by Excalibur Aviation Company Service Bulletin No. 79-01. d. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. Beechcraft Service Instructions No. 0999, Shadin Report No. 2125, and Excalibur Aviation Company Service Bulletin 79-01 or later approved revisions referenced herein cover the subject matter of this AD. This amendment becomes effective July 5, 1979. FIGURE 1 TEMPORARY AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR BEECH MODEL 50 SERIES AIRPLANES (AD 79-13-01 requires this supplement to remain in the airplane flight manual until replaced by Excalibur Aviation Company Flight Manual Supplement dated May 31, 1979, or later approved revisions.) Model N- S/N In addition to the presently specified preflight procedures, prior to first flight of each day, accomplish the following: 1. Start both engines and operate at 1500 RPM. After the oil pressures stabilize, shut down the engines using the mixture control. 2. Open the cowl doors on both sides of the engines and check all engine compartment fluid hoses and fittings for indications of fluid (fuel or oil) leakage. Check the wheel wells for these same conditions using a flashlight or supplemental light as necessary to provide adequate illumination of the area. 3. Correct any leak detected and secure cowl doors. 4. Record in Airplane Maintenance Records.
91-24-01: 91-24-01 GENERAL ELECTRIC COMPANY: Amendment 39-8086. Docket No. 91-ANE-43. Supersedes AD 90-24-12, Amendment 39-6808. Applicability: General Electric Company (GE) CF6-6 series turbofan engines installed on but not limited to McDonnell-Douglas DC-10 aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent rupture of the compressor rear frame (CRF) casing that could result in an engine shutdown, aircraft damage, and aborted takeoff, accomplish the following: (a) At the next scheduled open cowl check, but not later than 100 cycles in service (CIS) after the effective date of this AD, inspect the CRF outer case compressor discharge pressure (CDP) manifold port plug weld area for cracks in accordance with GE CF6-6 Service Bulletin (SB) 72-971, Revision 2, dated August 27, 1991. (b) Remove from service, prior to further flight, CRF casings which exceed the serviceable limits specified in Table 1 or Table 2, as applicable, of GE CF6-6 SB 72-971, Revision 2, dated August 27, 1991. (c) For engines with CRF casings inspected after December 11, 1990 (the effective date of AD 90-24-12), reinspect and remove from service CRF casings in accordance with the inspection intervals and crack limits specified in Table 1 of GE CF6-6 SB 72-971, dated October 2, 1990, until the first scheduled inspection after the effective date of this AD. (d) Thereafter, reinspect and remove from service CRF casings in accordance with the inspection intervals and crack limits specified in Table 1 or Table 2, as applicable, of GE CF6-6 SB 72-971, Revision 2, dated August 27, 1991. (e) At the next shop visit, but not later than 4,500 CIS after the effective date of this AD, perform a visual, fluorescent-penetrant, and radiographic inspection of the CRF, and rework the CRF in accordance with GE CF6-6 SB 72-977, dated March 15, 1991. (f) For the purpose of this AD, a shop visit is defined as the CRF exposed at the piece-part level. (g) Compliance with paragraph (e) of this AD eliminates the inspection requirements of paragraphs (a), (b), (c), and (d) of this AD and constitutes a terminating action to this AD. (h) An 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, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Engine Certification Office. (i) 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. (j) The reinspections and removal of CRF casings shall be done in accordance with General Electric CF6-6 Service Bulletin 72-971, dated October 2, 1990. This incorporation by reference was previously approved by the Director of the Federal Register at 55 FR 48591, (December 11, 1990) in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies of General Electric service bulletins may be obtained from General Electric Aircraft Engines, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. (k) The inspections and rework shall be done in accordance with the following General Electric Company documents: Document Number Page Number Issue/Rev Date GE CF6-6 SB 72-971 1-11 Revision 2 8/27/91 12 Original 10/2/90 Total: 12 pages GE CF6-6 SB 72-977 1-34 Original 3/15/91 Total: 34 pages 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 of General Electric service bulletins may be obtained from General Electric Aircraft Engines, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. (l) This amendment becomes effective on May 26, 1992.
2013-05-15: We are adopting a new airworthiness directive (AD) for Robinson Helicopter Company (Robinson) Model R44 and R44 II helicopters equipped with emergency floats. This AD requires replacing the inflation valve assembly. This AD was prompted by the failure of the emergency floats to deploy during a factory test because a needle was binding within the inflation valve assembly. The actions are intended to prevent the failure of the floats to inflate during an emergency landing.
98-21-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB 2000 series airplanes. This action requires repetitive functional tests (checks) to verify proper operation of the nose wheel steering system (NWSS) limitswitch, and replacement of the existing limitswitch with a new limitswitch, 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 combined failure of the limitswitch and the feedback shaft in the NWSS servo unit, which could result in uncommanded nose wheel steering deflection and reduced controllability of the airplane on the ground during takeoff or landing.
80-12-05 R2: 80-12-05 R2 BRITISH AEROSPACE, INC. (formerly Hawker Siddeley Aviation, Ltd.): Amendment 39-3789 as amended by Amendment 39-4390 is further amended by Amendment 39- 4580. Applies to Models HS/DH/BH 125 airplanes, all series, certificated in all categories. Compliance is required as indicated. To detect and correct cracks in the bridge casting of the nose landing gear drag stay assembly and prevent possible nose landing gear collapse, accomplish the following: (a) Upon the accumulation of 2000 landings on the bridge casting or within the next 100 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 900 landings on the bridge casting from the last inspection or every two years, whichever occurs first, inspect and rework or replace as necessary the bridge casting P/N 25UN49A in accordance with Section 2A "Accomplishment Instructions" of British Aerospace Service Bulletin 32-184, Revision 2, dated October 20, 1980, or an FAA-approved equivalent. (b) Prior to the installation of modified bridge casting P/N 25UN49AD held as spares or in store, accomplish the inspection and rework specified in paragraph (a) of this AD. NOTE: British Aerospace Modification 252677 introduces a new production standard of bridge casting P/N 25UN49AD, which incorporates "radiusing," polishing, and special surface treatment of the bridge area. (c) For modified bridge castings, P/N 25UN49AD, continue to inspect in accordance with paragraph 2.A., "Accomplishment Instructions," of British Aerospace Service Bulletin 32- 184, Revision 3, dated June 24, 1982, or an FAA-approved equivalent. (d) For purposes of complying with this AD, for airplanes for which no records exist that indicate the number of landings the bridge casting has accumulated, the number of landings may be estimated by using the total airplane time in service in hours on a 1-to-1 ratio. (e) Upon request of the operator, an FAA maintenance inspector may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increased inspection interval requested for that operator. (f) 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. 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). Amendment 39-3789 became effective June 16, 1980. Amendment 39-4390 became effective June 8, 1982. This Amendment 39-4580 becomes effective March 16, 1983.
2006-12-08: The FAA is adopting a new airworthiness directive (AD) for Goodrich evacuation systems approved under TSO-C69b and installed on certain Airbus Model A330-200 and -300 series airplanes, Model A340-200 and -300 series airplanes, and Model A340-541 and -642 airplanes. This AD requires inspecting to determine the part number of the pressure relief valves on the affected Goodrich evacuation systems, and corrective action if necessary. This AD results from a report indicating that, during maintenance testing, the pressure relief valves on the affected Goodrich evacuation systems did not seal when activated, which caused the pressure in the escape slide/raft to drop below the minimum allowable raft mode pressure. We are issuing this AD to prevent loss of pressure in the escape slides/rafts after an emergency evacuation, which could result in inadequate buoyancy to support the raft's passenger capacity during ditching, and increase the chance for injury to raft passengers.
2013-05-21: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model EC130 B4 helicopters with a cabin vibration damper installed. This AD requires installing a vibration damper casing assembly on both sides of the helicopter. This AD was prompted by a crack and failure of a cabin vibration damper blade. The actions of this AD are intended to modify the cabin vibration damper assembly to prevent contact with the flight controls in the event of a cabin vibration blade failure, jamming of a flight control, and subsequent loss of control of the helicopter.
98-20-37: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and -300 series airplanes, that requires the replacement of certain switches located in the cabin attendant's panel at doors 1 and 3 right with new, improved switches. This amendment is prompted by reports indicating that fires have occurred on some airplanes due to the internal failure of some of these switches. The actions specified by this AD are intended to prevent the installation and use of such switches that could short circuit when they fail, and consequently cause fire and smoke aboard the airplane.