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93-23-12: 93-23-12 LEARJET, INC.: Amendment 39-8748. Docket 93-NM-191-AD. Applicability: Model 60 airplanes having serial numbers 60-002 through 60-021, inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent overheating of the auxiliary cabin and cockpit heaters, which could potentially result in a fire, accomplish the following: (a) Within 10 flight hours after the effective date of this AD, deactivate the auxiliary cabin and cockpit heating systems; and install a placard stating, "Cabin and Cockpit Heat Inop" adjacent to the AUX HT Switch (S44) on the co-pilot's switch panel; in accordance with Learjet Alert Service Bulletin SB A60-21-1, dated November 1, 1993. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with section 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The deactivation and placard installation shall be done in accordance with Learjet Alert Service Bulletin SB A60-21-1, dated November 1, 1993. 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, as of December 15, 1993 (58 FR 63060, November 30, 1993). Copies may be obtained from Learjet, Inc., P.O. Box 7707, Wichita, Kansas 67277-7707. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Wichita ACO, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 15, 1993.
52-04-08: 52-04-08 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than May 1, 1952. Relocate the anti-icing heater controls to the main bus. (Trans World Airlines Engineering Order 5759 covers this same subject.)
93-07-08: 93-07-08 AEROSPATIALE: Amendment 39-8540. Docket 92-NM-128-AD. Applicability: Model ATR42-300 and -320 series airplanes and Model ATR72-100 and - 200 series airplanes, as listed in Aerospatiale Service Bulletins ATR42-55-0005, Revision 2, dated October 28, 1991, and ATR72-55-1001, Revision 2, dated October 28, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced controllability of the airplane, accomplish the following: (a) Within 30 days after the effective date of this AD, remove the cotter pins on the left and right elevator tab hinges; recheck the torque of the nuts; and install correct size cotter pins, in accordance with Aerospatiale Service Bulletin ATR42-55-0005, dated November 9, 1990, or Revision 1, dated May 28, 1991, or Revision 2, dated October 28, 1991 (for Model ATR42-300 and -320 series airplanes); or Aerospatiale Service Bulletin ATR72-55-1001, dated November 9, 1990, or Revision 1, dated April 10, 1991, or Revision 2, dated October 28, 1991 (for Model ATR72-100 and -200 series airplanes); as applicable. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113. 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, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, 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 removal and installation shall be done in accordance with the following Aerospatiale service bulletins, as applicable, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page ATR42-55-0005, November 9, 1990 1-7 Original November 9, 1990 ATR42-55-0005, Revision 1, May 28, 1991 1-3, 5, 7 4, 6 1 Original May 28, 1991 November 9, 1990 ATR42-55-0005, Revision 2, October 28, 1991 1-3, 4, 6 5, 7 2 Original 1 October 28, 1991 November 9, 1990 May 28, 1991 ATR72-55-1001, November 9, 1990 1-7 Original November 9, 1990 ATR72-55-1001, Revision 1, April 10, 1991 1-2, 5, 7 3-4, 6 1 Original April 10, 1991 November 9, 1990 ATR7-55-1001, Revision 2, October 28, 1991 1-2 3-4, 6 5, 7 2 Original 1 October 28, 1991 November 9, 1990 April 10, 1991 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Aerospatiale, 316 Routede Bayonne, 31060 Toulouse, Cedex 03, 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, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 26, 1993.
2014-16-16: We are adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 ECJ, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD requires, for certain airplanes, retorquing and replacing the pylon outboard and inboard lower link fittings. For all airplanes, this AD requires repetitive retorquing of the pylon outboard and inboard lower link fittings. This AD was prompted by a report of a loose lower link assembly on the left and right pylons. We are issuing this AD to prevent loss of a shear pin on the pylon outboard and inboard lower link fittings, which could result in failure of the fitting and consequent separation of the engine from the wing.
2000-02-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta Model AB412 helicopters with certain rescue hoists installed. This action requires replacing the rescue hoist hook assembly retention pin (retention pin) and periodically inspecting the rescue hoist. This amendment is prompted by an incident in which a rescue hoist hook assembly separated from a helicopter due to a missing retention pin. The actions specified in this AD are intended to prevent separation of the rescue hoist hook assembly from the helicopter due to failure of the retention pin. Loss of the rescue hoist hook assembly could result in loss of the person on the rescue hoist. Also, with the loss of the weight of the hoist cable assembly, the rescue hoist cable could become entangled with a main rotor or tail rotor blade, and result in damage or separation of a rotor blade and subsequent loss of control of the helicopter.
70-15-18: 70-15-18 MITCHELL INDUSTRIES, INC., doing business as EDO-AIRE MITCHELL: Amendment 39-1046. Applies to the Mitchell Century II, Century III (Serial Numbers 624 and below) and Stabilizer, automatic pilot and automatic aileron stabilizer instruments, and to Piper AutoControl III, Altimatic III and AutoFlite automatic pilot and automatic aileron stabilizer instruments installed in various light aircraft in accordance with the following Supplemental Type Certificates: AIRCRAFT MAKE SUPPLEMENTAL TYPE CERTIFICATE NUMBERS Aero Commander SA680SW Beech SA617SW SA742SW SA755SW SA800SW SA638SW SA745SW SA761SW SA824SW SA651SW SA754SW SA767SW SA837SW Cessna SA603SW SA624SW SA668SW SA784SW (See also Wren) SA606SW SA637SW SA669SW SA789SW SA607SW SA658SW SA709SW SA795SW SA621SW SA667SW SA737SW SA829SW deHavilland (See Riley 400) Helio SA615SW Maule SA693SW Piper SA511SW SA540SW SA596SW SA757SW SA525SW SA566SWSA662SW SA822SW SA532SW SA576SW SA707SW SA862SW SA533SW SA581SW SA756SW SA921SW Riley 400 (deHavilland modified per STC's SA120SO, SE163SO and SA164SO) SA676SW Wren (Cessna modified per SA791SW STC No. SA485SW) Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent slippage of servo bridle cable clamps and resultant binding of the control system, accomplish the following: Remove Servo Bridle Cable Clamps, Mitchell P/N 42A173 or 42A184, as applicable, and replace with new Servo Bridle Cable Clamps, Mitchell P/N 42A173-1 or 42A184-1, as applicable, in accordance with the installation instructions in Mitchell Industries, Inc. Service Bulletin No. MB-1 dated 2-11-68, revised as Edo-Aire Mitchell Service Bulletin No. MB-1 dated 6-1-70, or later FAA approved revision, or in accordance with instructions approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. The revised bulletin may be obtained from Edo-Aire Mitchell, P.O. Box 610, Mineral Wells, Texas 76067. This Amendment becomes effective August 31, 1970.
2022-18-14: The FAA is superseding Airworthiness Directive (AD) 2017-19- 13, AD 2018-24-04, and AD 2019-23-02, which applied to certain Airbus SAS Model A330-200 series, A330-200 Freighter series, and A330-300 series airplanes. ADs 2017-19-13, 2018-24-04, and 2019-23-02 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by the FAA's determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2019-23-02, adds airplanes to the applicability, and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2014-15-21: We are superseding Airworthiness Directive (AD) 2006-26-06 for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Rolls-Royce engines. AD 2006-26-06 required repetitive inspections to detect cracks of the outer V-blades of the thrust reverser, and corrective action if necessary. AD \n\n((Page 48025)) \n\n2006-26-06 also provided for an optional terminating action for the repetitive inspections. This new AD adds, for airplanes on which the optional terminating action is done, repetitive inspections for cracking in the outer V-blade fittings of the hinge beam and latch beam ends of each thrust reverser half, and replacement of an affected thrust reverser half if necessary. This new AD also adds airplanes to the applicability. This AD was prompted by reports of cracked outer V- blade fittings at the hinge beam end of Rolls-Royce engine thrust reversers, on airplanes on which the optional terminating action was done. We are issuing this AD to preventseparation of a thrust reverser from the airplane during normal reverse thrust or during a refused takeoff, which could result in unexpected thrust asymmetry and a possible runway excursion.
2000-01-17: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90 series airplanes, that requires a one-time detailed visual inspection to detect fatigue cracking of certain longerons and the attaching frames of the lower left nose; and repair, if necessary. This amendment also requires installation of a preventive modification. This amendment is prompted by several reports of fatigue cracking of certain longerons and the attaching frames. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the fuselage, and consequent loss of pressurization of the airplane.
2000-01-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050 series airplanes. For certain airplanes, this action requires modification of the electrical power supply of the landing gear anti-skid unit. For certain airplanes, this action also requires a revision to the Airplane Flight Manual (AFM) to provide the flight crew with procedures for calculating the accelerate-stop distance for certain conditions, and installation of a new ground idle stop assembly and new placards on the top cover of the pedestal, which terminates the requirements for the AFM revision. 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 interruption of the anti-skid system function, or inadvertent selection of reverse thrust during a rejected takeoff. Either of these conditions could result in reduced controllability of the airplane.
87-07-08: 87-07-08 LOCKHEED-GEORGIA COMPANY: Amendment 39-5592. Applies to Lockheed JetStar Model 1329 and JetStar Model 1329-25 series airplanes, equipped with an AiResearch Aviation Company Model GTCP 30-92 Auxiliary Power Unit (APU) in accordance with STC SA1043WE or STC SA3297WE, certificated in any category. Compliance required as indicated, unless previously accomplished. To minimize the potential for fuel fumes entering the passenger compartment, accomplish the following: A. Within the next 600 hours time-in-service or 12 months after the effective date of this AD, whichever occurs earlier: 1. Install an improved APU fuel supply shutoff valve, Valcor P/N V4700- 130, in accordance with AiResearch Aviation Company Service Bulletin No. 11.37, dated December 19, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. 2. Visually inspect the sealing joint of the fuel control governor cover for fuelleaks, seal (O-ring) extrusion, and cover distortion, and replace, if necessary, prior to further flight, in accordance with the AiResearch Aviation Company Service Bulletin mentioned above. B. Special 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. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Lockheed-Georgia Company, 86 South Cobb Drive, JetStar Customer Support, Dept. 64-26, Zone 668, Marietta, Georgia, 30063; or AiResearch Aviation Company, Customer Support Department, 6201 West Imperial Highway, Los Angeles, California 90045. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective May 1, 1987.
2014-12-51: We are publishing a new airworthiness directive (AD) for Airbus Helicopters Model EC130B4 and EC130T2 helicopters, which was sent previously to all known U.S. owners and operators of these helicopters. This AD requires repetitively inspecting the Fenestron to tailboom junction frame (junction frame) for a crack. This AD is prompted by reports of a crack propagating through the junction frame on two EC130B4 helicopters. These actions are intended to detect a crack and to prevent failure of the junction frame, which could result in loss of the Fenestron and subsequent loss of control of the helicopter.
2014-15-04: We are adopting a new airworthiness directive (AD) for certain Saab AB, Saab Aerosystems Model SAAB 2000 airplanes. This AD was prompted by a report of rudder pedal restriction which was the result of water leakage at the inlet tubing of an in-line heater in the lower part of the forward fuselage. This AD requires deactivating the potable water system, or alternatively filling and activating the potable water system. We are issuing this AD to prevent rudder pedal restriction due to the pitch control mechanism becoming frozen as the result of water spray, which could prevent disconnection and normal pitch control, and consequently result in reduced controllability of the airplane.
2000-01-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 and 200) series airplanes, that currently requires repetitive inspections to detect cracks of a certain bulkhead web of the fuselage at certain locations, and repair, if necessary. This amendment revises the repetitive inspection intervals for certain airplanes, and requires modification or repair, as applicable. This amendment is prompted by the development of a modification that will adequately address the identified unsafe condition. The actions specified by this AD are intended to detect and correct fatigue cracking, which could result in uncontrolled depressurization of the airplane and/or reduced structural integrity of the fuselage.
85-10-05 R1: 85-10-05 R1 ROLLS-ROYCE LIMITED: Amendment 39-5063 as amended by Amendment 39-5239. Applies to Rolls-Royce RB211-22B and RB211-524B, -524C, and -524D series turbofan engines. Compliance is required as indicated unless already accomplished. To prevent an internal oil fire, failure of the low compressor rotor shaft, and subsequent low turbine rotor overspeed leading to an uncontained rotor failure, accomplish the following: Prior to December 31, 1987, incorporate low pressure rotor location bearing area modifications as specified in Rolls-Royce Mandatory SB RB211-72-6847, Revision 2, dated March 30, 1984, or FAA approved equivalent. Upon request, an alternate means of compliance may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. The manufacturer's SB identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received the SB from the manufacturer may obtain copies upon request to Rolls-Royce Limited, Technical Publications Department, P.O. Box 31, Derby DE2 8BJ, England. The SB may also be examined at the office of the Regional Counsel, New England Region, Federal Aviation Administration, Rules Docket No. 84-ANE-14, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays between the hours of 8:00 a.m. and 4:30 p.m. except Federal holidays. Amendment 39-5063 became effective on July 23, 1985.This Amendment 39-5239 becomes effective on March 28, 1986.
78-18-06: 78-18-06 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3296 is further amended by amendment 39-3498. Applies to Lockheed-California Company Model L-1011-385 Series airplanes certificated in all categories. Compliance required as indicated, unless previously accomplished. To prevent the transfer of potentially hazardous quantities of vapors from the engine compartment into the afterbody of the airplane, accomplish the following: (a) For airplanes with 7500 or more hours total time in service on the effective date of this AD, within the next 1000 hours time in service, inspect the center engine "S" duct flexible fire seal Part No. 1506933-101 per paragraph (c) below. (b) For airplanes with less than 7500 hours total time in service on the effective date of this AD, prior to the accumulation of 8500 hours total time in service, inspect the center engine "S" duct flexible fire seal per paragraph (c) below. (c) Visually inspect the center engine "S" duct flexible fire seal for depth of groove and/or tears per the procedures set forth in paragraph 2.A of Lockheed California Service Bulletin 093-54-030 dated March 28, 1978 (hereinafter referred to as SB 093-54-030). NOTE: Service Bulletin 093-54-030 dated March 28, 1978 and Service Bulletin 093-54-030, Revision 1, are suitable for demonstrating compliance with paragraphs (c) through (h) of this AD. (d) If there are no tears, and evidence of grooving is observed, or if groove depth is determined to be less than 0.035 inch using the procedures of paragraph 2.A of SB 093-54-030, the seal may be retained in service with performance of repetitive inspections at intervals not to exceed 1500 hours total time in service. (e) If there are no tears and seal is worn to a groove depth greater than 0.035 inch but less than 0.050 inch: (1) Continue worn part in service and reinspect within 1000 hours additional time in service; or (2) Repair seal per paragraph 2.C of Service Bulletin 093-54-030dated March 28, 1978 or per paragraph 2.D of Service Bulletin 093-54-030, Revision 1, and reinspect within 8500 hours additional time in service; or (3) Replace seal with like serviceable part per paragraph 2.B of SB 093-54- 030 and reinspect per paragraph 2.A of SB 093-54-030 within 8500 hours additional time in service. (f) If seal is worn to a groove depth equal to or greater than 0.050 inch but is intact, within 500 hours additional time in service, repair seals per paragraph 2.C of SB 093-54-030 or replace seal per paragraph 2.B of SB 093-54-030 and reinspect per paragraph 2.A of SB 093-54- 030 within 8500 hours additional time in service. (g) If seal is worn through or torn, within 250 hours additional time in service repair seal per paragraph 2.C of SB 093-54-030 or replace seal per paragraph 2.B of SB 093-54-030 and reinspect per paragraph 2.A of SB 093-54-030 within 8500 hours additional time in service. (h) Actions required per this AD may be terminated whenchafing protection (Belt Assembly Part Number 1619429-101) is installed per paragraph 2.D of SB 093-54-030 in conjunction with a new, used, or repaired center engine "S" duct flexible fire seal which meets the criteria of paragraph (d) or (e)(2) of this AD. Revert to routine maintenance/inspection practices. (i) Equvalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (j) Special flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate aircraft to a base for accomplishment of inspections and/or maintenance required by paragraph (b) of this AD. (k) Upon request of operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the initial and 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 increase for that operator. Amendment 39-3296 became effective October 13, 1978. This amendment, 39-3498, becomes effective June 25, 1979.
2000-01-08: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace BAe Model ATP airplanes, that requires a one-time inspection of the orientation of certain bolts of the rudder standby control system (SCS), and reinstallation of the bolts, 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 prevent uncommanded engagement of the rudder SCS, which could result in reduced controllability of the airplane.
88-16-51 R1: 88-16-51 R1 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-6053. Applies to all Model EMB-120 series airplanes, certificated in any category. Compliance required within 24 hours after the effective date of this AD, unless previously accomplished. To prevent an overspeed occurrence, accomplish the following: A. Insert the following into the FAA-approved Airplane Flight Manual (AFM) and alert all flight crews. This may be accomplished by inserting a copy of this airworthiness directive (AD) into the appropriate section of the AFM. 1. LIMITATIONS: POWERPLANT - INFLIGHT OPERATIONS AT POWER SETTINGS BELOW FLT IDLE NOT APPROVED. 2. EMERGENCY PROCEDURES IN CASE OF PROPELLER OVERSPEED: - POWER LEVER (AFFECTED ENGINE) FLT IDLE - CONDITION LEVER (AFFECTED ENGINE) FEATHER - SYNCHROPHASING OFF - POWER LEVER (OPERATIVE ENGINE) ......FLT IDLE (ALTITUDE PERMITTING) - FLAPS..................15 DEGREES (AIRSPEED PERMITTING) - AIRSPEED..........................................125 KIAS MINIMUM NOTE POWER REDUCTION ON THE OPERATIVE ENGINE WILL INCREASE DECEL RATE TO 125 KIAS AND WILL PREVENT ADVERSE AIRCRAFT HANDLING QUALITIES ASSOCIATED WITH Vmc. OPERATIVE ENGINE MAY BE USED AS NECESSARY TO MAINTAIN ALTITUDE AIRSPEED. NOTE WITH Np ABOVE 120 PERCENT, BOTH MECHANICAL AND ELECTRICAL AUXILIARY FEATHER SYSTEMS MAY NOT HAVE SUFFICIENT AUTHORITY TO FEATHER THE PROPELLER. THEREFORE, IT IS NECESSARY TO REDUCE THE Np BELOW 120 PERCENT IN ORDER TO OBTAIN SATISFACTORY FEATHERING ACTION. - IF Np IS BELOW 120 PERCENT: o ELECTRIC FEATHERING SWITCH ON - IF Np IS ABOVE 120 PERCENT: o AIRSPEED/FLAPS REDUCE AIRSPEED EXTEND FLAPS PER TABLE BELOW TO REDUCE Np BELOW 120 PERCENT: MINIMUM AIRSPEED FLAPS 125 KIAS 15 DEGREES 120 KIAS 25 DEGREES 115 KIAS 45 DEGREES o POWER LEVER (OPERATIVE ENGINE) AS REQUIRED (SEE TABLE ABOVE) NOTE WITH FLAPS LOWERED PAST 15 DEGREES, THE LANDING GEAR WARNING WILL SOUND. o ELECTRICAL FEATHER SWITCH ON NOTE THE ELECTRICAL AUXILIARY FEATHERING PUMP IS AUTOMATICALLY TURNED OFF AFTER 20 SECONDS. THEREFORE, FOR FURTHER PUMP OPERATION, IT IS NECESSARY TO TURN THE SWITCH OFF, THEN ON. THE PUMP IS CAPABLE OF SIX CONSECUTIVE OPERATIONS. - IF PROPELLER DOES NOT FEATHER: WARNING! DO NOT SHUT DOWN THE AFFECTED ENGINE UNLESS ADDITIONAL FAILURES WARRANT SHUTDOWN. o AIRSPEED 25 KIAS (MIN) o FLAPS 15 DEGREES o LAND AS SOON AS POSSIBLE USE PROCEDURES FOR A ONE ENGINE INOPERATIVE APPROACH AND LANDING. MAINTAIN Vref +10 UNTIL LANDING ASSURED. - WHEN PROPELLER IS FEATHERED: o CONDITION LEVER FUEL CUT OFF o COMPLETE PRECAUTIONARY ENGINE SHUTDOWN IF PROPELLER IS FEATHERED PRIOR TO LANDING. B. An alternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Atlanta Aircraft Certification Office. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to Embraer, 276 S.W. 34th Street, Fort Lauderdale, Florida 33315. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. This amendment, 39-6053, revises Telegraphic AD 88-16-51 issued August 5, 1988. This amendment, 39-6053 (AD 88-16-51 R1), becomes effective November 7, 1988.
56-19-02: 56-19-02 HAMILTON STANDARD: Applies to All 2J17 Steel Propeller Blades Installed on Boeing 377 Aircraft. Compliance required as specified herein. This note consolidates all items of AD notes and revisions issued on the subject propeller blades prior to August 1, 1956. Only those items that are still in effect are included. I. The inspection and maintenance procedures given in Hamilton Standard Service Bulletin No. 302, except as modified by this AD must be accomplished on a continuing basis. II. No external deicers shall be used on the exposed metal portions of the blade. III. Blades of the "stiffener type" shall not be used. IV. The following r.p.m. restrictions shall be included in the aircraft placard: (A) For aircraft having zinc-plated blades: (1) "Avoid ground running under static conditions above 2,600 r.p.m." (2) "Avoid continuous ground operation between 1,400 and 2,000 r.p.m." (3) "Avoid continuous operation in flight below 1,750 r.p.m. except 1,400 r.p.m. may be used for level cruise but not for descent." (B) For aircraft having nickel-plated blades: (1) "Avoid ground running under static conditions above 2,500 r.p.m." This shall be accomplished by increasing the settings of the low pitch stops in the propeller hub. (2) "Avoid continuous ground operation between 1,400 and 1,900 r.p.m." (3) "Avoid continuous operation in flight below 1,750 r.p.m. except 1,400 r.p.m. may be used for level cruise but not for descent." V. Propeller blades in service that have not been renovated or rebuilt by Hamilton Standard. Blade Serial Numbers below 649,400. (A) Conduct hand magnetic inspection of entire blade at 400-500 hour intervals of operation. (B) Blades on which corrosion was found and repaired within acceptable tolerances must not have these reworked areas covered with any material which would preclude discovery of a crack or other defect. Direct inspection, the use of hand magnetic inspection procedures or equivalent, must remain effective. (C) Conduct hand magnetic inspection of garter area daily on blades on which corrosion was found and repaired. On blades on which no corrosion was found, conduct similar inspection at 65-hour intervals of operation. (D) Conduct electrical leakage check in accordance with Section G-3 of Hamilton Standard Service Bulletin No. 302 at 120-hour intervals of operation for blades with Serial Numbers below 619,000 and 500-600 hour intervals for blades with Serial Numbers from 619,000 to 649,400. (E) Conduct electrical resistance check in accordance with Section G-4 of Hamilton Standard Service Bulletin No. 302 as follows: (1) Within 65 hours after each deicer circuit energization. (NOTE: When propeller deicing is used regularly over an extended period of time resistance checks may be conducted at 65-hour intervals of operation rather than after each use.) A means should be provided at the deicer circuit switches that will clearly indicate when a switch has been operated to energize the circuits. Maintenance procedures and instructions should be established to provide for the resistance check within the specified time whenever the indicator shows that the deicer circuits have been energized. (2) At each composite service, not to exceed 200 hours. VI. New propeller blades incorporating special treatment of unplated area and an 8- inch rubber sleeve in place of narrow garter previously used. These new blades can be identified by (1) presence of 8-inch sleeve in place of narrow garter, (2) Serial Numbers above 649,400, (3) model designation 2J17H3-8W change AE or later (zinc plate), 2J17Z3-8W change R or later (nickel plate), 2J17AG3-8W (zinc plate) or 2J17AH3-8W (nickel plate). (A) At a maximum of 1,500 hours operation, remove the sleeve, and inspect the exposed area for corrosion, and the entire blade visually and hand or machine magnetically for other defects. If the blade satisfactorily passes inspection, a new sleeve shall be installed prior to further service. These inspections shall be repeated at intervals of 1,500 hours of operation maximum. (B) Conduct electrical leakage check in accordance with Section G-3 of Hamilton Standard Service Bulletin No. 302 at the time of hand magnetic inspection specified in VI. (A). (C) Conduct electrical resistance check in accordance with Section G-4 of Hamilton Standard Service Bulletin No. 302 as follows: (1) Within 65 hours after each deicer circuit energization. (NOTE: When propeller deicing is used regularly over an extended period of time, resistance checks may be conducted at 65-hour intervals of operation rather than after each use.) A means should be provided at the deicer circuit switches that will clearly indicate when a switch has been operated to energize the circuits. Maintenance procedures and instructions should be established to provide for resistance check within the specified time whenever the indicator shows that the deicer circuits have been energized. (2) At each composite service, not to exceed 200 hours. VII. Factory renovated propeller blades incorporating special treatment of unplated area and an 8-inch rubber sleeve in place of narrow garter previously used. These blades can be identified by (1) presence of 8-inch sleeve in place of narrow garter, (2) Serial Numbers between 645,300 and 649,400, (3) model designation 2J17H3-8W prior to change AE (zinc plate), or 2J27Z3-8W prior to change R (nickel plate). (A) At a maximum of 1,500 hours of operation remove the sleeve, and inspect the exposed area for corrosion, and the entire blade visually and hand or machine magnetically for other defects. If the blade satisfactorily passes inspection a new sleeve shall be installed prior to further service. These inspections shall be repeated at intervals of 1,500 hours of operation maximum. (B) Conduct electrical leakage check in accordance with Section G-3 of Hamilton Standard Service Bulletin No. 302 at the time of hand magnetic inspection specified in VII.(A). (C) Conduct electrical resistance check in accordance with Section G-4 of Hamilton Standard Service Bulletin No. 302 as follows: (1) Within 65 hours after each deicer circuit energization. (NOTE: When propeller deicing is used regularly over an extended period of time, resistance checks may be conducted at 65-hour intervals of operation rather than after each use.) A means should be provided at the deicer circuit switches that will clearly indicate when a switch has been operated to energize the circuits. Maintenance procedures and instructions should be established to provide for the resistance check within the specified time whenever the indicator shows that the deicer circuits have been energized. (2) At each composite service, not to exceed 200 hours. VIII. Check strength of hand magnets for conformance withHamilton Standard Service Bulletin No. 302 or equivalent before each use, or daily when in continued use. IX. To supplement the above precautions, while in flight continue to monitor the vibration indicator at least hourly for any indication of progressive unbalance. X. While in flight continue to monitor the propeller deicer current load meter for any indication of deicer heater resistance change. This supersedes AD 55-21-01.
75-07-03: 75-07-03 LOCKHEED: Amendment 39-2133 as amended by Amendment 39-2744. Applies to L-1011-385-1 series airplanes certificated in all categories. Compliance required as indicated. To prevent the possibility of an out-of-trim Autopilot upon manual disconnect from occurring at close proximity to the ground, and to prevent operation at speeds at which the airplane may not meet stability requirements with inoperative MACH TRIM and MACH FEEL systems, and to advise the flight crew of possible incorrect failure annunciations, accomplish the following: (a) Within 100 hours time in service after the effective date of this AD, unless already accomplished, (1) Install the following placard in full view of the flight crew, "DUAL PITCH TRIM REQ'D TO 100 FT. FOR A/P USE BELOW 100 FT." (2) Revise L-1011-385-1, FAA Approved Airplane Flight Manual (AFM) Limitations sections as follows: LR 25925 by incorporating pages 1-6 and 1-7 dated March 6, 1975, or later FAA-approved revisions; and LR 25225 by incorporating pages 1-6.2 and 1-6.3 dated March 6, 1975, or later FAA-approved revisions. Also revise appropriate operations manuals to incorporate the TRIM/FEEL system failure limitations included in the above AFM pages. (b) An operator may remove the placards and discontinue the instructions imposed by this AD on his fleet of airplanes after the following actions have been accomplished. (1) All Trim Augmentation Computers, Lockheed P/N 672 443-(105, -107 or -109) in service and in spares inventory are modified per Lockheed Service Bulletin 093-22-069, dated November 26, 1974, or later FAA-approved revisions; and (2) A system of parts pooling is established to insure that only spares, modified as defined in (b)(1), above, are installed. (c) The Lockheed Company may operate and deliver an airplane to an operator without the placard required by this AD after the individual operator provides written notification to the Lockheed Company that his fleetno longer requires the placard as provided in (b), above. (d) All Trim Augmentation Computers, Lockheed P/N 672 443- (105, -107, or -109), must be modified in accordance with Lockheed Service Bulletin 093-22-069, dated November 26, 1974, or later FAA - Approved revisions, by July 1, 1977. (e) Equivalent procedures and modifications may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) An airplane may be flown to a base for the performance of the work required by this AD, per FAR's 21.197 and 21.199. (g) For those airplanes not provided for in paragraph (c), above, the Lockheed Company may operate these airplanes without the placard required by this AD if the following actions are accomplished: (1) A Lockheed P/N 672 443-113 Trim Augmentation Computer or later FAA-approved version is installed; and (2) a sign-off indicating compliance with paragraph (g) of the AD is made on the aircraft release form prior to each flight. Amendment 39-2133 became effective March 27, 1975. This Amendment 39-2744 becomes effective October 20, 1976.
93-24-12: 93-24-12 LOCKHEED: Amendment 39-8761. Docket 92-NM-199-AD. Applicability: Model L-1011-385-1, -385-1-14, -385-1-15, and -385-3 series airplanes; as listed in Lockheed Service Bulletin 093-52-155, Revision 1, dated October 23, 1989, and Lockheed Service Bulletin 093-53-252, Revision 2, dated April 25, 1989; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the cargo door latching mechanism, which could lead to the cargo door opening during flight and resulting in rapid decompression of the airplane, accomplish the following: (a) For airplanes listed in Lockheed Service Bulletin 093-52-155, Revision 1, dated October 23, 1989: Prior to the accumulation of 8,000 total landings, or within 1,800 landings after the effective date of this AD, whichever occurs later, perform a one-time visual inspection to detect excessive thickness of the shims installed under the hinges of the C-1A cargo door in accordance with Lockheed Service Bulletin 093-52-155, Revision 1, dated October 23, 1989. Accomplishment of this inspection is considered to constitute compliance with the similar inspection requirements of AD 91-05-05, Amendment 39-6878, for this same area. (1) If any shim is found that exceeds 0.125 inch for single leg hinges, or 0.140 inch for double leg hinges, prior to further flight, install a structural doubler on the hinge and a new shim, in accordance with the procedures described in the service bulletin. (2) If any shim is found that equals or is less than 0.125 inch for single leg hinges, or 0.140 inch for double leg hinges, no further action is required for that shim. (b) For airplanes listed in Lockheed Service Bulletin 093-53-252, Revision 2, dated April 25, 1989: Prior to the accumulation of 8,000 total landings or within 1,800 landings after the effective date of this AD, whichever occurs later, inspect the lower sill latch fittings and serrated plates ofthe C-1A cargo door for cracks and corrosion, in accordance with Lockheed Service Bulletin 093-53-252, Revision 2, dated April 25, 1989. Additionally, perform a hardness test to determine the condition of the heat treatment of the serrated plates. NOTE 1: Lockheed Service Bulletin 093-53-252, Revision 2, dated April 25, 1989, refers to Lockheed Service Modification/Kit Drawing 1646587, Revision C, dated August 14, 1987, for additional information concerning the inspection procedures, corrosion limit specifications, crack limit specifications, and modifications relative to the requirements of this paragraph. (1) If any cracked latch fitting is found, prior to further flight, replace the latch fitting with a serviceable part. (2) If any corroded latch fitting is found, prior to further flight, replace the latch fitting with a serviceable part. However, if the latch fitting is of a condition suitable for refurbishment, as referred to in the service bulletin, it may berefurbished and reused. (3) If any cracked serrated plate is found, prior to further flight, replace it with a serviceable part. However, if the cracked serrated plate is determined to be suitable for reuse, as referred to in the service bulletin, it may be reinstalled for an additional 1,000 landings only, at which time it then must be replaced. (4) If no crack or corrosion is found in any serrated plate, prior to further flight, apply cadmium plating to the plate in accordance with the service bulletin. (5) If any serrated plate is found with improper heat treatment, prior to further flight, reprocess the plate or replace the plate with a serviceable part in accordance with the service bulletin. (c) 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, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. Operators shall submit theirrequests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. (d) 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. (e) The inspection and installation shall be done in accordance with Lockheed Service Bulletin 093-52-155, Revision 1, dated October 23, 1989. The inspection, hardness test, replacement, refurbishment, reinstallation, application of cadmium plating, and reprocessing shall be done in accordance with Lockheed Service Bulletin 093-53-252, Revision 2, dated April 25, 1989, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 4-5 2 April 25,1989 2-3 Original March 15, 1988 The incorporation by reference of these documents 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 Lockheed Western Export Company (LWEC), Dept. 693, Zone 0755, 86 South Cobb Drive, Marietta, Georgia 30063. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Atlanta Aircraft Certification Office (ACO), 1669 Phoenix Parkway, Atlanta, Georgia; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on January 10, 1994.
89-16-04: 89-16-04 BRITISH AEROSPACE (BAe) PLC: Amendment 39-6268. Applicability: Jetstream Model 3101 (all serial numbers) airplanes equipped with Sperry SPZ-200B or SPZ-500 autopilot installations. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent the possible loss of elevator trim control, accomplish the following: (a) For all airplanes on which the autopilot elevator trim servo cable has accumulated 900 or more hours time-in-service (TIS) on the effective date of this AD, within the next 100 hours TIS and thereafter at intervals not to exceed 1,000 hours TIS, replace the elevator trim servo cable, ET1, BAe Part Number 137187E472, in accordance with BAe Mandatory Alert Service Bulletin Jetstream 22-A-JA861023, Rev 1, dated January 6, 1989. (b) For all airplanes on which the autopilot elevator trim servo cable has accumulated less than 900 hours TIS on the effective date of this AD, at or before reaching1,000 hours TIS and thereafter at intervals not exceeding 1,000 hours TIS, replace the autopilot elevator trim servo cable, ET1, BAe Part Number 137187E472, in accordance with BAe Mandatory Alert Service Bulletin Jetstream 22-A-JA861023, Rev 1, dated January 6, 1989. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) 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 documents referred to herein upon request to British Aerospace PLC, Manager, Product Support, Civil Aircraft Division, Prestwick Airport, Ayrshire, KA9 2RW, Scotland; or British Aerospace, Inc., Librarian, 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 AD supersedes AD 87-07-02, Amendment 39-5579, which became effective on April 17, 1987. This amendment (39-6268, AD 89-16-04) becomes effective on August 24, 1989.
2014-15-18: We are adopting a new airworthiness directive (AD) for certain Mooney International Corporation Models M20C, M20E, M20M, M20R, and M20TN airplanes. This AD requires inspection of the outer empennage attach fittings for correct thickness with replacement as necessary. This AD was prompted by discovery of empennage attach fittings (Lugs) that do not meet the approved design dimensional requirements, which could result in possible reduction in fatigue or static strength and/or corrosion. We are issuing this AD to correct the unsafe condition on these products.
80-13-11 R2: 80-13-11 R2 DeHAVILLAND: Amendment 39-3814 as amended by Amendment 39-4703. Applies to all DHC-6 model airplanes, certificated in all categories. To prevent possible loss of control due to cracking of the elevator, flap and aileron control rods, accomplish the following: (a) On aircraft Serial Numbers 1 thru 430 and on those aircraft having as replacement control rods those with part numbers listed in Column 2 of Table 2 in DeHavilland Service Bulletin 6/390, within the next 50 hours in service or 30 days, whichever occurs first, after the effective date of this AD, unless previously accomplished within the last 350 hours in service or 150 days, whichever occurred last, visually inspect tube ends of the rod assemblies in accordance with the dye penetrant method using at least a ten power glass, in the above Bulletin's paragraph 8, 9 and 10 of ACCOMPLISHMENT INSTRUCTIONS, or approved equivalent. (b) If cracks are not or have not been found, repeat inspection in paragraph (a) within 400 hours in service or 180 days, whichever occurs first after the last inspection. Following inspection, install sleeves on rods in accordance with the above Bulletin's ACCOMPLISHMENT INSTRUCTIONS or approved equivalent and the applicable drawings and Mod numbers listed in Column 4 of Table 1. (c) On aircraft Serial Numbers 431 thru 685 and on other aircraft having as replacement control rods those with part numbers listed as "original" in Column 5 of Table 2 in the above Bulletin, within 800 hours in service or one year, whichever occurs first, from the effective date of this AD, unless previously accomplished, inspect in accordance with paragraph (a). Following inspection, install sleeves on rods in accordance with the Bulletin's ACCOMPLISHMENT INSTRUCTIONS or approved equivalent and the applicable drawings and Mod numbers listed in Column 5 of Table 1. (d) On aircraft Serial Numbers 686 and subsequent and all other aircraft on which paragraphs (b) or (c) have been accomplished: (1) Remove external paint and visually inspect with at least a ten power glass in accordance with the above Service Bulletin those areas shown in Figure 1 on all tube ends of the rod assemblies listed in Column 4 or 5 of Table 2 of the Bulletin. (2) The inspections specified in paragraph (d)(1) of this AD must be accomplished at intervals not to exceed 800 hours time-in-service, or 1 year, whichever occurs first, from the last inspection. (e) If cracks are found, the rod assembly must be replaced before further flight with rods of the same part number or equivalent inspected and found serviceable in accordance with paragraph (a); or with new rods of the same part number or equivalent; or with new Post-Mod rods whose parts are listed in Column 5 or 6 of Table 1 in the above Bulletin. (f) Report positive findings, including crack length, from any of the above inspections to the Manager, Aircraft Certification Office, FAA, New England Region, within 10 days of inspection. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) (g) Equivalent parts and procedures must be approved by the Manager, Aircraft Certification Office, FAA, New England Region. (h) Compliance times may be increased by the Manager, Aircraft Certification Office, FAA, New England Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. Amendment 39-3814 was effective July 1, 1980. This Amendment 39-4703 becomes effective August 10, 1983.
2014-12-11: We are adopting a new airworthiness directive (AD) for the Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopter. This AD requires revising the Rotorcraft Flight Manual (RFM) to include the appropriate operating limitations for performing Class D external load- combination operations. This AD was prompted by an inaccurate RFM provision, which was approved without appropriate limitations for this model helicopter for carrying Class D external rotorcraft-load combinations, including human external cargo (HEC). The actions are intended to require appropriate operating limitations to allow operators to perform Class D external load-combination operations, including HEC, in this model helicopter that now meets the Category A performance standard.