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91-25-05: 91-25-05 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-8107. Docket No. 91-NM-236-AD. Applicability: Model G-1159A (G-III) series airplanes, serial numbers 357, and 402 through 498; and Model G-IV series airplanes, serial numbers 1000 through 1180; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent avionics system failures which would severely inhibit the ability of the flight crew to deal with adverse operating conditions, as well as their ability to conduct a safe flight and landing, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, perform a one-time inspection to detect chafing or damage of the electrical feeder cable located between the power distribution box and the co-pilot's junction box, in accordance with Gulfstream Alert Customer Bulletins No. 6A (for Model G-III series airplanes), or No. 7A (for Model G-IV series airplanes), both dated October1, 1991, as applicable. (b) If chafing or damage is detected as a result of the inspection required by paragraph (a) of this AD, prior to further flight, repair the electrical feeder cable in accordance with a manner approved by the Manager, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. (c) 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, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. The request should be forwarded through an FAA Principal Maintenance or Avionics Inspector, who may concur or comment and then send it to the Manager, Atlanta ACO. (d) 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. (e) The inspection requirements shall be done in accordance with Gulfstream Alert Customer Bulletin No. 6A, dated October 1, 1991, or Gulfstream Alert Customer Bulletin No. 7A, dated October 1, 1991, as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the FAA, Small Airplane Directorate, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (f) This amendment (39-8107, AD 91-25-05) becomes effective on December 18, 1991.
2015-11-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. This AD was prompted by reports of cracked midspar fittings on the inboard and outboard nacelle struts. This AD requires repetitive inspections for cracking of the inboard and outboard midspar fittings of the nacelle struts and of the torque bulkhead, midspar chords, drag fitting, and front spar support, and doing applicable related investigative and corrective actions; replacing the midspar fittings; and doing other specified actions. We are issuing this AD to detect and correct cracking in the midspar fittings of the inboard and outboard nacelle struts, which could result in the loss of the structural integrity of the midspar fitting. This condition could cause an unsafe separation of the engine and consequent wing fire.
2000-10-22: This amendment adopts a new airworthiness directive (AD) that applies to certain REVO, Incorporated (REVO) Models Lake LA-4, Lake LA-4A, Lake LA-4P, Lake LA-4-200, and Lake Model 250 airplanes. This AD requires you to: inspect the left and right wing upper and lower spar doublers for cracks; replace any cracked parts; and incorporate a modification kit. This AD is the result of a report of a fatigue crack found at the second most inboard wing attachment bolt hole on one of the affected airplanes. Similar fatigue cracking has since been reported on seven more of the affected airplanes, including incidents where the fatigue cracking occurred on airplanes with less than 500 hours time- in-service (TIS). The actions specified by this AD are intended to detect and correct cracks in the wing spars, which could result in the wing separating from the airplane with consequent loss of control.
2000-10-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes. This action requires repetitive inspections to detect damage or deflection of the crew rest heat exchanger, and follow-on actions, if necessary. This amendment is prompted by reports of cracking and buckling of the front edge of the crew rest heat exchanger on several airplanes. The actions specified in this AD are intended to detect and correct damage or deflection of the crew rest heat exchanger, which could result in jamming of the rudder or elevator control cables, and consequent reduced controllability of the airplane.
2000-10-10: This amendment supersedes an existing airworthiness directive (AD) that applies to Eurocopter France Model AS-350B, BA, B1, B2, and D, and Model AS-355E, F, F1, F2, and N helicopters and requires inspecting the main gearbox suspension bidirectional cross-beam (cross-beam) for cracks, and replacing the cross-beam if a crack is found. This amendment requires the same inspections as the existing AD, but adds the time intervals for performing repetitive dye-penetrant inspections on cross-beams with 5,000 or more hours time-in-service (TIS). This amendment is prompted by the discovery that time intervals for performing the required dye-penetrant inspections are not included in the existing AD. The actions specified by this AD are intended to prevent failure of the cross-beam that could lead to rotation of the main gearbox, resulting in severe vibrations and a subsequent forced landing.
2015-10-04: We are superseding Airworthiness Directive (AD) 2012-09-09 for all International Aero Engines AG (IAE) V2500-A1, V2525-D5, and V2528- D5 turbofan engines, and certain serial numbers (S/Ns) of IAE V2522-A5, V2524-A5, V2527-A5, V2527E-A5, V2527M-A5, V2530-A5, and V2533-A5 turbofan engines. AD 2012-09-09 required cleaning, eddy current inspection (ECI) or fluorescent penetrant inspection (FPI), and initial and repetitive ultrasonic inspections (USIs) of certain high-pressure compressor (HPC) stage 3 to 8 drums, as well as replacement of the drum attachment nuts. This new AD expands the affected population for initial and repetitive USIs of the HPC stage 3 to 8 drum, revises the inspection intervals, requires performing ECI or FPI, requires removal of the affected attachment nuts and any HPC stage 3 to 8 drum found cracked, and adds a mandatory terminating action. This AD was prompted by the discovery that additional attachment nuts for certain HPC stage 3 to 8 drums are affected.We are issuing this AD to prevent failure of the HPC stage 3 to 8 drum, which could result in uncontained drum failure, damage to the engine, and damage to the airplane.
59-05-07: 59-05-07 VICKERS: Applies to All Viscount Model 745D Which Have PB.10 Automatic Pilot Installed. Compliance required as soon as possible but not later than December 1, 1959. In order to permit the pilots to positively disengage the trim servo clutch either by the emergency cutoff buttons on the pilots control wheel, or by the mechanical disconnect lever, a control relay (Plessey P/N 7LZ.107352 or P/N 7CZ.97508/1) should be installed in the A.C. junction box. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification Bulletin No. 2703 and associated Modification Leaflet covers this subject.)
60-23-03: 60-23-03 PIAGGIO: Amdt. 220 Part 507 Federal Register November 8, 1960. Applies to All Model P.136-L2 Aircraft. Compliance required within 25 hours' time in service from the effective date of this directive. In order to prevent hazardous quantities of oil from flowing into the engine compartment in the event of a fire, the engine oil system lines must be rerouted in accordance with Piaggio Change Order No. 36-55 which covers this same subject. This directive effective December 8, 1960.
2000-10-14: This amendment adopts a new airworthiness directive (AD) for BHTC Model 222, 222B, 222U, and 230 helicopters that requires inspecting each flapping bearing to yoke attachment bolt (bolt) and replacing each bolt that shows thread damage, shank wear, or corrosion pitting with an airworthy bolt. This amendment is prompted by the discovery of a fractured bolt during a post-flight inspection. The actions specified by this AD are intended to prevent a fracture of a bolt, failure of the bearing and yoke interface, and subsequent loss of control of the helicopter.
95-13-02: 95-13-02 TWIN COMMANDER AIRCRAFT CORPORATION: Amendment 39-9283; Docket No. 94-CE-27-AD. Applicability: The following airplane models and serial numbers, certificated in any category, that do not have the vertical stabilizer modified in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander Service Bulletin (SB) No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively: Model Serial Numbers 685 12000 through 12066 690 11000 through 11079 690A 11100 through 11344 690B 11350 through 11566 690C 11600 through 11735 690D 15001 through 15042 695 95000 through 95084 695A 96001 through 96100 NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required upon the accumulation of 2,000 hours time-in-service (TIS) on a vertical stabilizer or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished, and thereafter as indicated in the body of this AD. To prevent failure of the vertical stabilizer as a result of cracks, which, if notdetected and corrected, could result in loss of control of the airplane, accomplish the following: (a) Inspect the vertical stabilizer for cracks in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART I - INSPECTION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. (b) If damage or cracks are found within the limits of Figures 1 and 2 of the service information referenced above, prior to further flight, modify the vertical stabilizer in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. (c) If damage or cracks are found outside the limits referenced in Figures 1 and 2 of the service information referenced above or if cracks intersect, prior to further flight, replace the damaged parts with new parts in accordance with the applicable maintenance manual instructions. The requirements of this AD still apply when the damaged parts are replaced, unless the stabilizer is modified as specified in paragraph (b) of this AD. (d) If no cracks are found, accomplish one of the following: (1) Reinspect at intervals not to exceed 500 hours TIS, and modify any damaged or cracked vertical stabilizer as specified in paragraph (b) and (c) of this AD; or (2) Prior to further flight, modify the vertical stabilizer in accordance with the ACCOMPLISHMENT INSTRUCTIONS: PART II - MODIFICATION section of Twin Commander SB No. 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. This modification may be accomplished prior to further flight after any repetitive inspection as terminating action for the repetitive inspections provided no cracks are found. (e) Special flight permits may be issued in accordance with sections21.197 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. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (g) The inspections and modification required by this AD shall be done in accordance with Twin Commander Service Bulletin 218, dated May 19, 1994, including Revision Notices 1 and 2, dated July 11, 1994, and September 23, 1994, respectively. 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 Twin Commander Aircraft Corporation, 19003 59th Drive, NE., Arlington, Washington 98223. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on July 22, 1995.