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2009-13-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During a SOCATA flight test, it has been noted some difficulties for the pilot to release oxygen. After investigation it has been found that, due to the design of the oxygen generator release pin, one of the mask's lanyard linked to the pin can be jammed when it is pulled by a pilot or a passenger. This condition, if not corrected, would lead, in case of an emergency procedure due to decompression to a risk of generator fault with subsequent lack of oxygen on crew and/or passenger. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
82-06-01: 82-06-01 CANADAIR: Amendment 39-4337. Applies to Canadair Model CL-600-1A11 airplanes, Serial Numbers (S/N) 1005-1008 and 1010-1018, certificated in all categories. Compliance required as indicated. To ensure structural integrity of the windshield lower sill members, accomplish the following, unless already accomplished: 1. Prior to the accumulation of 600 hours time in service or within 25 hours time in service after the effective date of this AD, whichever occurs later, reinforce the sill members as described in paragraph 2 of Canadair Alert Service Bulletin A600-0035 dated May 28, 1981. 2. Airplanes with Canadair Modification Summary 600-680, Issue NC, installed are exempt from this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. 4. Airplanes may beflown in accordance with FAR 21.197 to a maintenance base for the accomplishment of the modification required by this AD. 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 the addresses listed above. These documents may also be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective March 16, 1982.
2009-13-04: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Excessive wear on a guide pin of a power lever has been detected during inspections. The total loss of the pin could cause loss of the flight idle stop and lead to inadvertent activation of the beta mode in flight. The inadvertent activation of beta mode in flight can result in loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
88-12-01: 88-12-01 GENERAL ELECTRIC: Amendment 39-5933. Applies to General Electric (GE) CF6-6 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of high pressure compressor (HPC) rear shafts, and/or compressor discharge pressure (CDP) seal supports, accomplish the following: (a) Remove from service, HPC rear shafts, Part Numbers 9021M68G02 through 9021M68G04 inclusive; 9021M68G07 through 9021M68G09 inclusive; 9021M68G12; and 9021M68G13; and 1380M55G01 through 1380M55G06 inclusive, as follows: (1) Remove from service HPC rear shafts which have accumulated 17,600 or more cycles since new on the effective date of this AD, within the next 400 cycles in service. (2) Remove from service HPC rear shafts which have accumulated less than 17,600 cycles since new on the effective date of this AD, at or prior to accumulating 18,000 cycles since new. (b) Remove from service, CDP seal supports, Part Numbers 9686M62P02 through 9686M62P08 inclusive; and 9686M62P10, as follows: (1) Remove from service CDP seal supports which have accumulated 17,600 or more cycles since new on the effective date of this AD, within the next 400 cycles in service. (2) Remove from service CDP seal supports which have accumulated less than 17,600 cycles since new on the effective date of this AD at or prior to accumulating 18,000 cycles since new. NOTE: This action establishes new life limits of 18,000 service cycles for the parts noted in (a) and (b) above. The new limits are published in Chapter 5 of the CF6-6 Maintenance and Shop manuals. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA airworthiness inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance schedules specified in this AD.This amendment, 39-5933, becomes effective June 6, 1988.
69-21-02: 69-21-02 GODFREY: Amdt. 39-858. Applies to Godfrey Cabin Superchargers Type 15, Marks 6, 9 and 14, installed on, but not necessarily limited to British Aircraft Corporation, Viscount Models 744, 745D, and 810; Armstrong Whitworth Argosy AW-650; Fokker F-27, Marks 100 and 300; Fairchild Hiller F-27 and FH-227 all series; Grumman Model G-159 and Nihon YS-11 all series airplanes. Compliance required as indicated. To prevent loss of oil from Godfrey cabin compressor due to distortion of the banjo adapter in the oil filter assembly, accomplish the following, unless already accomplished: (a) For British Aircraft Corporation Viscount Models 744, 745D, and 810 airplanes, at the next overhaul of the Supercharger or within the next 750 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (e) of this AD. (b) For Armstrong Whitworth Argosy AW-650, Grumman Model G-159, and Nihon YS-11 series airplanes, at the next overhaul of the supercharger or within the next 1,500 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (e) of this AD. (c) For Fokker Model F-27, Marks 100 and 300 series airplanes, and Fairchild Hiller Models F-27 and FH-227 series airplanes, at the next overhaul of the supercharger or within the next 1,500 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (f) of this AD. (d) Replace Godfrey banjo adapter, P/N V8653, with Godfrey banjo adapter, P/N 139313, in accordance with Godfrey Precision Products Ltd., Service Bulletin Nos. 21-120, dated July 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. (e) Replace the Godfrey oil feeder pipe, P/N V9249, and banjo adapter, P/N 8653, with a Godfrey oil feeder pipe, P/N 139328, and banjo adapter, P/N 139322, in accordance with Godfrey Precision Products Ltd., Service Bulletin No. 21-121, dated 5 April 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. (f) Replace the Godfrey oil feeder pipe, P/N V9979, and banjo adapter, P/N V8653, with a Godfrey oil feeder pipe, P/N 139330, and banjo adapter, P/N 139322, in accordance with Godfrey Precision Products Ltd., Service Bulletin No. 21-129, Revision 1, dated 9 October 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. This amendment becomes effective October 9, 1969.
2009-13-07: 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: During receipt of spare parts at the final assembly line, it was discovered that lugs of the assembly nut * * * had been inverted (wrong orientation of the braking pin) during manufacturing process at the supplier. * * * This lug inversion could give the illusion of correct torque whereas the affected parts are not properly connected. Loose connection could lead to loss of the fire extinguishing system integrity and therefore inability to ensure the adequate agent concentration. In combination with an engine fire event, it could result in a temporary uncontrolled engine fire, which constitutes an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-13-01: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. That AD currently requires removing all main gearbox (MGB) filter bowl assembly mounting titanium studs (titanium studs) and replacing them with steel studs. This amendment requires the same actions as the existing AD as well as changes to the Rotorcraft Flight Manual (RFM). This amendment is prompted by an accident, by recent RFM changes made by the manufacturer that were not available when we issued the existing AD, and by our determination that certain MGB Normal and Emergency procedures in the RFM are unclear, may cause confusion, and may mislead the crew regarding MGB malfunctions, in particular the urgency to land immediately after warning indications of loss of MGB oil pressure and oil pressure below 5 pounds per square inch (psi). Replacing the titanium studs is intended to prevent their failure, which could result in rapid loss ofoil, failure of the MGB, and subsequent loss of control of the helicopter. Changing the RFM procedures is intended to clarify and emphasize certain Normal and Emergency procedures to give the crew the best available information in the event of certain MGB malfunctions.
84-19-06: 84-19-06 GATES LEARJET: Amendment 39-4919. Applies to the following model/series airplanes certificated in all categories except airplanes modified in accordance with Supplemental Type Certificate SA944NW (Dee Howard XR Modification). Compliance required as indicated unless already accomplished. MODEL SERIAL NUMBERS 24 100 thru 357 25 003 thru 369 28 001 thru 005 29 001 thru 004 35 001 thru 514 36 001 thru 053 55 001 thru 105 To prevent aileron/trim tab flutter due to a failure or disconnect of the tab control system, accomplish the following: A. Within the next 600 hours time in service, or the next aileron/trim tab removal or rebalance, whichever occurs first, replace the trim tab balance weight and rebalance the left aileron in accordance with the instructions in Gates Learjet Corporation Airplane Modification Kit Number AMK 83-3 for Models 24, 25, 28, 29, 35, and 36; and AMK 55-83-3 for Model 55. B. Special flight permits may be issued in accordance with FAR 21.197 to operate airplanes to a base in order to comply with the modification requirements of this AD. C. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. These documents may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective October 22, 1984.
62-27-05: 62-27-05 FAIRCHILD: Amdt. 524 Part 507 Federal Register December 28, 1962. Applies to Model F-27 Aircraft Serial Numbers 2 to 95 Inclusive. Compliance required within the next 1,000 hours' time in service after the effective date of this AD. In order to preclude the loss of DC power to the primary DC bus in the event of failure of the forward primary bus relay, and the loss of AC power to certain engine instruments in the event of loss of the 115/26V instrument transformer, the following, or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, New York, shall be accomplished: (a) Modify the DC electric distribution system to provide an alternate means of connecting the primary bus to the No. 2 electrical panel battery-generator feeder bus by installing one auxiliary forward primary bus relay, Cutler Hammer P/N 6041H172 in parallel with the existing forward primary bus relay. The control circuit for this auxiliary relay shall be made independent of the control circuit for the existing primary bus relay by connecting it to the flight emergency bus through an added 5-ampere circuit breaker and through a separate pair of contacts in the load monitor switch, P/N MS35059-22. (b) Modify the AC electric distribution system to provide an alternate means of supplying 26V electric power to the AC engine instruments by installing one Eclipse-Pioneer instrument transformer type DW-73-A1 and one selector switch P/N MS 35059-23 which will provide for selection of either one of the two instrument transformers. (Fairchild Service Bulletin 24-9 Revision No. 1, dated June 11, 1962, covers this same subject.) This directive effective January 29, 1963.
83-22-52 R1: 83-22-52 R1 PRATT & WHITNEY AIRCRAFT: Amendment 39-4786. Applies to Pratt & Whitney JT9D- 7R4 series engines incorporating fuel nozzles, P/N 792842 and P/N 794731, which have accumulated 625 total cycles or more. Unless already accomplished refurbish fuel nozzles as follows: (1) For fuel nozzles installed in JT9D-7R4D and -7R4E engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1 or Boeing 767-SL-73-1 with the following schedule: A. Within the next 75 cycles if neither Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, nor Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; B. Within the next 150 cycles if either Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, or Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; C. Refurbish nozzles at intervals not to exceed 700 cycles thereafter. (2) For fuel nozzles installed in JT9D-7R4D1, -7R4E1, -7R4E3, -7R4G2, and -7R4H1 engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire HT9/73-13/PSE:DAB:3-10-14-1 or Boeing 747- SL-73-14 or Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 with the following schedule: A. Within the next 150 cycles. B. At intervals not to exceed 700 cycles thereafter. NOTE: Cone angle check is not mandatory after sonic cleaning in accordance with Pratt & Whitney Aircraft all operator wire JT9/73-13/PSE:DAB:3-10-14-1. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Branch, Federal Aviation Administration, New England Region. Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1, Pratt & Whitney Aircraft Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, Pratt & Whitney Aircraft Special Instruction No. 77F-83, Boeing Service Letter 747-SL-73-14, Boeing Service Letter 767-SL-73-1, and Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 identified and described in this directive are incorporated herein and made by reference a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received the referenced service documents from the manufacturers may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108 or The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD which includes the material in full is maintained by the FAA at the New England Region Office. The telegraphic airworthiness directive issued on October 28, 1983, became effective upon receipt. This amendment becomes effective on February 21, 1984.