Results
89-23-07: 89-23-07 BOEING: Amendment 39-6376. Docket No. 89-NM-63-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-51- 2043, dated June 30, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage caused by cracked or fractured H-11 steel bolts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 4 years total time-in-service, or within the next 15 months after the effective date of this AD, whichever occurs later, visually inspect H-11 steel bolts for cracks or fractures, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988, at the following locations: \n\n\t\t1.\tBody landing gear inboard and outboard trunnion vertical support. \n\n\t\t2.\tWing landing gear beam upper chord to longeron attachment. \n\n\t\t3.\tWing landing gear beam lower chord to crease beam attachment. \n\n\t\t4.\tBody station (BS) 2598 horizontal stabilizer hinge attachment. \n\n\t\t5.\tBS 2598 longeron splice fitting attachment at stringers 11 and 23. \n\n\t\t6.\tFin to body attachment. \n\n\t\t7.\tThe horizontal stabilizer front spar jack screw attachment. \n\n\tB.\tIf a cracked or fractured bolt is found, replace with an Inconel 718 bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tC.\tIf a cracked or fractured bolt is found and if Inconel 718 bolts are unavailable, replace the cracked or fractured bolt with an H-11 steel bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. Repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tD.\tIf no cracking or fracture is found, repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tE.\tWithin the next 48 months after the effective date of this AD, replace all affected H-11 steel bolts with Inconel 718 bolts,in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. The documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6376, AD 89-23-07) becomes effective on December 4, 1989.
92-09-05: 92-09-05 BELL HELICOPTER TEXTRON, INC.: Amendment 39-8230. Docket No. 91-ASW-31. \n\n\tApplicability: Model 212 helicopters, serial numbers (S/N) 35001 through 35037, 35039, and 35040; and Model 412 helicopters, S/N 36001 through 36025, and 36027, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent possible failure of the combining gearbox, which could result in loss of power to the main rotor system, accomplish the following: \n\n\t(a)\tWithin the next 20 hours' time in service after the effective date of this AD, perform an inspection of the torque on the engine-to-driveshaft coupling adapter retaining nut, part number (P/N) 212-040-631-001, as follows: \n\n\t\t(1)\tRemove the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Textron, Inc. Maintenance Manual, being careful not to remove the driveshaft adapter assembly. \n\n\t\t(2)\tCheck the torque of the engine-to-driveshaft adapter retaining nut (see Figure 1). \n\n\t\t\t(i)\tIf the retaining nut rotates before attaining 125 foot-pounds of torque (check torque in locking direction) comply with the remaining portion of this AD. \n\n\t\t\t(ii)\tIf the retaining nut does not rotate before attaining 125 foot-pounds of torque, no further action is required except to reinstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(b)\tRemove the engine-to-driveshaft coupling adapter in accordance with the appropriate Bell Helicopter Component Repair and Overhaul Manual for the Model 212 or the appropriate Bell Helicopter Maintenance Manual for the Model 412, and inspect the adapter as follows: \n\n\t\t(1)\tCheck the adapter splines (see Figure 1) for evidence of corrosion fretting. Red dust is an indication of fretting. If fretting is indicated, replace the adapter with a serviceable part before further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t\t(2)\tMeasure the internal splines of the adapter for a maximum dimension between pins of 1.6632 inches. Use 0.1080 inch diameter pins flatted on one side to 0.1040 inches. If the maximum dimension between pins exceeds 1.6632 inches, replace the adapter with a serviceable part prior to further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t(c)\tInspect the engine output drive splines as follows: \n\n\t\t(1)\tInspect the engine output drive splines for evidence of corrosion fretting. Red dust is an indication of corrosion fretting. If fretting is indicated, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t\t(2)\tMeasure the engine output splines for a minimum dimension of 1.9565 inches over pins. Use 0.1080 inch diameter pins. If the minimum dimensions over pins is less than 1.9565 inches, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t(d)\tInstall the engine-to-driveshaft coupling adapter as follows (see Figure 1): \n\n\t\t(1)\tPosition the adapter on the engine. \n\n\t\t(2)\tInstall the new lock washer. Ensure that the mating face of the lock washer to the adapter is dry. No lubricant is to be used. \n\n\t\t(3)\tLubricate the threads and mating face of the retaining nut (Item number 5 of Figure 1) to the lock washer using grease MIL-G-25537 or MIL-G-81322. \n\n\t\t(4)\tInstall the retaining nut hand tight. Using a suitable marker, mark an index line on the outer lock washer tang and adapter. This will enable verification that the lock washer does not rotate during torquing operation. \n\n\t\t(5)\tPosition the plate on the adapter. Install the nut (Item number 4 of Figure 1). Position the bar in the retaining nut. \n\n\t\t(6)\tTorque the retaining nut to 250 to 275 foot-pounds (339 to 373 newton-meters) for initial torque. Loosen the retaining nut and then torque 125 to 200 foot-pounds (170-271 newton-meters). \n\n\t\t(7)\tRemove the bar and the plate. \n\n\t\t(8)\tInspect the washer to ensure that the tang indexed in paragraph (d)(4) has not rotated. If the inspection reveals that the washer has rotated, repeat the work of paragraphs (d)(2) through (d)(8) using a new lock washer. \n\n\t\t(9)\tBend one tang of the washer into the retaining nut. \n\n\t\t(10)\tInstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tCompliance with Bell Helicopter Textron, Inc. Alert Service Bulletin No. 212-91-67, dated 6/24/91, for the Model 212 helicopter, or Alert Service Bulletin No. 412-91-53, dated 6/24/91, for the Model 412 helicopter, constitutes compliance with this AD. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, 76193-0170. The request shall be forwarded through an FAA inspector who may concur or comment and then send it to the Manager of the Rotorcraft Certification Office. \n\n\t(h)\tThis amendment becomes effective June 2, 1992. \n\n\n\n\n\t\tNOTES: \n\t\t1.\tInstall T101588-5 plate (7) on adapter (1). \n\t\t\tSecure with nut (4). \n\n\t\t2.\tInsert extension bar (6) into plate (7). Ensure \n\t\t\tthat extension bar (6) is seated all the way into \n\t\t\tnut (5) before attempting to loosen nut (5). \n\n\t\t3\tInstall T103063 plate (7) on adapter (1) \n\t\t\tfor model 412 S/N 36020 and sub. \n\n\t\t\t\t\tFIGURE 1 \n\t\t\t\t AD 92-09-05
2010-08-01: 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: Cracks on the stabilizer elevator inner hinges of seven L 23 SUPERBLAN K sailplanes have been detected during an inspection. This condition, if not corrected, could result in no longer retaining the elevator in place and in jamming of the Pilot's elevator control system, and subsequent loss of elevator control. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-09-04: 73-09-04\tBOEING: Amendment 39-1627 as amended by Amendment 39-1643 is further amended by Amendment 39-1822. Applies to all Model 707, 727 and 737 series airplanes certificated in all categories, listed in Boeing Service Bulletins 3105, Revision 1, dated June 15, 1973 (707); 727-52-83, Revision 1, dated June 20, 1973; and 737-52-1044, Revision 1, dated June 15, 1973, respectively, or later FAA approved revisions. \n\tCompliance required as indicated. \n\tTo detect failures or cracks in the forward entry door upper spigot, accomplish the following: \n\t(a)\tAll aircraft which have accumulated 8000 landing cycles on the effective date of this AD and have bushings installed on the upper spigot, inspect per paragraph (1) and (2) below: \n\t\t(1)\tWithin the next 500 landings after the effective date of this AD, perform a visual inspection of the spigot tab for failure and displacement by inserting a .010 to .020 thick feeler gage in the gap between the upper hinge assembly upper link and guideplate bushing. If the gage can be passed through the area, the spigot tab has separated from the spigot, and the spigot must be either replaced or modified per (b) below, prior to further flight. \n\t\t(2)\tWithin the next 2500 landings after the initial inspection per (a)(1) above, unless already accomplished within the last 3000 landings, and thereafter at intervals not to exceed 3000 landings since the last inspection, perform an X-ray inspection of the spigot in the area of the spigot tab for evidence of cracking. The X-ray inspection is to be in accordance with the Boeing Service Bulletins noted in paragraph (b)(2) below. Spigots with failed tabs must be either replaced or modified per (b) below, prior to further flight. \n\t(b)\tModifications per paragraphs (2)(3) or (4) below are considered terminating action. \n\t\t(1)\tReplace the spigot with a new or serviceable part and re-enter the inspection program at the 8000 landing cycle per (a) above, or \n\t\t(2)\tInsert steel shot into the upper spigot tab grease cavity in accordance with the following Boeing Service Bulletins or their later FAA-approved revisions: \n\t\t\t3105, dated December 11, 1972 (707 Model); \n\t\t\t727-52-83 dated December 12, 1972; \n\t\t\t737-52-1044 dated December 6, 1972; or \n\t\t(3)\tremove the guide arm upper link, in accordance with the appropriate Service Bulletins or their later FAA-approved revisions referred to in paragraph (2) above, or \n\t\t(4)\tmake such other modification as is approved by the Chief, Engineering & Manufacturing Branch, FAA, Northwest Region. \n\t(c)\tAircraft may be ferried to a base for maintenance per Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular spigot, the number of landings may be computed by dividing the airplane time in service since the spigot was installed in the airplane by the operators' fleet average time per flight for his airplanes of each model (707, 727-100 or 737). \n\t(e)\tInspections prescribed by this AD do not apply to new replacement spigots of an improved design approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAmendment 39-1643 supersedes Amendment 39-1627 and became effective May 23, 1973. \n\tThis Amendment 39-1822 becomes effective thirty (30) days after publication in the Federal Register.
66-02-02: 66-02-02 CURTISS-WRIGHT: Amdt. 39-178 Part 39 Federal Register January 6, 1966. Applies to Model C-46 airplanes. Compliance required as indicated. To prevent further failures of the main hydraulic accumulator, Vickers P/N AA-14008, accomplish the following: (a) Unless already accomplished within the last 2,200 hours' time in service, within the next 300 hours' time in service after the effective date and thereafter at intervals not to exceed 2,500 hours' time in service from the last overhaul, overhaul the main hydraulic accumulator, Vickers P/N AA-14008 in accordance with Vickers Service data 910148 dated March 15, 1957, or FAA-approved equivalent, and inspect the rim mating threads by magnaflux, zyglo, or other equivalent means. If cracks are found, before further flight, replace the accumulator with Vickers P/N's AA-14008, AA-14009, AA-14013, or an FAA-approved equivalent. (b) The periodic reinspection and overhaul required by (a) may be discontinued upon replacement of Vickers P/N AA-14008 accumulator by P/N's AA-14009, AA-14013, or an FAA-approved equivalent. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive overhaul intervals or overhaul requirements specified in this AD, if the request contains substantiating data to justify a change. This directive effective February 5, 1966.
81-16-06 R1: 81-16-06 R1 McDONNELL DOUGLAS: Amendment 39-4177 as amended by Amendment 39-4234. Applies to McDonnell Douglas Model DC-10 series airplanes certificated in all categories. Compliance required within 10 days after the effective date of this AD. \n\n\tA.\tTo prevent temporary loss of all electrical flight instruments and lighting, incorporate in the Limitations Section of the FAA Approved Airplane Flight Manual a revision which specifies the following: \n\n\t\t1.\tPrior to each takeoff, stabilize engine RPM above 60% N2. With generators paralleled, check to ensure that generator frequency is below 420 Hz; or, if generators are nonparalleled, check to ensure that each operating generator is below 420 Hz. \n\n\t\t2.\tWhen operating at night or in instrument meteorological conditions, and before reaching 10,000 feet MSL during descent for landing, complete procedure to operate generators nonparalleled until landing. \n\n\tB.\tA copy of this AD inserted in the Airplane Flight Manual may be considered as an acceptable means of compliance with the required Airplane Flight Manual revision. \n\n\tC.\tAlternative means of compliance providing an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tD.\tThe installation of new voltage sensing relay components in accordance with Group I, Phase I of Part 2, in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 24-116, dated August 21, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region may be accomplished in lieu of the Flight Manual Revision and test procedure specified in paragraphs (A) and (B) above; and constitutes terminating action for this AD. \n\n\tThe 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 directivewho have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4117 became effective August 10, 1981. \n\n\tThis amendment becomes effective October 26, 1981.
90-23-02: 90-23-02 MCDONNELL DOUGLAS: Amendment 39-6796. Docket No. 90-NM-121-AD. \n\n\tApplicability: Model DC-9-81, -82, and -83 (MD-81, -82, -83) series airplanes, serial numbers as listed in McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the mid attendant's oxygen mask stays properly positioned during the attendant's movements, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, replace the oxygen mask and hose assemblies at the mid attendant's station in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6796, AD 90-23-02) becomes effective on December 10, 1990.
90-23-06: 90-23-06 BOEING: Amendment 39-6794. Docket No. 90-NM-220-AD. \n\n\tApplicability: Model 757 series airplanes, line number 1 through 158, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent separation of trailing edge wedges from the airplane, accomplish the following: \n\n\tA.\tFor airplanes line number 001 through 091, prior to the accumulation of 11,000 flight hours, or within the next 10 calendar days after September 21, 1990 (the effective date of telegraphic AD T90-20-51), whichever occurs later, perform a close detailed visual inspection of the trailing edge wedges on all the leading edge slats for delamination and physical damage in accordance with Boeing Alert Service Bulletin 757-57A0038, Revision 2, dated October 10, 1990, or earlier FAA-approved revisions. \n\n\tB.\tFor airplanes line number 092 through 158, prior to the accumulation of 11,000 flight hours, or within the next 10 calendar days of the effective date of this AD, whichever occurs later, perform a close detailed visual inspection of the trailing edge wedges on all the leading edge slats for delamination and physical damage in accordance with Boeing Alert Service Bulletin 757-57A0038, Revision 2, dated October 10, 1990, or earlier FAA-approved revisions. \n\n\tC.\tRepeat the inspections required by paragraphs A. or B. of this AD, as applicable, at intervals not to exceed 300 flight hours. \n\n\tD.\tIf delamination and/or physical damage are found, prior to further flight, repair in accordance with an FAA-approved procedure or replace with new parts. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n \n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Seattle ACO. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-06 supersedes telegraphic AD T90-20-51, issued on September 21, 1990. \n\tThis amendment (39-6794, AD 90-23-06) becomes effective on November 19, 1990.
93-06-04: 93-06-04 MCDONNELL DOUGLAS: Amendment 39-8529. Docket 93-NM-04-AD. \n\n\tApplicability: Model MD-11 and MD-11F airplanes; as listed in McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 1993; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent electrical arcing in the fuel system components and/or flight control computers in the event of a lightning strike, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t"Autoland Do not conduct autoland in known lightning conditions. A dual autoland disconnect may occur." \n\n\t(b)\tWithin 60 days after the effective date of this AD, modify the seventeen wire assembly breakouts located at the aft pressure bulkhead and at the aft spar of thehorizontal stabilizer center box, in accordance with McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 1993. Accomplishment of this modification constitutes terminating action for paragraph (a) of this AD; after the modification is accomplished, the AFM revision may be removed. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 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. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on April 29, 1993.
2009-08-08R1: We are revising an existing 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: During production of Arriel 1 and Arriel 2 Power Turbine (PT) wheels, geometric non-conformances on blade fir tree roots have been detected by Turbom ca. Potentially non-conforming PT blades have been traced as having been installed on Module M04 (PT) listed in Mandatory Service Bulletin (MSB) A292 72 0827 for Arriel 1 engines and A292 72 2833 for Arriel 2 engines. The geometric non-conformities of the blades may potentially lead to a reduction in the fatigue resistance of PT blades to a lower level than their authorized in service use limit. This reduction of fatigue resistance can potentially result in blade release, which could cause an uncommanded in-flight shutdown. We are issuing this AD to prevent release of PT blades, which could result in an uncommanded in-flight shutdown and emergency autorotation landing.
90-06-12: 90-06-12 BOEING: Amendment 39-6531. Docket No. 89-NM-195-AD. \n\n\tApplicability: Model 747 series airplanes, line position 676, 679, 685, and 690 through 699, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracking of the bulkhead splice strap, accomplish the following: \n\n\tA.\tWithin the next 1,000 flight cycles after the effective date of this AD, perform an interim modification of the body station 1241 bulkhead in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989. \n\n\tB.\tWithin the next 5,000 flight cycles after the effective date of this AD, perform an eddy current inspection for cracks of the splice strap in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989. \n\n\t\t1.\tIf no cracking is found, prior to further flight, perform permanent modification in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989.2.\tIf cracking is found, prior to further flight, repair in accordance with method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAccomplishment of paragraph B., above, within the next 1,000 flight cycles after the effective date of this AD, is an acceptable alternative to the interim modification required by paragraph A., above. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6531, AD 90-06-12) becomes effective on April 13, 1990.
2010-07-10: 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: One operator reported loss of both pitch trims following autopilot disengagement after take off. Subsequent shop findings revealed severe damage to the power gears. Mal-phasing between the hydraulic motors was suspected to have induced excessive loads into the gear train, leading to collapse of one bearing on a shaft of the main gear, causing severe tooth damage. The combination of tooth damage and gear tilting caused the disconnection of two of the three hydraulic motors, resulting in jamming of the THSA [trimmable horizontal stabilizer actuator] gearbox and consequent loss of THSA control. This condition, if not detected and corrected, could leadto further cases of mal-phasing of the hydraulic motors of the THSA, causing degradation of the power gears and potentially resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
56-27-04: 56-27-04 NAVION: Applies to B Type Aircraft Equipped with Reading Aviation Service Inc. or Hackenberk Sales and Service Downdraft Cooling Kit Installations. Compliance required not later than July 1, 1957. Engine cooling tests conducted subsequent to the installation of these kits reveal that cylinder head and oil temperature values can exceed established limits. To prevent serious damage to the engines in these aircraft due to overheating, one of the following alternate actions is necessary. 1. Remove Reading Aviation Service Inc. or Hackenberg Aviation Sales Service downdraft cooling kit and return aircraft to the original Ryan cooling configuration, or 2. Modify the Reading or Hackenberg engine cooling kit in accordance with Reading Aviation Service Inc. Service Bulletin No. 1 dated July 26, 1956.
59-05-05: 59-05-05 HILLER: Applies As Follows: (a) UH-12, UH-12A, and UH-12B Incorporating Hiller Service Bulletin Numbers 50 or 50A After July 1, 1957. (b) UH-12C, Serial Numbers 934 and Up. (c) UH-12D, All Serial Numbers. (d) All Spare P/N 34141 Castings Delivered By Hiller After July 1, 1957. All UH-12 Series and All Serial Numbers Incorporating These Spares Are Affected. Compliance required as indicated. Due to improper casting techniques, two cyclic control scissor castings, P/N 34141, have failed in service on Model H-23D helicopters. As there is a possibility that additional P/N 34141 castings are defective, the following measure are required to detect cracks and prevent further failures: (1) Prior to every flight and refueling, visually inspect P/N 34141 casting for cracks if part has accumulated more than 275 hours. If cracks are detected, the part must be removed from service prior to further flight. (2) Effective September 1, 1959, P/N 34141 casting (including basic number and all dash numbers) must be removed from service prior to accumulation of 275 hours total time. (3) Upon replacement with a new forging P/N 34158, the special inspection of item (1) may be discontinued. This forging has unlimited service life.
69-08-09: 69-08-09 LYCOMING ENGINES: Amdt. 39-751. Applies to all Lycoming Model IO-540-G1A5 engines installed with Hartzell HC-A3VK-2A/8433A-7 Propellers. Compliance required within the next 10 hours time in service after the effective date of this AD. To prevent failure of the engine crankshaft, install a placard on the aircraft instrument panel in clear view of the pilot and as close as practicable to the manifold pressure gage to read: "Do not exceed 24 inches Hg manifold pressure below 2400 rpm." This amendment is effective April 23, 1969.
2021-24-17: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Deutschland GmbH Model EC135P1, EC135P2, EC135P2+, EC135P3, EC135T1, EC135T2, EC135T2+, and EC135T3 helicopters. This AD was prompted by reduced life limits being established for certain part-numbered tail rotor (TR) blades. This AD requires determining the total hours time-in-service (TIS) of certain part- numbered TR blades, establishing a life limit for certain part-numbered TR blades, removing from service any TR blade that has reached or exceeded its life limit, creating a component history card, re- identifying certain part-numbered TR blades, and removing any TR blade from service before reaching its retirement life. This AD also prohibits installing certain TR blades on certain model helicopters. The FAA is issuing this AD to address the unsafe condition on these products.
2021-24-16: The FAA is adopting a new airworthiness directive (AD) for all Daher Aerospace (type certificate previously held by SOCATA) Model TB 20 and TB 21 airplanes. This AD was prompted by 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 cracks on the main landing gear (MLG) legs. This AD requires repetitively inspecting the MLG and performing all applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
86-20-05: 86-20-05 BOEING: Amendment 39-5426. Applies to Boeing Model 707-300 series airplanes modified in accordance with Supplemental Type Certificate (STC) SA2699NM, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine core cowl door, within 150 hours time in service, or within 30 days, whichever occurs earlier after the effective date of this AD, accomplish the following: \n\n\tA.\tModify the core cowl doors and pylon support brackets in accordance with Tracor Aviation Alert Service Bulletins AQ707-71-006, Revision 1, dated February 18, 1986; AQ707-71-012, Revision 1, dated September 5, 1986; AQ707-71-013, dated September 4, 1986; and Tracor Aviation Service Bulletins Q707-71-007, dated March 7, 1986; Q707-71-009, Revision 1, dated July 9, 1986; Q707-71-010, dated May 30, 1986; or later FAA-approved revisions. \n\n\tB.\tAlternate 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. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Tracor Aviation, Inc., 495 South Fairview Avenue, Goleta, California 93117, Attention: Customer Services. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective October 13, 1986.
2010-07-03: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-200C and -200F series airplanes. That AD currently requires repetitive inspections to find fatigue cracking in the floor panel attachment fastener holes of the upper chord of certain upper deck floor beams in Section 41 (i.e., body station 520 and forward), and repair if necessary. The existing AD also provides optional modifications, which extend the threshold for initiating certain repetitive inspections. This new AD requires additional repetitive inspections to find fatigue cracking in the floor panel attachment fastener holes of the upper chord of certain other upper deck floor beams in Section 41 and Section 42 (i.e., aft of body station 520); repetitive inspections to find fatigue cracking in the permanent fastener holes of the upper chord of certain upper deck floor beams in Section 41; and related investigative and corrective actions. This new AD also provides a new optional modification, which terminates certain repetitive inspections. This AD results from new reports of cracking in the upper chord of the upper deck floor beams in Sections 41 and 42, and new analysis that shows the permanent fastener holes of the upper chord of certain upper deck floor beams in Section 41 are also susceptible to fatigue cracking. We are issuing this AD to detect and correct cracking in the upper chord of the upper deck floor beams. Such cracking could extend and sever the floor beams, which could result in rapid decompression and loss of controllability of the airplane.
90-20-19: 90-20-19 MCDONNELL DOUGLAS: Amendment 39-6738. Docket No. 90-NM-50-AD. \n\n\tApplicability: All Model DC-10-40 series airplanes equipped with engines installed in accordance with Rohr STC SA3139WE, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of structural integrity of the Rohr Common Nacelle System (CNS) forward engine mount cross beam, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 cycles or within 1,500 cycles after the effective date of this amendment, whichever occurs later, inspect and rework the CNS forward engine mount cross beam, Rohr part number 196-0328-1 or 196-0328-501, and replace, as specified below, in accordance with Rohr Alert Service Bulletin No. MDC-CNS A71-33, Revision 1, dated April 27, 1988. \n\n\t\t1.\tIf no cracks are found and the hardness is equal to or greater than C40 on the Rockwell hardness scale, \n\n\t\t\ta.\tWithin 3,000 cycles after the initial inspection, and thereafter at intervals not to exceed 3,000 cycles, conduct repetitive magnetic particle inspections in accordance with Rohr Alert Service Bulletin MDC-CNS A71-33, Revision 1, dated April 27, 1988, and \n\n\t\t\tb.\tPrior to the accumulation of 35,000 cycles on the part, remove the CNS forward engine mount cross beam, Rohr part number 196-0328-1 or 196-0328-501, and replace it with Rohr part number 196-1300-501, in accordance with Rohr Service Bulletin No. MDC-CNS 71-33, dated July 25, 1988. \n\n\t\t2.\tIf a crack is found or the hardness is below C40 on the Rockwell hardness scale, prior to further flight, remove the CNS forward engine mount cross beam, Rohr part number 196-0328-1 or 196-0328-501, and replace it with Rohr part number 196-1300-501, in accordance with Rohr Service Bulletin No. MDC-CNS 71-33, dated July 25, 1988. \n\n\tB.\tThe CNS forward engine mount cross beam, Rohr part number 196-1300-501, is life limited and must be replaced prior to the accumulation of 46,667 cycles on the part. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Rohr Industries, Inc., P. O. Box 878, Chula Vista, California 92012. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 LindAvenue S.W., Renton, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6738, AD 90-20-19) becomes effective on October 22, 1990.
93-10-51: 93-10-51 PRATT & WHITNEY CANADA: Amendment 39-8604. Docket 93-ANE-33. \n\n\tApplicability: Pratt & Whitney Canada (P&WC) auxiliary power unit (APU) Model PW901A, Part No. 3910001, installed on but not limited to Boeing Model 747-400 aircraft. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent APU gear failure, which can result in smoke contamination of aircraft passenger cabins, accomplish the following: \n\n\t(a)\tWithin 10 APU hours, or 5 days after the effective date of this airworthiness directive (AD), whichever occurs first, in accordance with P&WC Alert Service Bulletin No. A16159R1, dated May 12, 1993: \n\n\t\t(1)\tDisassemble the APU load gearbox and remove the scavenge pump oil strainer element, Part No. (P/N) 3107647-01; and \n\n\t\t(2)\tReassemble APU load gearbox, reinstalling the existing chip detector, P/N 3910098-01, and adapter, P/N 3910242-01. \n\n\t(b)\tWithin 10 APU operating hours, or 5 days after the effective date of this AD, whichever occurs first: \n\n\t\t(1)\tInspect the APU load gearbox and accessory gear box magnetic chip detectors in accordance with the appropriate aircraft maintenance manual; and \n\n\t\t(2)\tThereafter, inspect the chip detectors at intervals not to exceed 150 APU operating hours since the last inspection. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft Certification Office. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe removal and inspections shall be done in accordance with the following alert service bulletin: \n\n\nDocument No.\nPages\nDate \nPWC No. A16159R1\n1-4\nMay 12, 1993\nTotal pages: 4.\n\n\n\nThis 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 Pratt & Whitney Canada, 1000 Marie-Victorin, Longueil, Quebec, Canada J4G 1A1. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective August 10, 1993, to all persons except those persons to whom it was made immediately effective by telegraphic AD T93-10-51, issued May 20, 1993, which contained the requirements of this amendment.
90-21-02: 90-21-02 AIR CRUISERS COMPANY: Amendment 39-6641. Docket No. 89-ANE-37. \n\n\tApplicability: Air Cruisers Company TSO-C69a Emergency Evacuation Slide/Raft System, P/N D30659-( ), which are listed below, and are installed on Boeing Model 757 airplanes: \n\n\tSlide/Raft System P/N D30659-106, having Slide/Raft Assembly P/N D30656-106 (pre Service Bulletin (SB) 105-25-17); \n\n\tSlide/Raft Systems P/N D30659-109 and -112, having Slide/Raft Assemblies P/N D30656-118 and -115 respectively (post SB 105-25-17 and pre SB 105-25-27); \n\n\tSlide/Raft Systems P/N D30659-115 and -118, having Slide/Raft Assemblies P/N D30656-115 and -118 respectively (post SB 105-25-27 and pre SB 105-25-29); \n\n\tSlide/Raft Systems P/N D30659-121 and -124, having Slide/Raft Assemblies P/N D30659-121 and -124 respectively (post SB 105-25-29). \n\n\tThe above listed slide/raft assemblies bear one of the following serial numbers (S/N): 0001 through 0233, 0160M0D, 01064M0D, 0165M0D, 0205M0D, 0207M0D, 0225M0D, 0226M0D, and 0230M0D. \n\n\tCompliance with the requirements of AD 89-19-06, Amendment 39-6321, published in the Federal Register on September 15, 1989, (54 FR 38209), is required prior to compliance with the requirements of this AD. \n\n\tCompliance: Required by January 1, 1992, unless already accomplished. \n\n\tTo prevent ingestion of the life-line, which could hinder the emergency evacuation of the airplane, accomplish the following: \n\n\t(a)\tModify and re-identify the slide/raft in accordance with Paragraph 2 (Accomplishment Instructions) of Air Cruisers Company Service Bulletin No. 105-25-30, Revision 1, dated August 21, 1989. \n\n\t(b)\tAircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. \n\n\t(c)\tUpon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, Engine & Propeller Directorate, Aircraft Certification Service, 181 South Franklin Avenue, Valley Stream, New York 11581. \n\n\tThe modification and re-identification procedures shall be done in accordance with the following Air Cruisers' document: \n\n\nDOCUMENT\nPAGE NO.\nISSUE/REV\nDATE\nAir Cruisers\n1,2,3,4,5\nRev. 1\nAugust 21, 1989\nSB 105-25-30\n6,7,8\nOriginal\nApril 10, 1989\n\nThis 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 Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719-0180. Copies may be inspected at the Regional Rules Docket Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. 20591. \n\n\tThis amendment (39-6641, AD 90-21-02) becomes effective on October 31, 1990.
51-02-01: 51-02-01 DOUGLAS: Applies to All Model DC3 Series Aircraft With Ramp Type Main Entrance Doors Hinged at the Bottom. \n\n\tCompliance required as indicated below. \n\n\t(1)\tAt next No. 1 inspection or equivalent and at regular intervals not to exceed approximately 100 hours, inspect the main entrance door hinges and locking and warning mechanisms for alignment and/or adjustment until the rework of item (2) is accomplished. \n\n\t(2)\tCompliance required by July 1, 1951. \n\n\t\tA.\tInstall an inspection window for at least the uppermost main entrance door locking bayonet. The installation to be in a manner to permit visual observation of the bayonets in the locked position so that it can be determined by visual means that the door is properly closed and locked. The bayonets and adjacent structure should also be appropriately marked with a paint stripe to indicate when the bayonets are in the locked position. \n\n\t\tB.\tProvide means to prevent disengagement of bayonets by creeping due to vibration or other loads in flight. A notched bayonet installation similar to that covered in Metropolitan Airparts Service Bulletin No. MAP-1A for their airstairs Model A; or similar to the notched bayonet installation used on the Douglas DC-6 and Super DC3 main entrance doors; or a spring loaded positive over center latching mechanism will be considered to meet this objective. \n\n\t(3)\tCompliance required by January 1, 1953. \n\n\tTo reduce the possibility of inadvertent opening of the door in flight install stops to positively limit the lock mechanism travel in accordance with Metropolitan Airparts Service Bulletins No. MAP-4A, MAP-5A, or MAP-6A (for Model A, C, or D Airstair Doors, respectively) or equivalent.
79-05-01: 79-05-01 MCDONNELL DOUGLAS: Amendment 39-3421. Applies to DC-10-10, -10F, -30, -30F and -40 series airplanes certificated in all categories. \n\n\tCompliance is required as indicated. \n\n\tTo reduce the probability of an autopilot "land" mode failure that could cause automatic landing system performance outside the certification limits, accomplish the following, unless already accomplished: \n\n\ta.\tWithin the next 100 hours' time in service from the effective date of this AD, on airplanes with 33,000 or more hours time in service on wire bundles serviced by receptacles R5/P1-226, R5/P1-267, R5/P1-281 or R5/P1-282: \n\n\t\t1.\tDeactivate the autopilot "land" mode in accordance with paragraph (d) of this AD; or \n\n\t\t2.\tReplace wire bundles with like serviceable parts and comply with the inspection schedule of paragraph (b) of this AD; or \n\n\t\t3.\tReplace wire bundles per McDonnell Douglas DC-10 Service Bulletin 24-99, dated September 29, 1978. This option terminates the need for further testing as required by this AD. \n\n\tNOTE: Service Bulletin A24-99, dated June 19, 1978, or Service Bulletin 24-99, dated September 29, 1978, are the only versions of the service bulletins suitable for compliance with paragraphs (a) and (b) of this AD. \n\n\tb.\tWithin the total time in service on the wire bundles identified in paragraph (a) and as specified in the following table: \n\n\nTotal Hours' Time in Service\n On Wire Bundles\nInitial Testing\n Repetitive Testing \n\n\n\n10,000-12,999\nWithin 3,000 additional hours' time in service after the effective date of this AD\t\n3,000 hours' time in service intervals except DC-10-40 airplanes may use 5,000 hours' time in service intervals \n\n\n\n13,000-14,999\nPrior to accumulation of 16,000 hours' time in service\n3,000 hours' time in service intervals except DC-10-40 airplanes may use 5,000 hours' time in service intervals \n\n\n\n15,000-24,999\nWithin 1,000 additional hours' time in service after the effective date of this AD\n3,000 hours' time in service intervals except DC-10-40 airplanes may use 5,000 hours' time in service intervals \n\n\n\n25,000-33,000\nWithin 1,000 additional hours' time in service after the effective date of this AD\n1,000 hours' time in service intervals except DC-10-40 airplanes may use 2,000 hours' time in service intervals \n\n\t\t1.\tPerform the initial and repetitive tests indicated in paragraph 2 of McDonnell Douglas Alert Service Bulletin A24-99, dated June 19, 1978; or \n\n\t\t2.\tDeactivate the autopilot "land" mode in accordance with paragraph (d) of this AD; or \n\n\t\t3.\tReplace wire bundles per paragraph 2 of Service Bulletin 24-99, dated September 29, 1978. This option terminates the need for further testing as defined in this AD. \n\n\tc.\tIf wire-to-wire faults are found during the testing of (b)(1), before further flight: \n\n\t\t1.\tDeactivate the autopilot "land" mode in accordance with paragraph (d) of this AD; or \n\n\t\t2.\tReplace wire bundles with like serviceable parts and comply with the inspection schedule of paragraph (b) of this AD; or \n\n\t\t3.\tReplace wire bundles per paragraph 2 of Service Bulletin 24-99, dated September 29, 1978. This option terminates the need for further testing as defined in this AD. \n\n\td.\tDeactivation of the autopilot "land" mode shall be accomplished as follows: \n\n\t\t1.\tCoil and stow wires 1C512B24 and 2C512B24 or 1C512M24 and 2C512M24 as applicable. \n\n\t\t2.\tPlacard the autopilot "land" mode inoperative. \n\n\te.\tFor airplanes with the autopilot "land" mode deactivated for reasons other than those defined in this AD for a period in excess of the initial testing period defined in paragraph (b) that have wire bundles subject to testing as defined in this AD must be tested prior to reactivation as defined in paragraph (b). \n\n\tf.\tUpon request of an operator, the FAA assigned inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the initial and repetitive tests at 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. \n\n\tg.\tEquivalent test procedures or modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\th.\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of aircraft to a base where the modification required by this AD may be performed. \n\n\tThis amendment becomes effective March 23, 1979.
2010-07-01: The FAA is superseding an existing 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, and results from the risk of engine fuel-to-oil heat exchanger (FOHE) blockage. The MCAI describes the unsafe condition as: In January 2008, a Boeing 777 powered by RB211-Trent 800 engines crashed short of the runway as a result of dual loss of engine response during the final stages of approach. The investigation of the incident has established that, under certain ambient conditions, ice can accumulate on the walls of the fuel pipes within the aircraft fuel system, which can then be released downstream when fuel flow demand is increased. This released ice can then collect on the FOHE front face and limit fuel flow through the FOHE. This type of icing event was previously unknown and creates ice concentrations into the fuel system beyond those specified in the certification requirements. In May 2009, an Engine Indicating and Crew Alerting System (EICAS) surge message was set following a successful go-around maneuver on a single RB211-Trent 700 engine of an A330 aircraft. Subsequent analysis concluded the likely cause to be temporary ice accumulation causing fuel flow restriction in the FOHE. The incident has indicated the potential susceptibility to ice blockage for Airbus aircraft in combination with Rolls-Royce engines that feature similar fuel systems to the RB211-Trent 800. We are issuing this AD to prevent ice from blocking the FOHE, which could result in an unacceptable engine power loss and loss of control of the airplane. DATES: This AD becomes effective May 3, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of May 3, 2010. The Director of the Federal Register previouslyapproved the incorporation by reference of certain publications listed in the regulations as of January 4, 2010 (74 FR 6222, November 27, 2009).