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66-04-01: 66-04-01 GENERAL ELECTRIC: Amdt. 39-548 Part 39 Federal Register February 5, 1966. Applies to Models CJ805-3, -3A, -3B, -23, -23B, and -23C Turbojet Engines. Compliance required as indicated. To prevent the failure of thrust reverser, accomplish the following: (a) Remove from service second stage turbine discs with less than 7,000 cycles on the effective date of this AD before the accumulation of 7,200 cycles. (b) Remove from service second stage turbine discs with 7,000 or more cycles on the effective date of this AD within the next 200 cycles. (c) For the purpose of this AD, the number of cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing, and engine shutdown. The number of cycles may be determined by actual count or, subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing each second stage turbine disc's hours time in service by theoperator's fleet average time per flight (involving an engine operating sequency consisting of engine starting, takeoff operation, landing, and engine shutdown) for airplanes equipped with General Electric CJ805 engines. (d) The disc life specified in this AD may be extended to 10,000 cycles provided the discs meet the criteria outlined in paragraphs 1.k and 2 of General Electric Service Bulletin (880) 72-263 or (990) 72-272. This amendment is effective February 7, 1968. (General Electric telegram to CJ805 operators dated December 1, 1965, pertains to this subject.) This directive effective February 3, 1966.
2017-06-06: We are superseding Airworthiness Directive (AD) 2012-22-15, which applied to all Fokker Services B.V. Model F28 Mark 0070 and Mark 0100 airplanes. AD 2012-22-15 required revising the maintenance program to incorporate the limitations, \n\n((Page 8329)) \n\ntasks, thresholds, and intervals specified in certain revised Fokker maintenance review board (MRB) documents. This new AD requires revising the maintenance or inspection program, as applicable, to incorporate new maintenance requirements and airworthiness limitations. This AD was prompted by new and more restrictive airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2003-08-09: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that currently requires a one-time detailed inspection to detect discrepancies of all electrical wiring installations in various areas of the airplane; and corrective actions, if necessary. This amendment requires another identical inspection in additional fuselage stations, and corrective actions, if necessary. This amendment is prompted by a report from the airplane manufacturer that it failed to include 41 inches of fuselage in the previously required inspection. The actions specified by this AD are intended to prevent electrical arcing and/or heat damaged wires due to improper wire installations during manufacture and/or maintenance of the airplane, and consequent fire and smoke in various areas of the airplane.
2012-11-04: We are superseding an existing airworthiness directive (AD) for certain Bombardier Inc. Model CL-215-1A10 and CL-215-6B11 (CL-215T Variant) airplanes. That AD currently requires repetitive inspections to detect cracking of the lower cap of the wing front and rear spars at wing station (WS) 51.00, and the wing lower skin. Additional actions, if cracking is found, include reworking the lower cap of the front or rear spar, inspecting for cracking, and repairing any cracking. The existing AD also requires reporting inspection results. This new AD requires extending the inspection area of the rear spar lower cap from WS 51.00 to WS 49.50 and modifying the ultrasonic inspection calibration procedure. This AD was prompted by reports of cracking found outside the inspection area. We are issuing this AD to detect and correct cracking of the lower caps of the wing front and rear spars, and lower wing skin, which could result in reduced structural integrity of the airplane.
65-17-01: 65-17-01\tBOEING: Amdt. 39-108 Part 39 Federal Register July 24, 1965. Applies to Model 727 Series Airplanes. \n\n\tCompliance required within the next 600 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent inadvertent thrust reversing from failure to the locking pin, replace the thrust reverser lockout actuator piston, P/N 65-37853-2, on each engine, with actuator piston, P/N 65- 37853-3, in accordance with Boeing Alert Service Bulletin No. 78-18, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective August 23, 1965.
2012-11-01: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 800 series turbofan engines. This AD requires removal from service of certain critical engine parts based on reduced life limits. This AD was prompted by RR adding a new flight profile and an associated set of life limits. We are issuing this AD to prevent the failure of critical rotating parts, which could result in uncontained failure of the engine and damage to the airplane.
2021-18-13: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) CF34-8 model turbofan engines with a certain outer shell combustion liner (combustion outer liner shell) installed. This AD was prompted by two in-flight engine shutdowns (IFSDs) that occurred as a result of failures of the combustion outer liner shell. This AD requires a borescope inspection (BSI) or visual inspection of the combustion outer liner shell and, depending on the results of the inspection, possible replacement of the combustion outer liner shell. The FAA is issuing this AD to address the unsafe condition on these products.
2012-11-07: We are adopting a new airworthiness directive (AD) for all Honeywell International, Inc. ALF502L-2C; ALF502R-3; ALF502R-3A; ALF502R-5; LF507-1F; and LF507-1H turbofan engines. This AD was prompted by two reports of engines experiencing uncontained release of low-pressure (LP) turbine blades. This AD requires operational checks of the engine overspeed trip system. We are issuing this AD to prevent LP turbine overspeed leading to uncontained release of the LP turbine blades and damage to the airplane.
98-24-28: This amendment adopts a new airworthiness directive (AD), applicable to certain Allison Engine Company 250-B and 250-C series turboshaft and turboprop engines, that requires replacing existing beryllium copper main fuel control (MFC) bellows assemblies with Inconel 718 stainless steel welded MFC bellows assemblies. This amendment is prompted by reports of leaking MFC bellows assemblies resulting in an uncommanded minimum fuel flow condition, loss of engine fuel flow control and subsequent forced landing. The actions specified by this AD are intended to prevent MFC bellows assembly leakage, which can result in an uncommanded minimum fuel flow condition and subsequent loss of engine fuel flow control.
75-14-03: 75-14-03 BEECH: Amendment 39-2248. Applies to Model 200 series (Serial Numbers BB-2 through BB-66) airplanes in which the Collins AP105 autopilot is installed. Compliance: Required as indicated, unless already accomplished. To prevent the aircraft from exceeding 60 degrees bank angle as a result of an autopilot hard over, accomplish the following: A) Within the next 10 hours' time in service after receipt of the air mail letter dated June 11, 1975, or after the effective date of this AD, whichever occurs first, install the following placard adjacent to the autopilot controller: UNCOUPLE AUTOPILOT ABOVE 10,000 FEET MSL" and operate the aircraft in accordance with this limitation. B) Modify the Collins AP105 autopilot in accordance with Beechcraft Service Instructions No. 0744-180 or later revisions, or by the accomplishment of any equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. C) Upon accomplishment of the modification provided in Paragraph B, compliance with the provisions of Paragraph A is no longer required. This amendment becomes effective July 3, 1975, to all persons except those to whom it was made effective earlier by air mail letter issued June 11, 1975.
98-25-01: This amendment supersedes Airworthiness Directive (AD) 96-23-19, which currently requires installing a new flap actuator overtravel stop and a roll pin through the overtravel stop and jack screw on certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-400, and AT-500 series airplanes. This AD requires replacing the existing flap actuator overtravel stop with a new one of improved design. This AD is the result of reports of the jack screw breaking through the roll pin hole on three of the affected airplanes that were already in compliance with AD 96-23-19. The actions specified by this AD are intended to prevent interference between the flap pushrod and the aileron pushrod caused by the flap actuator overtravel nut disengaging, which could result in loss of aileron control.
2018-04-07: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747- 200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by a report of incidents involving fatigue cracking in transport category airplanes that are approaching or have exceeded their design service objective and a structural reevaluation by the manufacturer that identified additional structural elements that qualify as structural significant items (SSIs). This AD requires revising the maintenance or inspection program, as applicable, to include inspections that will give no less than the required damage tolerance rating (DTR) for certain SSI, performing repetitive inspections to detect cracks of all SSIs, and repairing cracked structures if necessary. Additionally, this AD requires all cracks involving an SSI or related structure in close vicinity to the SSI to be reported to Boeing. We are issuing this AD to address the unsafe condition on these products.
98-24-23: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model SE.3160, SA.316B, SA.316C, and SA.319B helicopters. This action requires inspecting certain horizontal stabilizer spar tubes and replacing them if cracks are found or repairing them if crazing, corrosion, fretting marks, or scratches are found and are repairable. This amendment is prompted by several service reports of spar tube corrosion and fatigue cracks discovered during normal maintenance inspections, which could cause loss of the horizontal stabilizer and subsequent loss of control of the helicopter.
2003-08-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models. This amendment requires repetitive inspections for chafing or potential chafing of the wiring for the throttle control module (TCM) on the center pedestal in the flight deck compartment, corrective actions if necessary, an inspection of the TCM to determine its part number and configuration, and modification of the TCM. Doing this modification terminates the repetitive inspections. The actions specified by this AD are intended to prevent chafing \nof wiring inside the TCM, fuel shutoff lever lights, and/or aft pedestal lightplates due to degradation of protective sleeving, which could result in electrical arcing and failure of the auto throttle/ speed control system and consequent smoke and/or fire in the cockpit.
2012-10-01: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (BHTC) Model 427 helicopters which requires replacing certain tailboom attachment hardware and at certain intervals thereafter, determining the torque of that tailboom attachment hardware. This AD was prompted by a review of the tailboom attachment installation, which revealed that the torque value of the bolts specified in the BHTC Model 427 Maintenance Manual and applied during manufacturing was incorrect and exceeded the torque range recommended for the bolts. The actions are intended to prevent an over- torque of the tailboom attachment bolt (bolt), bolt failure, loss of the tailboom, and subsequent loss of control of the helicopter.
75-06-10: 75-06-10 BELL: Amendment 39-2128. Applies to Bell Models 206A and 206B helicopters, serial numbers 1 through 1163, certificated in all categories. Compliance required within the next 1200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the cabin roof straps, P/N 206-031-200-23 and -24, accomplish the following: a. Remove the cabin roof straps, P/N 206-031-200-23 and -24, in accordance with items 1 through 4 of Bell Helicopter Company Service Bulletin No. 206-01-74-2, dated November 12, 1974, or later approved revision. b. Install the cabin roof straps, P/N 206-032-200-37 and -38, in accordance with items 5 through 9 of Bell Helicopter Company Service Bulletin No. 206-01-74-2, dated November 12, 1974, or later approved revision. 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 Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This supersedes Amendment 39-1437 (37 F.R. 8438), AD 72-09-02. This amendment becomes effective April 15, 1975.
98-24-25: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-188A and L-188C series airplanes, that requires revising the Airplane Flight Manual to provide the flightcrew with modified procedures and limitations for operating in icing conditions. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines that experienced tailplane stall due to ice accretion on the horizontal stabilizer of the airplane. The actions specified by this AD are intended to prevent undetected accretion of ice on the horizontal stabilizer, which could result in ice contaminated tailplane stall and consequent loss of pitch control.
98-22-07: This amendment adopts a new airworthiness directive (AD) that is applicable to all Dornier Model 328-100 series airplanes. This action requires revising the Airplane Flight Manual to provide the flightcrew with additional information regarding procedures to ensure complete pressurization of the hydraulic lines for the flaps. 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 an uncommanded retraction of the flaps during takeoff, which could result in an aborted takeoff and consequent potential for runway overrun.
2012-10-09: We are superseding an existing airworthiness directive (AD) for certain Piper Aircraft, Inc. (type certificate previously held by The New Piper Aircraft Inc.) Models PA-31T and PA-31T1 airplanes. That AD currently requires correcting a model identification error on the aircraft data plate. Since we issued that AD, we have become aware that some owner/operators of the affected airplanes modified the aircraft data plate in error because of confusion in the serial number applicability. Because of the confusion, the manufacturer has issued new service information to clarify affected airplane serial numbers. This new AD requires determining the airplane model based on the serial number and modifying the aircraft data plate to properly identify the airplane model. This new AD also requires doing a detailed search for all applicable airworthiness related documents that apply to any airplane that has an incorrectly marked data plate and take necessary corrective actions based on the search findings. We are issuing this AD to correct the unsafe condition on these products.
2012-10-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702); CL-600-2D15 (Regional Jet Series 705); CL-600-2D24 (Regional Jet Series 900); and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of deformation of the pressure regulator on the oxygen cylinder, which was attributed to batches of raw material that did not meet required tensile strength. This AD requires an inspection to determine if certain oxygen pressure regulators are installed, and replacement of oxygen cylinder and regulator assemblies (CRAs) containing pressure regulators that do not meet required material properties. We are issuing this AD to prevent elongation of the pressure regulator neck, which could result in rupture of the oxygen cylinder, and in the case of cabin depressurization, oxygen would not be available when required.
59-10-06: 59-10-06 KAMAN: Applies to All K-240 Helicopters (Military HTK-1). Due to associated adverse service experience, the wood type cheek plate rotor blades, P/N K411042-1, -2, -7, and -8 are ineligible for use. These blades modified to conform to, or replaced by, fiberglass type cheek plate rotor blades, P/N K411042-77 and -78, are acceptable with a 2,500-hour retirement life.
75-22-09: 75-22-09 ROCKWELL: Amendment 39-2396. Applies to Model 112, S/N 3 through 380, certificated in all categories. Compliance required as indicated: (a) Before further flight and prior to each flight thereafter until complete inspection and modifications are accomplished, visually inspect the airplane structure at all aileron hinge positions. If visual inspection reveals distortion of the aileron skin or readily visible cracks in hinge doublers, comply with subparagraph (b)(3) below: (b) Within 10 hours' time in service, after the effective date of this AD, accomplish the following: (1) Replace all outboard aileron doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or later approved revision or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (2) Inspect all inboard aileron doublers for cracks, proper doubler thickness (.040 inches), and preloading of hinge doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or later approved revision, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. (3) If cracks, improper thickness, or preloading are found, replace doublers in accordance with Rockwell International Service Bulletin No. SB-112-35 dated October 1, 1975, or by an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas, before further flight. This amendment becomes effective November 4, 1975.
2012-10-06: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aerosystems Model SAAB 2000 airplanes. This AD was prompted by reports that environmentally friendly de-icing agents used on certain electrical connectors and braids could cause corrosion damage. This AD requires performing, in certain locations, a detailed inspection for corrosion of the electrical and electronics installation, and if corrosion is found repairing each affected harness braid or replacing each affected component and/or wiring harness. We are issuing this AD to detect and correct corrosion of critical system wiring, which could result in arcing and, in combination with other factors, a fire and consequent damage to the airplane.
75-05-09: 75-05-09 BOEING: Amendment 39-2105. Applies to all model 737 series airplanes, certificated in all categories. Compliance required as indicated. \n\t(1)\tWithin the next 100 hours' time in service after the effective date of this AD, unless already accomplished, inspect the engine fuel shutoff and crossfeed valve wire bundles for chafing in accordance with Boeing Service Bulletin No. 737-28-1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(2)\tIf wire or wire insulation chafing or clamp damage is found, replace and modify the wiring and replace the wiring harness clamps in accordance with Boeing Service Bulletin No. 737-28-1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(3)\tWithin the next 1000 hours' time in service after the effective date of this AD, for airplanes with no wire or wire insulation chafing or clamp damage, replace and modify the wiring and replace the wiring harness clamps in accordance with Boeing Service Bulletin No. 737-28- 1022, dated December 20, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \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). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective March 24, 1975.
63-25-01: 63-25-01 BEECH: Amdt. 652 Part 507 Federal Register December 5, 1963. Applies to Model 35 Aircraft Serial Numbers D-1 through D-1500, Model 35R Aircraft Serial Numbers D- XXR1 and up (35R Aircraft are Remanufactured Model 35 Aircraft and Retain the Original Serial Number in Addition to the Appropriate 35R Serial Number), and Model Super V Conversions of the Standard Beech Models 35, A35, or B35 Serial Numbers SV-XXX-D-1 through SV-XXX-D-1500. Compliance required within 25 hours' time in service after the effective date of this amendment unless already accomplished within the last 75 hours' time in service and thereafter within 100 hours' time in service from the last inspection. Inspections required by AD 62-02-01 have not been adequate to detect all fatigue cracks in the steel center section front trusses prior to failure. To preclude these failures, modify the fuselage and inspect the front and rear steel trusses in accordance with (a) and (b). In order to gain access to the front and rear trusses, remove the front seat bottom, rear seat, front and rear spar forward partitions, and all floorboards adjacent to the front and rear spars. Also, disconnect the air duct on the right side of the forward spar and remove any other adjacent installations as found necessary for access. (a) Front truss and fuselage. Modify the fuselage in accordance with (a)(1) prior to inspecting. Inspect in accordance with (a)(2) within the next 25 hours' time in service unless the aircraft has been so inspected within the last 75 hours' time in service and thereafter within 100 hours' time in service and thereafter within 100 hours' time in service from the last inspection. (1) Cut two 3 1/2 inch diameter inspection openings in the fuselage skin just under the forward centersection steel truss at right and left butt stations 16.50 inches, in accordance with Beech Service Bulletin 35-24, as revised November 5, 1963, or FAA approved equivalent. (NOTE: In addition to these two openings, any or all of the three inside inspection openings defined in Service Bulletin 35-24 may be incorporated at the owner's option.) (2) Inspect the front truss for cracks, using the magnetic particle inspection procedures outlined in Beech Service Bulletin 35-24 as revised November 5, 1963, or FAA approved equivalent. (3) Cracked trusses shall be replaced or repaired in accordance with Beech Service Bulletin 35-24, as revised November 5, 1963, before further flight. After accomplishment of these repairs the inspection specified in paragraph (2) shall be continued. (b) Rear truss. Inspect in accordance with either (1) or (2). (1) Visual inspection. Within 500 hours' time in service since the last visual inspection, performed in accordance with Beech Service Bulletin 35-24 as revised December 1961, and continually thereafter within 500 hours' time in service from the last inspection, conduct a thorough visual inspection for cracks with adequate lighting, a 3-power magnifying glass, and mirror. (2) Magnetic particle inspection. Within 1,000 hours' time in service since the last magnetic particle inspection performed in accordance with Beech Service Bulletin 35-24 as revised December 1961, and continually thereafter within 1,000 hours' time in service from the last inspection, inspect for cracks using the magnetic particle inspection procedures outlined in Beech Service Bulletin 35-24 as revised November 5, 1963, or FAA approved equivalent. (3) Cracked trusses shall be replaced or repaired in accordance with Beech Service Bulletin 35-24 as revised November 5, 1963, before further flight. If the truss is repaired, the next inspection shall be within 100 hours' time in service after the repairs were accomplished. (Any cracks that may develop because of the localized heating during repair should be detectable by this time.) Following this inspection, subsequent inspections shall be at500 or 1,000 hours' time in service, in accordance with (1) or (2), depending on whether a visual or a magnetic particle inspection was performed. (c) If the front truss is replaced with a new heavier steel truss (Beech P/N 35- 410030-17), the requirements specified in (a) shall become applicable 2,000 hours' time in service after installation of this truss. NOTE: Model 35 airplanes whose steel carry-through trusses have been modified in accordance with an STC that prescribes inspection intervals that differ from those prescribed in this AD, shall be inspected in accordance with the inspection intervals of the STC. (d) If the front truss is replaced with a new aluminum truss installed in accordance with Beech Kit No. 35-694, the requirements specified in (a) are not applicable. (e) An appropriate entry in the airplane log shall be made showing whether the front, rear or both truss(es) were inspected and the type of inspection on the rear truss. This supersedes AD 62-02-01. This directive effective December 10, 1963. Revised April 24, 1964. Revised February 16, 1965. Revised January 19, 1967.