Results
97-22-08: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft LTD (Pilatus) Models PC-6/B1-H2, PC-6/B2-H2, PC-6/B2-H4 airplanes and all Pilatus Model PC-12 airplanes. This AD requires amending the Limitations Section of either the airplane flight manual (AFM) or the pilot's operating handbook (POH) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
72-16-03: 72-16-03 GENERAL ELECTRIC: Amendment 39-1495. Applies to Models CF6-6D and CF6-6D1 turbofan engines. Compliance required as indicated. To prevent cracking and possible failure of stage 2 high pressure turbine discs, unless already accomplished, remove from service stage 2 high pressure turbine discs Part No. 9687M40P03, P04, P05, or P06 prior to reaching a life limit of 2100 cycles. For the purposes of this AD, the definition of cycles is that appearing in the CF6 Shop Manual GEK 9266 Section 72-00-00 Inspection page 301. (General Electric Alert Service Bulletin CF6 72-320 pertains to this subject.) This amendment is effective August 8, 1972.
93-05-18: 93-05-18 FOKKER: Amendment 39-8522. Docket 92-NM-180-AD. Applicability: Model F28 Mark 0100 airplanes, serial numbers 11244 through 11356, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent jamming of the servo and to ensure that the stabilizer can be repositioned after an uncommanded trim movement, accomplish the following: (a) Within 400 hours time-in-service after the effective date of this AD, unless accomplished previously within the last 1,600 hours time-in-service, inspect the end-cap of the horizontal stabilizer dual actuator servo valve manifold to detect moisture in accordance with Fokker Service Bulletin SBF100-27- 029, dated January 29, 1991. Prior to further flight, remove any moisture found in accordance with the service bulletin. (b) Within 2,000 hours time-in-service or one year after the effective date of this AD, whichever occurs first, modify the end-cap of the servo valve of the horizontal stabilizer hydraulic actuator in accordance with Fokker Service Bulletin SBF100-27-032, dated September 20, 1991, as revised by Fokker Service Bulletin Change Notification SBF100-27-032/01, dated October 19, 1992. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection shall be done in accordance with Fokker Service Bulletin SBF100-27-029, dated January 29, 1991. The modification shall be done in accordance with Fokker Service Bulletin SBF100-27-032, dated September 20, 1991; and Fokker Service Bulletin Change Notification SBF100-27- 032/01, dated October 19, 1991 (for Fokker Service Bulletin SBF100-27-032, dated September 20, 1991). This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on May 14, 1993.
2012-05-08: We are adopting a new airworthiness directive (AD) for all Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model ERJ 170 airplanes. This AD requires repetitive inspections for fuel leakage and cracks on the wing spar II, close to the rib 10 area, and repair if necessary. This AD was prompted by reports of fuel seepage at the left- hand wing, close to the rib 10 area in two airplanes. We are issuing this AD to detect and correct cracking on the wing spar II, which could result in a fuel leak, consequent reduced structural integrity of the airplane, and possible fire.
47-20-05: 47-20-05 ERCO: (Was Mandatory Note 13 of AD-718-6.) Applies to 415-C, -CD and -D Aircraft Serial Numbers 800 Through 2037. Compliance required prior to October 1, 1947. Cracks have occurred in the belly skin at the rearmost rivet attaching the center section belly skin outer stiffeners (Erco P/N 415-13056 L/R) to the belly skin. To prevent similar failures where cracks have not yet developed, install 0.064-inch 24ST alclad angles 1/2-inch wide with legs of 1 3/32 inches and 1/2 inch (Erco P/N 415-13068). Attach the 1 3/32-inch leg to the outboard side of the aft end of each belly skin outer stiffener with two AN 470AD3-4 rivets (3/32-inch diameter, universal head, A17ST, 1/4-inch long) and to the center section rear beam with one AN 470AD3-5 rivet. (AN 430 type round head rivets may be used.) If cracks are found in the belly skin, drill relief holes at the ends of the cracks and install triangular shaped patch plates as follows in addition to the angle stiffeners described above. Prepare the patch plates of 0.032-inch 24ST alclad material of such a shape that it will pick up the last two rivets which attach the aft end of the belly skin outer stiffener to the belly skin and the three rivets attaching the rear beam to the belly skin which are in line with and to either side of the stiffener. Remove the above-mentioned existing rivets and attach the patch plates through these holes using AN 470AD3-3 and -4 rivets. Attach the patch plate to the belly skin with six additional AN 470AD3-3 rivets, three through each side of each plate. (Erco's Ercoupe Service Department Bulletin No. 18 dated January 9, 1947, covers this same subject.)
97-22-11: This amendment adopts a new airworthiness directive (AD) that applies to all Industrie Aeronautiche e Meccaniche Rinaldo Piaggio S.p.A. (Piaggio) Model P-180 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
59-01-01: 59-01-01 CONVAIR: Applies to All 240 and 340 Aircraft and to 440, Serial Nos. 312 Through 502. Compliance required as follows: 440 aircraft not later than December 31, 1958; 340 and 240 aircraft not later than April 30, 1960. Inflight fire experience and fire tests on the Convair engine nacelle have shown the need for further improvement in detecting fires originating in zones one and two. Additional continuous type detector coverage was provided in production 440 aircraft for the zone one bellmouth and zone two chimney areas. Because of false warnings the original system was rendered inoperative by Convair Service Air Gram No. 173, and an improvement program was initiated. This program has now been completed and a revised system developed with functional reliability proven by test under laboratory and service conditions. To improve and reactivate the continuous type fire detector system installation on 440 aircraft and to provide equivalent coverage for 240 and 340aircraft, the following must be accomplished: (1) On 440 aircraft, the existing continuous type fire detector system must be modified to incorporate improved detector elements and assemblies, including connectors, control box cannon plugs and mounting provisions. Upon accomplishment, the continuous type system must be made operative. On aircraft of Serial Nos. 503 and subsequent which incorporate these changes, the system must be maintained operative. (Convair Service Bulletin No. 440-41 covers an acceptable method of accomplishing these changes.) (2) On 240 and 340 aircraft, either modification (a) or modifications (b) and (c) must be accomplished: (a) Install additional fire detector coverage consisting of a continuous type system installed in each augmenter bellmouth and each vent chimney, similar to that now installed on 440 aircraft. The airplane flight manual must be revised to include a description of the system operation and the required emergency procedures. (Convair Service Bulletin No. 340-222 covers an acceptable method of accomplishment of this installation on 340 aircraft. Service bulletins applicable to 240 aircraft will be published at a later date, if there is a request for such information from operators desiring to accomplish this in preference to the modifications described in items (b) and (c) following.) (b) Install at least three unit-type detectors at each augmenter tube bellmouth or on brackets mounted on the shroud or engine cowling and located in close proximity to the bellmouths, such as to be in the path of flames which would enter the bellmouth in the event of fire. Existing detectors at the upper cowl flaps and those mounted on the upper side shroud panels may be counted among the three units specified, provided they are installed in accordance with Convair Bulletins No. 240-419 and No. 240-419A or conform to original Model 340 production configuration. The third bellmouth detector location must conformwith figure 6 of Technical Development Center Report No. 250. Revised detector installations must be ground and flight tested in accordance with Thomas A. Edison Installation Manual, Publication No. 1058, dated July 15, 1950, to assure correct circuit adjustment. (c) To minimize flame stratification and improve effectiveness of present fire detection, a reduction in airflow rate in zone two must be effected by modifications in accordance with Convair Service Bulletin 340-176 or equivalent for the 340 aircraft, and in accordance with Convair Service Bulletin 240-473 or equivalent for the 240 aircraft. This supersedes AD 58-10-01.
2006-13-06: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Corporation 250-B and 250-C series turboprop and turboshaft engines with certain part numbers (P/Ns) of gas producer rotor assembly tie bolts manufactured by EXTEX Ltd., Pacific Sky Supply Inc., Rolls- Royce Corporation (RRC), and Superior Air Parts Inc. This AD requires operators to remove from service affected gas producer rotor assembly tie bolts, and install serviceable tie bolts. This AD results from eleven reports of RRC tie bolt failure due to high cycle fatigue. We are issuing this AD to prevent tie bolt failure that could cause loss of engine power, resulting in a first stage turbine wheel overspeed and an uncontained engine failure.
76-02-01: 76-02-01 CONSOLIDATED AERONAUTICS: Amendment 39-2494. Applies to all Model LA-4 and Model LA-4-200 airplanes equipped with STC SA876EA auxiliary fuel tanks. Compliance required, as indicated, by the effective date of this Amendment. To prevent engine power interruption resulting from water contamination of the fuel system due to water entering the auxiliary fuel tank sumps, accomplish the following: Install the following placard adjacent to the auxiliary tank fuel transfer switches: "WARNING" "Auxiliary tank fuel transfer prohibited unless auxiliary tank sumps are drained free of water after each water operation." This amendment becomes effective January 30, 1976.
98-02-05: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-02-05, which was sent previously to all known U.S. owners and operators of Cessna Aircraft Company (Cessna) Model 172R airplanes. This AD requires de-activating the cabin heating system until the engine exhaust muffler can be replaced, and fabricating and installing a placard within the pilot s clear view, using 1/8-inch letters with the following words: "CABIN HEATER INOPERATIVE." Inadequate or failed weldments that are leaking exhaust gas (including carbon monoxide) from the muffler into the airplane s cabin and cockpit area prompted this action. The actions specified by this AD are intended to prevent carbon monoxide gas from entering the airplane s cabin heating system and cabin, which, if not corrected, could result in passenger and pilot injury with consequent loss of control of the airplane.