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90-15-11: 90-15-11 PRATT & WHITNEY: Amendment 39-6474. Docket No. 89-ANE-33-AD. Applicability: Pratt & Whitney (PW) JT9D-7R4D1, -7R4E1, and -7R4H1 series turbofan engines installed on Airbus Industries A300/A310 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent engine overtemperature and loss of power or engine inflight shutdown, accomplish the following: (a) Within the next 30 calendar days or 150 flight cycles, whichever occurs first after the effective date of this AD, accomplish the following: (1) Adjust the deceleration schedule of the fuel control unit (FCU), and reidentify the FCU, in accordance with the applicable instructions of Appendix 1 of this AD. If cycling bleeds occur as a result of the decel schedule uptrim, downtrim the decel schedule in accordance with the applicable instructions of Appendix 2 to this AD. (2) Modify the 3.0 bleed valve cylinder, Part Number (P/N) 806885 or P/N 774300, in accordance with the instructions of Appendix 3 or Appendix 4 of this AD, as applicable. (3) Inspect 3.0 bleed valve linkages for wear in accordance with the instructions of Appendix 5 to this AD, and accomplish the following: (i) Remove engines with worn 3.0 valve linkage prior to accumulating 5 cycles in service (CIS) since last inspection and replace with a serviceable engine. (ii) Reinspect linkages found serviceable in accordance with the inspection requirement of paragraph (a)(3) above, at intervals not to exceed 3,000 hours since last inspection. (b) Within the next 60 calendar days or 300 flight cycles, whichever occurs first after the effective date of this AD, accomplish the following: Adjust the engine vane and bleed control (EVBC), Hamilton Standard, P/N 776555-3, to the 1.27 engine pressure ratio (EPR) bleed trim and P/N 776555-5 to the 1.32 EPR bleed trim, in accordance with the instructions of Appendix 6, Appendix 7, or Appendix 8 to this AD, as applicable. Engines which have had no 3.0 bleed or valve schedule adjustments since last trimmed in the test cell (P/N 776555-3 EVBC trimmed to 1.27 EPR or P/N 776555-5 EVBC trimmed to 1.32 EPR) are exempt from this requirement. (c) Incorporate the following modifications to upgrade the EVBC to Hamilton Standard P/N 776555-5, within one year from the effective date of this AD, by accomplishing the following: (1) Incorporate the fluid drain between sensor servo piston chevron seals, in accordance with the instructions of Appendix 9 to this AD. (2) Incorporate the pilot valve spring, P/N 801040-1, in accordance with the instructions of Appendix 10 to this AD. (3) Incorporate the decel bleed reset piston spring, P/N 801073-1, in accordance with the instructions of Appendix 11 to this AD. (4) Incorporate the 3.0 bleed cam, P/N 765357-11, and recalibrate the control, in accordance with the instructions of Appendix 12 to this AD. (5) Incorporate the actuator valve, P/N 800997-1, in accordance with the instructions of Appendix 13 to this AD; or remove actuator valve, P/N 728149-3, and replace with a new or serviceable actuator valve, P/N 728149-3. Replacement actuator valve, P/N 728149-3, must be removed from service at or prior to accumulating 10,000 hours since new. (6) Adjust EVBC to 1.32 EPR bleed trim, in accordance with paragraph (b)(1) above. (d) Modify FCU, Hamilton Standard P/N 782960-1, and P/N 782960-2, within one year from the effective date of this AD by accomplishing the following: (1) Incorporate the decel cam, P/N 774538-15, in accordance with the instructions of Appendix 14 of this AD. (2) Revise the test procedure for the decel bleed override, in accordance with the instructions of Appendix 15 of this AD. (e) Install 3.0 bleed dampers, in accordance with PW Service Bulletin (SB) JT9D-7R4-72-336, Revision 5, dated June 23, 1988, at the next shop visit. Installation of 3.0 bleed dampers terminates the reinspection requirements of paragraph (a)(3)(ii) above. NOTE: For the purpose of this AD, the definition of "shop visit" is any time the engine or module is in a maintenance shop capable of complying with the PW SB instructions, regardless of the planned maintenance action or the reason for engine removal. (f) Restore the leading edge of the first stage compressor blades in accordance with PW Engine Manual, P/N 785058, Chapter/Section 72-31-02, Repair-19, Pages 901 through 912, dated June 15, 1990, at the next fan module overhaul, after the effective date of this AD and thereafter at every fan module overhaul. NOTE: For the purpose of this AD, the definition of "fan module overhaul" is anytime the fan module is disassembled, inspected, and repaired, in accordance with PW Engine Manual. (g) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (h) Upon 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 times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. First stage compressor blade restoration and 3.0 bleed damper installation shall be done in accordance with the following PW documents: Document No. Page Number Issue/Revision Date Engine Manual 901 thru 914 ---- June 15, 1990 -PW785058 JT9D-7R4-72-336 1, 3, 4, 8, 9, 5 June 23, 1988 10, 11 thru 20 4 August 28, 1987 2 3 June 8, 1987 5, 6, 7 Original March 2, 1987 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 Pratt& Whitney Publications Department, P.O. Box 611, Middletown, Connecticut 06457. 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, NW, Room 8301, Washington, DC 20591. This amendment (39-6474, AD 90-15-11) becomes effective on July 16, 1990. Appendix 1 NOTE: This appendix consists of material from: Pratt & Whitney (PW) Special Instructions (SI) 59F-89 (applicable to JT9D-7R4D1, E1 (AI-500 series)), dated July 10, 1989, and SI 61F-89 (applicable to JT9D-7R4E1, H1 (AI-600 series)), dated July 10, 1989. Appendix 2 NOTE: This appendix consists of material from: PW SI 60F-89 (applicable to JT9D-7R4D1, E1 (AI-500 series)), dated July 10, 1989, and 62F-89 [applicable to JT9D-7R4E1, H1 (AI-600 series)), dated July 10, 1989. Appendix 3NOTE: This appendix consists of material from: PW Service Bulletin (SB) JT9D-7R4-75-98, dated January 19, 1988. Appendix 4 NOTE: This appendix consists of material from: PW SI 58F-89, dated June 16, 1989. Appendix 5 NOTE: This appendix consists of material from: PW Maintenance Manual, Chapter/Section 72-00-00 Inspection/Check -06, dated September 15, 1986. Appendix 6 NOTE: This appendix consists of material from: AI A300-600/A310 AMM Chapter/Section 71-00-00, Test Number 10, Temporary Revision No. 71-029, dated January 10, 1989. Appendix 7 NOTE: This appendix consists of material from: PW SI 82F-88, Revision A, dated November 16, 1988. Appendix 8 NOTE: This appendix consists of material from: PW SI 87-88, dated August 26, 1988. Appendix 9 NOTE: This appendix consists of material from: Hamilton Standard (HS) SB GTA9-75-9, Revision 1, dated October 14, 1984. Appendix 10 NOTE: This appendix consists of material from: HS SB GTA9-75-16, dated March 20, 1988. Appendix 11 NOTE: This appendix consists of material from: HS SB GTA9-75-17, dated March 31, 1988. Appendix 12 NOTE: This appendix consists of material from: HS SB GTA9-75-18, Revision 1, dated January 15, 1989. Appendix 13 NOTE: This appendix consists of material from: HS SB GTA9-75-19, dated August 12, 1988. Appendix 14 NOTE: This appendix consists of material from: HS SB JFC68-10-10, Revision 1, dated November 15, 1989. Appendix 15 NOTE: This appendix consists of material from: HS SB JFC68-10-9, dated March 31, 1988.
68-19-07: 68-19-07 SIKORSKY: Amendment 39-657 as amended by Amendment 39-2450. Applies to S-61 Series helicopters. Compliance required as indicated. To preclude the possibility of failure of the main rotor blade spindle, accomplish the following: (a) Before further flight, remove main rotor blade spindles P/Ns S6110-23325-1, S6110-23325-2, and S6112-23025-1 that either have been "salvaged" in accordance with procedures set forth in paragraph entitled "Salvage of Spindle" contained in Sikorsky Aircraft Overhaul Manual for the pertinent helicopter model, or have accumulated 3000 or more hours' time in service on the effective date of this AD, and replace with blade spindles of the same part number that have not been "salvaged" and that have less than 3000 hours' time in service. (b) Replace main rotor blade spindles P/Ns S6110-23325-1, S6110-23325-2, and S6112-23025-1, that have not been "salvaged" and have less than 3000 hours' time in service on the effective date of thisAD, before the accumulation of 3000 hours' time in service with main rotor blades spindles of the same part number that have not been "salvaged" and have less than 3000 hours' time in service. (c) Before further flight, remove from service main rotor blade spindles P/N's S6110-23325-1, S6110-2325-2, and S6112-23025-1, serial numbers AX51, AX54, F2148, F2444, F2485, F2207, F1406, F1416, F1415, F1399, B-35, and F2451. Amendment 39-657 was effective September 27, 1968. This amendment 39-2450 becomes effective December 23, 1975.
2014-16-12: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FALCON 2000EX airplanes. This AD was prompted by a revision to the airplane airworthiness limitations to introduce a corrosion prevention control program, among other changes, to the maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program to include the maintenance tasks and airworthiness limitations specified in the airworthiness limitations section of the airplane maintenance manual. We are issuing this AD to prevent reduced structural integrity of the airplane.
97-06-03: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214ST helicopters, that currently establishes a mandatory retirement life of 50,000 high-power events for the main rotor mast (mast). This amendment requires changing the retirement life for the mast from high-power events to a maximum accumulated Retirement Index Number (RIN) of 140,000 and applying this RIN to an additional part-numbered mast. This amendment is prompted by fatigue analyses and tests that show certain masts fail sooner than originally anticipated because of an unanticipated high number of takeoffs and external load lifts in addition to the deterioration in strength that occurs under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the mast, which could result in failure of the main rotor system and subsequent loss of control of the helicopter.
51-20-01: 51-20-01 CURTISS-WRIGHT Applies to Model C-46 Series aircraft equipped with C-4 Cockpit Light Assembly. \n\n\tCompliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished. \n\n\tTo eliminate an electrical fire hazard existing in the pilot's compartment, the following rework must be accomplished: \n\n\t1. Rework the C-4 cockpit light rheostat assembly in accordance with Figure 2. Fabricate insulator strip per Figure 2(a), and install as shown in Figure 2(b). \n\n\n\n\nSECTIONAL VIEW OF COCKPIT LIGHT CASE - TYPE C-4A & C-4, WITH RHEOSTAT INSULATOR INSTALLED \nFIGURE 2 \n\n\t(U.S.A.F.T.O. No. 03-5G-12, dated September 8, 1950, covers this same subject.) \n\n\t2. Revise the wiring to the C-4 lamp assembly as shown in Figure 3. \n\n\n\n\t(Page 410D, Figure 301B of AN 01-25L-2 covers this same subject.) \n\n\tRevised December 28, 1964.
2014-16-27: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by our determination of the need for a revision to the airplane airworthiness limitations to introduce a corrosion prevention control program, among other changes, to the maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to include the maintenance tasks and airworthiness limitations specified in the Airworthiness Limitations section of the airplane maintenance manual. We are issuing this AD to prevent reduced structural integrity of the airplane, and prevent reduced controllability of the airplane.
51-05-01: 51-05-01 PRATT & WHITNEY: Applies to Douglas DC-6 and Convair 240 Aircraft Equipped With R-2800-34M1, -83AM3, -83AM4, and Double Wasp CA Series Engines Using Antidetonant Injection (Wet Power) for Takeoff. Compliance required as soon as possible but not later than February 15, 1951. A. Each operator of an airplane covered shall select a power which he undertakes to maintain. If that power is less than the corresponding value available during the type certification tests of the airplane, the operating weights of the entire fleet shall be reduced to values such as will enable the airplanes to perform as indicated in the approved airplane flight manual with the power selected. B. The power actually develop by each engine shall be measured each time it reaches each of the following stages. 1. Upon installation of overhauled engines in aircraft. 2. At the No. 3 inspection nearest to the midpoint of the authorized service time between overhauls. 3. At thenearest No. 3 inspection or some convenient point near or at the end of the authorized service time between overhauls. C. The procedures and methods employed in making these power measurements shall be acceptable to the FAA. 1. The frequency of the power measurements should be contained as indicated above until the results obtained on each operator's fleet have been evaluated for the purpose of establishing whether more frequent or less frequent measurements are warranted. 2. Operators not employing line maintenance practices which will reasonably insure the continued availability of the selected power will start this program making more frequent power measurements than indicated above. D. An airplane incorporating an engine which at any of the required power measurements, fails to develop the selected power shall not be dispatched unless: 1. The power is restored to the selected value, or 2. The engine is replaced by one developing the selected power, or 3. The operating weights of the individual airplane are reduced as specified in A. E. If, on a fleet-wide basis, the initial powers measured during any individual power measurement are consistently below the selected power, the operator shall: 1. Initiate or improve line maintenance to the extent necessary to give reasonable assurance that the selected power is continuously available, or 2. Make more frequent measurements of power, or 3. Select a lower value of power representative of the initially measured values and reduce operating fleet weights as specified in A. F. An acceptable method for power measurement and data correction utilizing static ground runups in the aircraft is described by AAL in their instructions on "Convair Ground Power Check". This information has been distributed by ATA to all the airlines involved. Alternative methods providing equivalent or greater accuracy will be acceptable. G. Results of the above power checksare to be submitted regularly and promptly to the assigned FAA Field Agents.
96-24-01: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires replacement of certain rudder horn assemblies with a new assembly. For certain airplanes, the amendment also requires replacement of certain rudder control rods with a new rod. This amendment is prompted by reports of cracked rudder horns and a cracked rudder control rod, caused by impact overload. The actions specified by this AD are intended to prevent such an overload and consequent cracking of the subject parts, which could result in reduced structural integrity of the rudder horn assembly or loss of rudder control; this condition could lead to reduced controllability of the airplane.
2014-16-24: We are superseding Airworthiness Directive (AD) 2012-10-53 for Eurocopter Deutschland GmbH (ECD) (now Airbus Helicopters) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. AD 2012-10-53 required, before further flight and at specified intervals, checking and inspecting the upper and lower main rotor hub (MRH) shaft flanges for a crack, and inspecting the lower hub-shaft flange bolt attachment areas for a crack. Since we issued AD 2012-10- 53, it has been determined that it is safe to increase the visual inspection intervals of the MRH shaft flanges from 10 hours time-in- service (TIS) to 50 hours TIS and remove the inspection of the lower MRH shaft flange bolt attachment areas. This new AD continues to require checking and inspecting the upper and lower MRH shaft flanges for a crack. These actions are intended to detect a crack on the MRH shaft flange, which if not corrected, could result in failure of the MRH and subsequent loss of control of the helicopter.
56-23-03: 56-23-03 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. Due to additional failures, it has been found necessary to lower the retirement time specified in AD 56-10-02. Accordingly, the horizontal hinge pin assembly, P/N S10-10-3331 and S10-10-3331-1 with 750 hours service must be replaced by December 1, 1956, or prior to the accumulation of 850 hours, whichever occurs first. Parts with 850 hours or more must be replaced prior to further service. Thereafter, P/N S10-10-3331 and S10-10-3331-1 are to be retired at not more than 750 hours. This supersedes AD 56-10-02.
2014-16-07: We are superseding Airworthiness Directive (AD) 2011-15-09 for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. AD 2011-15-09 required repetitive inspections for proper operation of the main landing gear (MLG) alternate extension system (AES), and corrective actions if necessary. This new AD requires, for certain airplanes, new repetitive inspections for proper operation of the MLG AES, and corrective actions if necessary. This new AD also requires eventually replacing the MLG AES cam mechanism assembly with a new assembly, which terminates the repetitive inspections for those airplanes. This AD was prompted by a determination that, for certain airplanes not affected by AD 2011-15-09, a different MLG AES cam mechanism assembly was installed, resulting in input lever fractures and inability to open the MLG door; those assemblies could be subject to the same unsafe condition in AD 2011-15-09. We are issuing this AD to prevent improper operation of the cam mechanism or rupture of the door release cable, which [[Page 48969]] could result in loss of control of the airplane during landing.
52-28-03: 52-28-03 BELL: Applies to All 47 Series Helicopters With the 47-645-002 Gearbox Installed. Compliance required as directed. Replace the tail rotor gearbox shaft, P/N 47-645-077-1, when it has accumulated 900 hours of operation. (Bell's Mandatory Service Bulletin No. 83, Revision A, dated October 2, 1952, covers this same subject.)
59-10-05: 59-10-05 HAMILTON STANDARD: Applies to All Hamilton Standard Propellers Controlled by 5U21 Governors and Installed on TC18EA Series Engines. Compliance required at first governor overhaul after September 1, 1959, but not later than February 1, 1960. Adverse environmental conditions in the propeller governor resulting from certain types of engine failure have caused improper operation of the governor in such a manner as to result in propeller overspeeding and failure to feather. In order to minimize the possibility of such occurrences, provide a means for feathering that will be independent of the pilot valve incorporated in the 5U21 governor. Replacement of the 5U21 governor by the Hamilton Standard 5AB23 governor is considered an acceptable means to accomplish the desired objective. Any other approved means of accomplishing the desired objective will also be acceptable. (Hamilton Standard Service Bulletin No. 591 covers this same subject.)
2014-16-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600) airplanes. This AD requires revising the airplane flight manual to prohibit thrust reverser operation, and repetitive detailed inspections of both engine thrust reversers for cracks and modification if necessary. The modification of the thrust reversers is also an optional terminating action for the repetitive inspections. This AD was prompted by reports of partial deployment of an engine thrust reverser in-flight caused by a failure of the translating sleeve at the thrust reverser attachment points. We are issuing this AD to detect and correct cracks of the translating sleeve at the thrust reverser actuator attachment points, which could result in deployment or dislodgement of an engine thrust reverser in- flight and subsequent reduced control of the airplane.
55-04-01: 55-04-01 FEDERAL SKIS: Applies to All Cessna Model 180 Aircraft Equipped With Federal Model AWB-2500A Wheel Skis. Compliance required as soon as possible but no later than next 100 hour inspection. Instances have been reported of the main skis pitching downward against the forward limiting cables during normal flight causing the airplane to assume a dive attitude with a resulting loss of altitude before recovery. To preclude the possibility of the serious consequences that might result should this condition occur at low altitudes, the following corrective action must be accomplished: 1. Replace the existing mechanical rigger with Federal No. 11G1064-2 mechanical rigger. 2. Install Federal No. 11D1059-5 preloaded bungee assembly in each of forward limiting cables and adjust the cables so that the skis when in the "up" position on the wheel, will be allowed to pitch nose down minus 12 degrees to 14 degrees in flight without extending the bungee units. This angleis measured between the top of the ski channel and the horizontal reference line of the airplane. (Federal Service bulletin No. 102 covers the same subject.)
2014-14-04: We are superseding Airworthiness Directive (AD) 2003-18-10 for certain The Boeing Company Model 767 airplanes. AD 2003-18-10 required revising the Airworthiness Limitations Section of the maintenance planning data (MPD) document. This new AD also requires revising the maintenance program to incorporate an additional limitation, which terminates the existing requirements; and adds airplanes to the applicability. This AD was prompted by a re-evaluation of certain doors and flaps based on their fatigue-critical nature. We are issuing this AD to detect and correct fatigue cracking of the principal structural elements (PSEs), which could adversely affect the structural integrity of the airplane.
71-17-06: 71-17-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-1262. Applies to all Pratt & Whitney Aircraft JT12A-6, JT12A-6A, JT12A-8, and J60P-5B Turbojet engines. Compliance required as indicated. To prevent cracking and possible failure of stage 2, 3, 7 and 8 compressor rotor discs of life limits on these parts have been reduced below the figures currently approved. Unless already accomplished, remove from service stage 2, 3, 7 and 8 compressor rotor discs prior to reaching the revised life limit below or, within the next 30 cycles in service after the effective date of this airworthiness directive, whichever comes later. Part Number Previous Life Limit Cycles Revised Life Limit Cycles 406302 8000 6000 541902 8000 6000 406203 7500 4000 541903 7500 4000 426107 4000 2500 541907 4000 2500 406208 8000 5000 541908 8000 5000 NOTE: (The disc hour life limit as specified in Pratt & Whitney Aircraft Overhaul Manual Part No. 435108 Table of Limits Section XI has not been revised.) (Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time.) NOTE: P&WA Telegram PSE/AMG/1-7-13-1 covers this same subject. This amendment is effective August 17, 1971.
2014-15-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of a fractured wing-to-fuselage strut attachment joint bolt. This AD requires a torque check of all wing-to-fuselage strut attachment joint bolts, and repair or replacement if necessary. For certain airplanes, this AD also requires a detailed inspection for corrosion, damage, and wear of each wing-to-fuselage strut attachment joint bolt and associated hardware, and replacement if necessary; and a borescope inspection for corrosion and damage of the bore hole and barrel nut threads, and repair or replacement if necessary. We are issuing this AD to detect and correct fractured strut attachment joint bolts, which could result in reduced structural integrity of the wing-to-fuselage strut attachment joint and subsequent loss of the wing.
96-09-03: This amendment adopts a new airworthiness directive (AD), applicable to Societe Nationale Industrielle Aerospatiale and Eurocopter France Model SA-365N, N1, and N2 helicopters, that requires an inspection of the door jettison systems to determine if the handle shafts are locked to the jettison systems. If the inspection indicates the handle shafts are locked to the jettison systems, this AD requires installation of a snapwire on the jettison systems and a visual inspection of the door jettison handles to determine whether two spring pins are installed, and installation of a second spring pin, if necessary. If the initial inspection indicates that the handle shafts are not locked to the jettison systems, this AD requires replacement of the sheared spring pin with two spring pins. This amendment is prompted by a factory inspection performed by the manufacturer that revealed that the forward passenger door jettison handles may have been fitted with one spring pin instead of two spring pins at the door jettison handle attachment points. The actions specified by this AD are intended to prevent a loss of the doors in flight and subsequent damage to the horizontal stabilizer, main fin, or lateral fins.
2014-13-08: We are superseding Airworthiness Directive (AD) 2013-24-14 for Diamond Aircraft Industries GmbH Models DA40 and DA40F airplanes. 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 the fatigue strength found in the aft main spar not ensuring unlimited lifetime structural integrity. We are issuing this AD to require actions to address the unsafe condition on these products.
69-12-04: 69-12-04 BELLANCA: Amdt. 39-779. Applies to Models 14-19-3A (Serial Numbers 4229 thru 4342) and 17-30 (Serial Numbers 30001 thru 30164) Airplanes. Compliance: Required as indicated. To prevent failures of the stabilizer rear strut clevises, unless already accomplished, perform either A or B below: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, and thereafter at intervals of not to exceed 25 hours' time-in-service from the date of the last inspection, conduct a magnetic particle inspection of both P/N 193101-9 rear strut attach clevises in the area of the threaded shank. The clevises must be removed from the airplane to perform the inspection. If a crack is found during any inspection, before further flight, perform the replacement required by Paragraph B of this airworthiness directive. B) Within 25 hours' time-in-service after the effective date of this airworthiness directive, replace both P/N 193101-9 rear strutattach clevises with redesigned P/N 193130 rear strut attach clevises, in accordance with instructions contained in Bellanca Service Letter No. 50, dated May 28, 1969, or any other method approved as an equivalent by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Central Region. C) When the replacement described in Paragraph B of this airworthiness directive has been accomplished on both rear strut attach clevises, the inspections required by Paragraph A of this airworthiness directive are no longer required. This amendment becomes effective June 13, 1969.
2014-14-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD requires modification of the engine by removing an electronic engine control (EEC) incorporating EEC software standard A14 or earlier and installing an EEC eligible for installation. This AD was prompted by an uncontained multiple turbine blade failure on an RR RB211 Trent 772B turbofan engine. We are issuing this AD to prevent failure of the intermediate-pressure (IP) turbine disk drive arm or burst of the high-pressure turbine disk, which could lead to uncontained engine failure and damage to the airplane.
57-26-02: 57-26-02 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required not later than July 1, 1958. To preclude the possibility of the flap idler sprocket retaining nut, P/N 60903-39 and 60903-1151 from becoming unscrewed, the improved locking means for the sprocket shaft nuts at Nos. 1, 2, and 3 flap units should be incorporated. This consists of the installation of a screwed collar P/N 70103-4227 and a split pin, P/N SP9E10. Vickers PTL No. 174 and Modification Bulletin No. 2439 cover the same subject. Modification No. 2439 has been classified as essential by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
70-15-12: 70-15-12 SHORT BROTHERS AND HARLAND, LIMITED: Amdt. 39-1043. Applies to Model SC-7, Series III airplanes. To prevent cracking around the drain boss of the engine plenum chamber, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, incorporate Modification No. 1034 by installing flexible drain lines between the engine plenum chamber and bottom heat shield on both engines in accordance with Shorts Bulletin No. 71-56, Revision 1, dated May 20, 1970, or a later ARB-approved issue or an FAA approved equivalent. This amendment becomes effective July 23, 1970.
56-18-03: 56-18-03 DOUGLAS: Applies to All Models A-26B and A-26C Aircraft. Compliance required prior to September 5, 1956, and each periodic inspection thereafter. Numerous cases have been discovered of cracks in the nose gear cross beam assembly of certificated A-26 aircraft, developing at the inboard end of the trunnion journal. Accordingly, to reduce the possibility of failure of the wheel cross beam assemblies, the following inspection is required. (a) Remove the nose wheel cross beam assembly, P/N 5280335, or 5280336, or 5123942 or 5123943. (b) Using magnetic particle, dye penetrant or x-ray inspection equipment, inspect the 5-inch outboard portion of the beam and trunnion assembly for cracks, measuring from the trunnion journal inboard and paying particular attention to the area around the trunnion's shoulder and inboard of the welded area of the strap. (c) Cross beam assemblies found cracked during this inspection must be replaced. (USAF Technical Order 1B-26-519, dated April 9, 1956, covers this same subject.)