Results
2011-15-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting the wings for internal and external damage, repairing any damage, reinforcing the wings, installing operational limitation placards in the cockpit, and adding limitations to the airplane flight manual supplement. This AD was prompted by a review of installed Flint Aero, Inc. wing tip auxiliary fuel tanks, Supplemental Type Certificate (STC) SA5090NM. We are issuing this AD to detect and correct damage in the wings and to prevent overload failure of the wing due to the installation of the STC. Damage in the wing or overload failure of the wing could result in structural failure of the wing, which could result in loss of control.
54-24-02: 54-24-02 LOCKHEED: Applies to 1049C, Serial Numbers 4520 Through 4548; Model 1049E, Serial Numbers 4549 Through 4556, 4558 Through 4560, and 4563 Through 4565; Model 1049D, Serial Numbers 4163 Through 4166. Compliance required as indicated. 1. Perform a visual inspection of the outer wing main beam web between Stations 551 and 637, left and right, for cracks as soon as practical, and reinspect at intervals of approximately 125 hours until this area is reinforced as outlined in paragraph 2. If cracks are found repair and reinforce as per paragraph 2 immediately. Inspection for fuel stains alone as an indication of a crack is not sufficient due to the presence of sealant on the inside of the tank surface. 2. Reinforce the main beam web between wing Stations 551 and 637, left and right as soon as possible, convenient with aircraft check periods, but not later than 1,000 hours after receipt of parts from the manufacturer or March 1, 1955, whichever occurs first. This may beaccomplished by the addition of extruded aluminum alloy (75ST6) stiffeners (LS347-3), one between each of the original stiffeners in this area. (Lockheed Service Bulletin No. 1049/SB-2559 describes this reinforcement.)
64-18-04: 64-18-04 GENERAL DYNAMICS: Amdt. 778 Part 507 Federal Register July 29, 1964. Applies to Models 240, 340 and 440 Series Aircraft Incorporating Nose Landing Gear Retract Fork, Menasco P/N 523526 R/L. Compliance required as indicated. In order to detect cracks and prevent the failure of the nose landing gear retract fork, Menasco P/N 523526 R/L, accomplish the following: (a) Within 800 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at periods not to exceed 1,000 hours' time in service from the last inspection, inspect all nose landing gear retract forks, Menasco P/N 523526 R/L, for cracks in the 0.190 (+0, -.030) inch radius at the upper end of the fork shank diameter using dye penetrant, magnetic particle, or an FAA approved equivalent inspection, and dimensionally inspect for a 0.190 (+0, -.030) inch radius. Any fork having less than 0.160 inch minimum radius shall havethe radius hand reworked to a 0.190 (+0, - .030) inch radius. (Care should be taken that the adjacent 1.2500/1.2495 inch diameter is not undercut.) Refinish the reworked area in accordance with the instructions contained in Convair Service Airgram No. 179, dated June 18, 1956, or an FAA Western Region, Aircraft Engineering Division approved equivalent. If cracks are found in either half of the fork assembly, remove and replace the complete fork assembly with a new fork assembly before further flight. (b) The repetitive inspections specified in (a) may be discontinued when the fork assembly has been reworked to the 0.190 (+0, -.030) inch radius, and has been shot peened and refinished in accordance with the instructions contained in Convair Service Airgram No. 179, dated June 18, 1956, or an FAA Western Region, Aircraft Engineering Division approved equivalent. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection 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 such operator. (Convair Service Airgram No. 179 dated June 18, 1956, covers this same subject.) This directive effective August 28, 1964.
98-19-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Pratt & Whitney PW4000 series turbofan engines, that requires fluorescent penetrant and eddy current inspections of 2nd stage high pressure turbine (HPT) rotating airseals for cracks, removal from service of cracked parts, incorporation of improved 2nd stage HPT rotating airseals, and modification of 2nd stage ring segments and vane clusters to increase cooling flow and reduce stress as terminating action to the inspection requirements. This amendment is prompted by reports of 2nd stage HPT rotating airseal cracking. The actions specified by this AD are intended to prevent 2nd stage HPT rotating airseal cracking, which could result in an uncontained engine failure and damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of November 9, 1998.
2011-13-11: We are adopting a new airworthiness directive (AD) for the products listed above that would supersede an existing AD. 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: Some operators reported slow operation of the MLG [main landing gear] door opening/closing sequence, leading to the generation of ECAM [Electronic Centralised Aircraft Monitoring] warnings during the landing gear retraction or extension sequence. * * * * * This condition, if not corrected, could prevent the full extension and/or downlocking of the MLG, possibly resulting in MLG collapse during landing or rollout and consequent damage to the aeroplane and injury to occupants. * * * * * After in-service introduction of the new MLG door actuator, P/N 114122012, several operators reported failures of internalparts of the MLG door actuator. Investigations confirmed that these failures could result in slow extension of the actuator rod, delaying the MLG Door operation, or possibly stopping just before the end of the stroke, preventing the door to reach the fully open position. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
61-03-04: 61-03-04 LOCKHEED: Amdt. 244 Part 507 Federal Register January 27, 1961. Applies to All Model 1649A Aircraft. Compliance required as indicated. One of the following modifications to the vent system must be accomplished within 400 hours of time in service after the effective date of this directive. (a) Modify only the right-hand vent float valve of the No. 7 tank (LAC P/N 634024- 3, Aero Supply Mfg. Co. P/N 22-1845-002) to a combination pressure relief and suction relief valve by removing the float assembly so that only the pressure and suction relief features remain operational. Replace the valve spring (P/N 22-0228-1) with spring (P/N 22-0337-1) having a higher cracking pressure. (b) Replace only the original right-hand side valve assembly on No. 7 fuel tank with a new valve assembly LAC P/N 634024-5 (Aero Supply Mfg. Co. P/N 22-1845-003). (Lockheed Letter dated August 22, 1960, directed to all 1649 operators completely covers the details of this modification.)This directive effective February 13, 1961.
2017-22-14: We are adopting a new airworthiness directive (AD) for certain Rockwell Collins, Inc. TSS-4100 Traffic Surveillance System Processing Units that incorporate TSSA-4100 Field Loadable Software (FLS) Rockwell Collins part numbers 810-0052-002/-003/-010/-011/-012/-100/-101 and are installed on airplanes. This AD was prompted by five instances of air traffic control observing coasting (extrapolated stale data) of automatic dependent surveillance-broadcast data (position/velocity data). This AD requires installing the TSSA-4100 FLS upgrades on the TSS-4100 units. We are issuing this AD to address the unsafe condition on these products.
98-18-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-90-30 series airplanes. This action requires a one-time inspection of the actuator attach bolts of the elevator load feel (ELF) located under the forward cockpit floor, and corrective actions, if necessary. This amendment is prompted by a report indicating that, during manufacture of an airplane, an actuator attach bolt of the ELF was installed improperly. The actions specified in this AD are intended to ensure that the actuator attach bolts are installed properly. Improper installation of such bolts could result in disconnection of the ELF mechanism, and consequent loss of pitch control of the airplane.
2017-23-01: We are superseding Airworthiness Directive (AD) 2016-13-14, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2016-13-14 required an inspection to determine if certain left and right main landing gear (MLG) retract actuator rod ends were installed, repetitive liquid penetrant inspections (LPIs) of affected left and right MLG retract actuator rod ends, and corrective actions if necessary. This new AD retains the actions specified in AD 2016-13-14 and also requires replacement of the left and right MLG retract actuator rod ends. This AD was prompted by a report of a cracked MLG retract actuator rod end. We are issuing this AD to address the unsafe condition on these products.
2017-23-03: We are superseding Emergency Airworthiness Directive (AD) 2017-21-51 for all Engine Alliance (EA) GP7200 series turbofan engines. AD 2017-21-51 was sent previously to all known U.S. owners and operators of GP7200 series turbofan engines. AD 2017-21-51 required visual inspections of all fan hubs for damage. This AD retains the same required actions as AD 2017-21-51 and clarifies the compliance requirements. This AD was prompted by the failure of a GP7200 fan hub. We are issuing this AD to address the unsafe condition on these products.
81-12-03: 81-12-03 BELL HELICOPTER TEXTRON (BHT): Amendment 39-4125. Applies to all Model 214 series helicopters certified in all categories (Airworthiness Docket No. 81-ASW- 24). To prevent possible failure of main rotor spindle attachment pin retention bolts, P/N EWB26-10H90, accomplish the following: (a) Unless Bell Helicopter Textron Alert Service Bulletin 214-81-17 has been previously complied with, within the next 50 hours' time in service after the effective date of this AD: (1) Remove and inspect each of the four main rotor spindle attachment pin retention bolts, P/N EWB26-10H90, for evidence of corrosion. (2) Replace all bolts exceeding 1,200 hours' time in service or showing evidence of corrosion. (3) When installing the bolts, assure that each bolt is installed using corrosion prevention compound MIL-C-16173 grade 1 or 2 or equivalent on the shank of the bolt. Wipe threads clean prior to installing the nuts. Torque the nut to 150 foot-pounds. (b) Bolts, P/N EWB26-10H90, now have a 1,200 hour retirement. Record the 1,200 hour retirement life in the aircraft records. (c) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. (d) In accordance with FAR 21.197, flight is permitted to a base where the inspection and repairs required by this AD may be accomplished. This amendment becomes effective June 11, 1981.
2005-22-12: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80E1 series turbofan engines installed on Airbus Industrie A330 series airplanes. This AD requires a check of the holding torque of the thrust reverser actuation system (TRAS) locks, and if necessary a visual inspection of the TRAS lock flexible drive shafts, within 10 flight cycles after all aborted takeoffs in which the thrust reverser was deployed. This AD results from reports of operators finding several damaged TRAS lock flexible drive shafts during inspections and checks of the drive shafts. We are issuing this AD to prevent inadvertent in-flight deployment of the thrust reverser, which can result in loss of control of the airplane.
2011-09-51: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This emergency AD was sent previously to all known U.S. owners and operators of PIAGGIO AERO INDUSTRIES S.p.A (Piaggio) Model PIAGGIO P-180 airplanes. 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: Prompted by reports of water accumulated in the lower part of the fuselage on a number of Piaggio Model P.180 aeroplanes, which resulted in jamming of the flight controls, on 17 December 2010, the Federal Aviation Administration (FAA), the authority of the State of Registry of the affected aeroplanes, issued Emergency AD 2011-01-51 to require an immediate functional test of the fuselage drain holes and a report of the results to the FAA. That AD was later superseded, on 20December 2010, by FAA Emergency AD 2011-01-53. This condition, if not detected and corrected, could, when the aeroplane reaches and holds an altitude where the temperature is below the freezing point, cause the flight controls to freeze and jam, possibly resulting in loss of control of the aeroplane. Since these AD actions were taken, Piaggio Aero Industries, the type design approval holder and manufacturer of these aeroplanes, have published Alert Service Bulletin (SB) 80-0324, which describes the same inspection, testing and correction instructions as contained in the FAA Emergency AD. EASA AD 2010-0269-E required the inspection and functional testing of the fuselage drain holes, corrective actions depending on findings, and reporting of the findings to Piaggio Aero Industries. Following issuance of EASA AD, another event of in-flight blockage of flight controls was reported by an operator. The aeroplane was already compliant with EASA AD 2010-0269-E, and during accomplishment of the AD required inspection no discrepancies had been noted, nor water or ice accumulation were reported. As a consequence, additional drain holes were not drilled. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
98-18-11: This amendment adopts a new airworthiness directive (AD), applicable to Schweizer Aircraft Corporation and Hughes Helicopters, Inc. Model 269A, 269A-1, 269B, 269C, 269D, and TH-55A helicopters, that requires a visual inspection of the bond line between the main rotor blade abrasion strip (abrasion strip) and the blade for voids, separation, or lifting of the abrasion strip; a visual inspection of the adhesive bead around the perimeter of the abrasion strip for erosion, cracks, or blisters; a tap (ring) test of the abrasion strip for evidence of debonding or hidden corrosion voids; and removal of any blade with an unairworthy abrasion strip and replacement with an airworthy blade. This amendment is prompted by four reports that indicate that debonding and corrosion have occurred on certain blades where the abrasion strip attaches to the blade skin. The actions specified by this AD are intended to prevent loss of the abrasion strip from the blade and subsequent loss of control of the helicopter.
98-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Britten-Norman Ltd. (PBN) BN-2, BN-2A, BN-2B, and BN-2A MK. 111 series airplanes that are equipped with a PBN Modification NB/M/256, 50A generator system. This AD requires inspecting the airplanes that are equipped with a 50A generator system for a 70A generator. If a 70A generator is installed, this AD requires replacing the 70A generator with a 50A generator, or (for the BN-2, BN-2A, and BN-2B series only) upgrading the airplane generator system to a 70A system to match the 70A generator. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to detect and correct damage to the components of the electrical system, which could result in electrical system failure during critical phases of flight.
79-13-07: 79-13-07 SWEARINGEN : Amendment 39-3503. Applies to Models SA226-T, S/N T201 through T291 except T276; Model SA226-T(B), S/N T276, and T292 through T302; Model SA226-AT, S/N AT001 through AT071; Model SA226-TC, S/N TC201 through TC286. Compliance is required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. In the event the aircraft is located where the modification cannot be accomplished within the required hours' time in service after the effective date of this AD, a special flight permit pursuant to FAR 21.197 may be issued to allow ferrying of the aircraft to a facility where the required modification can be accomplished. To prevent inside latches of nose baggage compartment door from becoming disengaged by shifting baggage, accomplish the following unless already accomplished: (a) Install striker plates on the nose baggage door frames and covers over the inside doorlatches in accordance with Swearingen Aviation Corporation Service Bulletin SB 52-007 revised May 29, 1979, or an FAA approved equivalent. (b) The manufacturer's instructions 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 Director of Products Support, Swearingen Aviation Corporation, P.O. Box 32486, San Antonio, Texas 78284. 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 amendment becomes effective June 28, 1979.
98-17-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Textron Lycoming and Teledyne Continental Motors reciprocating engines that had crankshafts repaired by Nelson Balancing Service, Repair Station Certificate No. NB7R820J, Bedford, Massachusetts, that requires removal from service of affected crankshafts, or a visual inspection, magnetic particle inspection, and dimensional check of the crankshaft journals, and, if necessary, rework or removal from service of affected crankshafts and replacement with serviceable parts. This amendment is prompted by reports of crankshafts exhibiting heat check cracking of the nitrided bearing surfaces which led to crankshaft cracking and subsequent failure. The actions specified by this AD are intended to prevent crankshaft failure due to cracking, which could result in an inflight engine failure and possible forced landing.
2017-21-01: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model FAN JET FALCON, FAN JET FALCON SERIES C, D, E, F, and G; and Model MYSTERE-FALCON 20-C5, 20-D5, 20-E5, and 20-F5 airplanes. This AD was prompted by reports of defective fire extinguisher tubes. This AD requires replacement of the affected fire extinguisher tubes with improved fire extinguisher tubes. We are issuing this AD to address the unsafe condition on these products.
2000-22-20: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-10, -9-20, -9-30, -9-40, and -9-50 series airplanes and C-9 (military) airplanes. This action requires, among other actions, measuring the diameter of the hole counterbore of the outboard idler hinge fitting of the left and right wing flap; performing repetitive high frequency eddy current inspections (HFEC) to detect cracks at the flap idler hinge fitting, if necessary; and replacing the flap idler hinge fitting with a new like part, if any crack is detected. This action is necessary to prevent failure of the outboard flap idler hinge fitting due to fatigue cracking, which could result in a deflected flap that may cause an asymmetric lift and consequent reduced controllability and structural integrity of the airplane. This action is intended to address the identified unsafe condition.
86-10-02 R1: 86-10-02 R1 CANADAIR, LTD.: Amendment 39-5310 as revised by Amendment 39-6437. Docket No. 89-NM-127-AD. Applicability: Model CL-600-1A11 series airplanes, all serial numbers; Model CL-600- 2A12 series airplanes, all serial numbers; and Model CL-600-2B16 series airplanes, Serial Numbers 5001 through 5033; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure that flutter does not occur in the event of failure of two hydraulic systems, accomplish the following: A. Within 100 flight hours after June 2, 1986 (the effective date of Amendment 39- 5310), inspect the aileron and elevator flutter dampers, replenish the hydraulic fluid, or replace the damper, if necessary, in accordance with Canadair Alert Wire TA600-000-032/194, Revision 1, dated November 21, 1985. 1. Dampers, P/N 600-75135-5 and 600-75134-9, with more than .030 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 2. Dampers, P/N 600-75135-3 and 600-75134-7, with more than .040 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 3. Dampers having less green stripe showing than specified in paragraphs A.1. and A.2., above, must be replenished prior to further flight, in accordance with paragraph 3.3. of the Canadair Alert Wire. 4. Dampers having the green stripe entirely covered by the red cup must be replenished prior to further flight, in accordance with paragraph 3.4. of the Canadair Alert Wire, provided that no more than one flutter damper in this condition is fitted to the same control surface. If more than one flutter damper on any control surface is in this condition, prior to further flight, replace it with either a new flutter damper or one which is serviceable under the conditions specified in paragraph A.1., A.2., or A.3., above. B. Repeat the procedures requiredby paragraphs A., above, as follows: 1. At intervals not to exceed 200 flight hours or six months, whichever occurs first, for dampers, Part Numbers (P/N) 600-75134-7 and 600-75135-3, that indicated green at the last inspection. 2. At intervals not to exceed 100 flight hours or 3 months, whichever occurs first, for dampers, P/N 600-75134-7 and -9, and P/N 600-75135-3 and -5, that indicated completely red at the last inspection. 3. At intervals not to exceed 300 flight hours or 12 months, whichever occurs first, for dampers, P/N 600-75134-9 and 600-75135-5, that indicated green at the last inspection. C. An 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, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and thensend it to the Manager, New York Aircraft Certification Office, FAA, New England Office. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Canadair, Ltd., P.O. Box 6087, Montreal, Quebec H3C 3G9, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This AD revises AD 86-10-02, Amendment 39-5310. This amendment (39-6437, AD 86-10-02 R1) becomes effective on February 9, 1990.
98-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes. This action requires modification of the engine fire detection system. This amendment is prompted by a report of a combustor burn-through event that damaged the engine fire detection system such that no fire warning message was annunciated in the flight deck. The actions specified in this AD are intended to prevent failure of the engine fire detection system to annunciate a fire warning message to the flight crew following a severe engine failure, which could lead to delayed or improper flight crew response to the engine failure.
98-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. This action also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit. This AD also provides for an optional terminating action for the AFM revisions. This amendment is prompted by a pilot's report of errors in the glide slope deviation provided by an ILS receiver. The actions specified in this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard.An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2017-17-02: We are superseding Airworthiness Directive (AD) 2014-20-09, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2014-20-09 required an inspection for missing clamps that are required to provide positive separation between the alternating current (AC) feeder cables and the hydraulic line of the landing gear alternate extension, and related investigative and corrective actions if necessary. This new AD requires removing airplanes from the AD applicability. This AD was prompted by reports of missing clamps that are required to provide positive separation between the AC feeder cables and the hydraulic line of the landing gear alternate extension. We are issuing this AD to address the unsafe condition on these products.
83-08-04 R3: 83-08-04 R3 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4712, as revised by letter issued September 23, 1983. Applies to Societe Nationale Industrielle Aerospatiale Model AS355 series helicopters certificated in all categories, equipped with epicyclic planet pinion cages, P/N's 350A32-3147-20 and 350A32-1081-20 or -21 installed. Compliance is required as indicated (unless already accomplished). To prevent loss of drive to the main rotor, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-3147-20, having 150 hours or m;ore total time in service and replace with a serviceable part. (b) For epicyclic planet pinion cages, P/N 350A32-3147-20, with less than 150 hours time in service, replace with a serviceable part prior to accumulation of 160 hours total time in service. (c) Within 10 hours time in service after receipt of this letter, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, having 350 hours or more total time in service and replace with a serviceable part. (d) For epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, with less than 350 hours time in service, replace with a serviceable part prior to accumulation of 360 hours total time in service. Equivalent means of compliance must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Beligum. Amendment 39-4712 became effective September 6, 1983, to all persons except those persons to whom it was made immediately effective by priority letter AD 83-08-04, issued April 21, 1983, revised July 21, 1983, which contained this amendment. This airworthiness directive becomes effective upon receipt.
62-14-05: 62-14-05 PRATT & WHITNEY: Amdt. 451 Part 507 Federal Register June 14, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1, JT3D-1-MC6, JT3D-1-MC7 and JT3D-3 Turbofan Engines equipped With Fourth Stage Turbine Rotor Blades P/N 395304 Change H or Earlier and P/N 434104 Change C or Earlier. Compliance required at first engine overhaul after the effective date of this AD unless already accomplished. As the result of fourth stage turbine rotor blade failures, the following is required. Rework all P/N 395304 Change H or earlier and P/N 434104 Change C or earlier, fourth stage turbine rotor blades as follows: (a) Rework these blades to incorporate a 55 degree tip shroud lock angle in accordance with P&WA telegraphic message dated August 17, 1961, to all JT3D operators. (b) Rework the first serration of the blade root at both rear corner radii and the entire trailing edge of the airfoil section in accordance with Pratt & Whitney Aircraft Service Bulletin No. 387together with P&WA telegraphic message dated March 15, 1962, to all JT3D operators. Each blade must be fluorescent penetrant inspected prior to and after rework. Blades exhibiting any indications must be rejected. (c) After completing of inspection, stress relieve all reworked blades at 1500 degrees F. plus or minus 25 degrees for four (4) hours. Glass bead peen the reworked area of the airfoil trailing edge in accordance with AMS-2430 to an intensity of 15N2. NOTE: This AD does not apply to engines equipped with blades P/N 395304 Change J or later, P/N 434104 Change D or later, or P/N 434104 which carry the inscription PL-5651 or PL-5670 on the blade root. (Pratt & Whitney Aircraft Service Bulletin No. 387 and P&WA telegraphic messages dated August 17, 1961, March 15, 1962, and March 21, 1962, to all JT3D operators, cover this same subject.) This directive effective July 16, 1962.