Results
94-06-09: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 94-06-09 that was sent previously to all known U.S. owners and operators of Teledyne Continental Motors (TCM) (formerly Bendix) SC-20, SC-200, and S-1200 series magnetos by individual letters. This AD requires inspection to determine if capacitors that may have an intermittent open circuit condition are installed in magnetos, and replacement, if necessary, with serviceable capacitors. This amendment is prompted by reports that TCM produced and delivered magneto capacitors that have the potential for an intermittent open circuit condition that may exist between the internal through-lead and the p-lead stud terminal. The actions specified by this AD are intended to prevent possible injury or death to ground personnel due to a non-grounded magneto.
84-11-01: 84-11-01 HUGHES HELICOPTERS, INC. (HUGHES HELICOPTERS): Amendment 39-4870. Applies to certain Model 369D and 369E helicopters certificated in all categories. Compliance is required within 10 hours time in service after the effective date of this AD, unless already accomplished. To prevent interference or binding and possible loss of longitudinal cyclic control in flight, accomplish the following: For Hughes Helicopters, Inc., Model 369D, Serial No. 110871D only, and Model 369E Helicopters, Serial Nos. 0001E through 0027E, 0029E through 0036E, and 0038E through 0043E, with longitudinal mixer control rod Part Number (P/N) 369A7011, and doubler P/N 369D22509-51 installed. (a) Comply with procedures a., b., and d. through k. under PART I of Hughes Helicopters, Inc., Mandatory Service Information Notice EN-13 or equivalent procedures approved under paragraph (c) of this AD. NOTE: Procedure c. under PART I concerns an inspection for proper number of rivets in P/N 369D22509-21. Compliance with this procedure and installation of rivets are recommended. (b) If the control rod is damaged or control rod clearance is less than 0.21 inch, while performing procedures f. or g. under PART I or approved equivalent procedures, comply with PART II of Mandatory Service Information Notice EN-13 or an equivalent method approved under paragraph (c) of this AD. (c) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, Hawthorne, California. (d) Special flight permits may be issued in accordance with Federal Aviation Regulations 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. This amendment becomes effective May 31, 1984.
2020-15-06: The FAA is adopting a new airworthiness directive (AD) for certain PZL Swidnik S.A. (PZL) Model W-3A helicopters. This AD requires repetitive inspections of the main transmission (Main XSMN) case for a crack, and depending on the inspection outcome, removing the WR-3 Main XSMN from service before further flight. This AD was prompted by a report of cracks in a Main XSMN case. The actions of this AD are intended to address an unsafe condition on these products.
2003-18-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that currently requires modification of the nacelle strut and wing structure. This amendment reduces a certain compliance time in the existing AD. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut. This action is intended to address the identified unsafe condition.
81-16-09: 81-16-09 CESSNA: Amendment 39-4182. Applies to the following airplanes certificated in any category: \n\n\n\nModel\nSerial Numbers\n172N, 172P\n17271035 thru 17274523 \nR172K\nR1722930 thru R1723425\n172RG\n172RG0001 thru 172RG0789\nF172\nF17201750 thru F17202134 \nFR172\nFR1720631 thru FR1720675\n\n\n\tCOMPLIANCE: Required as indicated unless already accomplished in accordance with AD 81-04-04, Amendment 39-4042. \n\n\tTo ensure the integrity of the elevator control system, accomplish the following within the next 25 hours time-in-service after the effective date of this AD. \n\n\tA)\tRemove the MS24665-134 cotter pins, AN310-3 nuts and AN23-12 clevis bolts that attach both elevator cable clevises (forks) to the aft elevator bellcrank. \n\n\tB)\tClean the mating surfaces of the bellcrank and elevator cable clevises (forks). \n\n\tC)\tVisually inspect to assure that there is clearance between the elevator cable clevises (forks) and bellcrank. \n\n\tD)\tInstall the AN23-12 clevis bolts with the head to the right side for the upper bolt and left side for the lower bolt and the AN310-3 nuts removed in paragraph A. Install new MS24665-134 cotter pins. Assure that the elevator cable clevises (forks) can swivel freely. \n\n\tE)\tCheck elevator cable tension, 30 ñ 10 lbs. \n\n\tF)\tConduct operational check of elevator control system. \n\n\tNOTE: While Cessna Single Engine Service Information Letter SE80-78, Revision 1, dated July 13, 1981, pertains to this subject, the action required in this AD is more comprehensive. \n\n\tThis amendment supersedes AD 81-04-04, Amendment 39-4042. \n\n\tThis amendment becomes effective August 13, 1981.
2008-21-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80C2 series and CF6-80E1 series turbofan engines. This AD requires installing skin doubler pads and deflectors on stage 5 of certain low-pressure turbine (LPT) cases, or replacing those LPT cases with LPT cases that have skin doubler pads and deflectors already installed. This AD results from four events in which hardware fragments were liberated into the engine flowpath and wore through LPT cases on CF6-80C2 and CF6-80E1 series engines. We are issuing this AD to prevent an uncontained release of engine debris and loss of the structural integrity of the mount system that supports the engine. Loss of the mount system structural integrity could result in the engine separating from the airplane.
69-13-03: 69-13-03 PIPER: Amdt. 39-785 as amended by Amendment 39-1749. Applies to Piper PA-23, PA-23-160, PA-23-235, PA-23-250, PA-E23-250 and PA-30 airplanes equipped with Stewart-Warner "Southwind" model 940 series heater. To prevent carbon monoxide from entering the airplane cabin, accomplish the following: (a) Within 25 hours' time-in-service after the effective date of this airworthiness directive, unless already accomplished, remove the heater exhaust tube shroud and by means of a magnet determine if Stewart-Warner P/N 486238 exhaust extension (Piper P/N 754-708) is mild steel (magnetic) or stainless steel (non-magnetic). Mild steel extensions, regardless of condition, must be replaced with stainless steel extensions, when available. (b) If stainless steel extensions are not available, a mild steel extension may continue to be used but must be visually inspected for deterioration at intervals not to exceed 25 hours time-in-service. If inspection reveals deteriorationin the form of cracks, corrosion, rust or flaking, the exhaust tube must be replaced and if with a new or non-deteriorated mild steel P/N 486238 tube, it must continue to be inspected in accordance with this paragraph. (c) (1) For heaters having 900 or more hours' time in service, unless already accomplished within the last 400 hours' time in service after the effective date of this airworthiness directive, overhaul the heater assembly within the next 100 hours' time in service and every 500 hours thereafter in accordance with Stewart-Warner Service Manual PM-10035 dated July, 1966 or an equivalent procedure approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. An overhaul consists of a complete disassembly, cleaning, repair, reassembly and test as described in the above service manual. (2) Heaters having less than 900 hours' time in service on the effective date of this AD shall be overhauled in accordance with paragraph (1) prior to the accumulation of 1000 hours' time in service and every 500 hours thereafter. (3) In complying with (1) and (2) above, if the owner or operator cannot document heater operating time, aircraft time should be used. (d) If the overhaul described in paragraphs (c)(1) and (c)(2) above includes replacement of heat exchanger P/N G488636 with a new unit, the time to next overhaul may be extended to 1000 hours in lieu of 500 hours provided a new nameplate Stewart-Warner P/N 704897 or an equivalent approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region, is attached to the heater adjacent to the existing nameplate, and inscribed with unit Model No., Serial No., Aircraft Registration No. and hours of service time at installation. (Stewart-Warner Corp. South Wind Division Service Bulletin No. 73-2 covers this subject.) Amendment 39-785 was effective July 2, 1969. This amendment 39-1749 is effective December 14, 1973.
93-16-10: 93-16-10 AIRBUS INDUSTRIE: Amendment 39-8667. Docket 93-NM-34-AD. Applicability: Model A320 series airplanes having manufacturer's serial numbers (MSN) 002 through 021 inclusive, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To detect fatigue cracking in the upper stringer which may result in loss of structural integrity, accomplish the following: (a) Prior to the accumulation of 10,000 total landings after the effective date of this AD, perform a detailed visual inspection to detect cracks in the front and rear faces and at the crown fittings of the upper stringers of the center wing box between frame (FR)36 and FR42, in accordance with Airbus A320 Service Bulletin No. A320-57-1030, dated August 12, 1991. NOTE 1: Particular attention should be paid to the strut fittings and reinforcing plate ends when performing this inspection. (1) If no crack is found, repeat the inspection thereafter at intervalsnot to exceed 7,500 landings, in accordance with the service bulletin. (2) If any crack is found, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113. Following accomplishment of this repair, no further action is required by this AD. (b) 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 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) 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. (d) The inspection shall be done in accordance with Airbus A320 Service Bulletin No. A320-57-1030, dated August 12, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (e) This amendment becomes effective on October 13, 1993.
2020-14-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes, Model A319 series airplanes, Model A320 series airplanes, and Model A321 series airplanes. This AD was prompted by reports of main landing gear (MLG) torque link apex pin rupture in service. This AD requires replacement of certain MLG torque link apex pins and, for certain other pins, a one-time magnetic particle inspection (MPI) for cracking, and replacement if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD 2020- 0130, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2007-10-14: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracking has been found in the nose landing gear steering jack piston rod adjacent to the eye-end. This was caused by the application of excessive tightening torque applied to the eye-end whilst being assembled during component overhaul. Failure of the steering jack piston during operation will result in loss of nose wheel steering, which may lead to loss of directional control during critical phases of take-off and landing. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective June 26, 2007. On June 26, 2007, the Director of the Federal Register approved the incorporation by reference of APPH Ltd. Service Bulletin 32-76, Revision 1, dated August 2003, as referenced in BAE Systems British Aerospace Jetstream Series 3100 & 3200 Service Bulletin 32-JA030644, Original Issue: October 6, 2003, listed in this AD. As of May 22, 2003 (68 FR 16195, April 3, 2003), the Director of the Federal Register approved the incorporation by reference of APPH Ltd. Service Bulletin 32-76, pages 1, 2, and 4 through 7, dated October 2002; and page 3, Erratum 1, dated November 2002, as referenced in BAE Systems British Aerospace Jetstream Mandatory Service Bulletin 32- JA020741, Original Issue: November 2, 2002, listed in this AD.
94-09-06: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard 14RF series, 14SF series, and Hamilton Standard/British Aerospace 6/5500/F series propellers. This action requires a one-time inspection for cracks in the propeller blade taper bore. This amendment is prompted by reports of two incidents where the incident aircraft lost a portion of a propeller blade inflight. The actions specified in this AD are intended to prevent loss of a propeller blade due to cracks initiating in the blade taper bore, that can result in possible aircraft damage, and possible loss of aircraft control.
2000-22-21: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model DC-10, Model MD-10, and Model MD-11 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to ensure that the flight crew is advised of appropriate procedures for disabling certain fuel pump electrical circuits following failure of a fuel pump electrical connector. For certain airplanes, this action also requires revising the AFM to prohibit resetting of tripped fuel pump circuit breakers. This action is necessary to prevent continued arcing following a short circuit of the fuel pump electrical connector, which could damage the conduit that protects the power lead inside the fuel tank, and result in the creation of a potential ignition source in the fuel tank. This action is intended to address the identified unsafe condition.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director ofthe Federal Register as of December 5, 2000.\n\n\tComments for inclusion in the Rules Docket must be received on or before January 19, 2001.
84-10-01 R1: 84-10-01 R1 CESSNA: Amendment 39-4863 is further amended by Amendment 39-5940. Applies to the following series and serial numbered airplanes certificated in any category: \n\n\nSERIES\nSERIAL NUMBERS\n180\n30000 thru 50911; 18050912 thru 18053000 (1953 thru 1978) 18053001 thru 18053203 (1979 thru 1981) (optional tanks only) \n182\n33000 thru 53007; 18253008 thru 18266590 (1956 thru 1978)\nR182\nR18200001 thru R18200583 (1978) \n185\n185-0001 thru 18503683 (1961 thru 1978) \n18503684 thru 18504414 (1979 thru 1983) \n(optional tanks only) \n188\n188-0446 thru 18803856 (1972 thru 1981) \n(wing tanks only) \n18800967T thru 18803966T (1972 thru 1983) \nT188\nT18803307T thru T18803966T (1979 thru 1983)\n190/195\n7001 thru 7999; 16000 thru 16183 \n210-5 (205)\n205-0001 thru 205-0577 (1963 and 1964) \n206, U206, TU206 \n206-0001 thru U20604649 (1964 thru 1978)\nP206, TP206\nP206-0001 thru P20600647 (1965 thru 1970) \n207, T207\n20700001 thru 20700771 (1969 thru 1984)\n210\n57001 thru 57575; 21057576 thru 21058818 (1960 thru 1966)\nT210\nT210-0001 thru T210-0197 (1966) \nA182\nA182-0001 thru A182-0146 (1966 thru 1974)\nF182\nF18200001 thru F18200094 (1976 thru 1978)\nFR182\nFR18200001 thru FR18200020 (1978) \n\n\tCompliance: Required as indicated, unless already accomplished: \n\n\tTo prevent power loss or engine stoppage due to water contamination of fuel system, accomplish the following: \n\n\t(a)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, install quick drains in the fuel tank sumps and fuel tank reservoirs where applicable, in accordance with the kits specified by Cessna Service Letters SE79-45 dated September 10, 1979, and SE84-8 dated March 16, 1984, or using equivalent aircraft standard hardware. \n\n\t(b)\tWithin the next 50 hours time-in-service after the effective date of this AD, inspect the fuel tank filler area for proper sealing in accordance with the following: \n\n\t\t(1)\tOn all applicable airplanes: \n\n\t\t\t(i)\tVisually inspect the wing aft of the fuel filler for indications of inflight fuel leakage. \n\n\t\t\t(ii)\tVisually inspect the fuel cap locking mechanism and seals for cracking, distortion, and any condition which might prevent sealing. \n\n\t\t\t(iii)\tRemove the fuel filler caps and inspect the adapter sealing face for distortion, scratches, corrosion or any condition which may prevent the cap from sealing. \n\n\t\t(2)\tIn addition, on all applicable airplanes except models 190 and 195 airplanes: \n\n\t\t\t(i)\tVisually check the sealing and security of the attachment of the adapter flange to the adapter plate paying particular attention to the adhesive (if present) between the parts. \n\n\t\t\t(ii)\tCheck the fuel cap seal by actuating the locking tab and noting that force is maintained between the cap, seal, and adapter when the tab is in the overcenter locked position or conduct a fuel cap seal test in accordance with Cessna Single Engine Service Information Letter SE82-34 dated July23, 1982. \n\n\t\t(3)\tCorrect any deficiencies disclosed by the above inspections by parts replacement or adjustment, as required, before returning the airplane to service. \n\n\t(c)\tWithin the next 50 hours time-in-service after the effective date of this AD, on all applicable airplanes, except models 190 and 195, conduct an inspection for fuel tank wrinkles in accordance with the following: \n\n\t\t(1)\tDrain the wing fuel tanks. \n\n\t\t(2)\tNote any wrinkles which retain fluid after draining. Remove diagonal wrinkles across the \ninboard rear corner in the vicinity of the fuel tank drain by installation of Cessna drain kit described in Service Letter SE84-9 dated March 23, 1984, or by replacement of the fuel bladder. Verify that no wrinkles exist in the tank sump drain area before returning the airplane to service. \n\n\tNOTE: The manufacturer has identified some new bladder cells which may require installation with a special adapter to prevent the formation of the above described wrinkles and has included this part with these bladder cells. Use of this part, or the drain kit, may be necessary to eliminate these wrinkles. \n\n\t\t(3)\tIf wrinkles are found in the tank bottom at a location other than diagonally across the inboard rear corner, determine the amount of fluid which is trapped by these wrinkles in accordance with the following: \n\n\t\t\t(i)\tPlace the airplane in the normal ground (water) attitude. \n\n\t\t\t(ii)\tService tank(s) with enough fuel to completely cover bottom of tank surface. Drain tank and note any wrinkles which retain fuel. \n\n\t\t\t(iii)\tDirect all trapped fluid to the tank drain area, using a non-absorbent squeegee or other tool compatible with the fuel bladder, and drain and measure the fluid retained in both tanks. \n\n\t\t\t(iv)\tIf this total does not exceed three ounces, no further action is required. \n\n\t\t\t(v)\tIf the total quantity drained exceeds three ounces, check the snaps and fasteners \nfor security. If necessary, blend and smooth the tankbottom to remove wrinkles. Blending may include replacement of the protective tape on the corners or edges to maintain a tank surface which will not trap excess fluid. Caution: Excessive blending or smoothing may cause leaks to develop in the tank. \n\n\t\t\t(vi)\tIf the tanks trap fluid in excess of three ounces after compliance with paragraph (v) above accomplish either paragraph (A) or paragraph (B) as follows: \n\n\t\t\t\t(A)\tFabricate using letters at least .10 inches in height, and install a placard in full view of the pilot which states as follows: \n\n\t\t\t\t\t"Prior to flight following exposure to rain, sleet, snow, or after fueling from an unfiltered fuel source: \n\n\t\t\t\t\t1.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t2.\tPlace the airplane on a level surface and lower the tail to within 5 inches of the ground (on nose gear airplanes). \n\n\t\t\t\t\t3.\tRock the wings 10 inches up and 10 inchesdown at least 12 times. \n\n\t\t\t\t\t4.\tDrain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. \n\n\t\t\t\t\t5.\tIf water is found in step 4 above, repeat steps 3 and 4 until no additional water is detected, or drain the entire airplane fuel system. \n\n\t\t\t\t(B)\tInstall reduced diameter (raised filler neck) fuel caps on all fuel filler openings in accordance with Cessna Service Kit SK182-85 dated September 10, 1984. If SK182-85 is accomplished, paragraph (d) below no longer applies. \n\n\t(d)\tWithin 12 months after initial compliance with this AD, and each 12 months thereafter, reinspect the fuel filler installation of airplanes that require the placard per paragraph (c)(3)(vi) in accordance with paragraph (b) of this AD. \n\n\t(e)\tThe placard required by paragraph (c)(3)(vi) may be fabricated and installed by the airplane owner, or operator, providing that this person possesses at least a private pilot license. \n\n\t(f)\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished if it is determined that no water is present in the tank from which fuel will be used. \n\n\t(g)\tAn equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. Fuel cells and quick drain valves that are approved for the applicable airplanes are approved as an equivalent means of compliance in replacement of corresponding parts required to be installed \nby this AD. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine the document(s) referred to herein at the Federal Aviation Administration, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment revises AD 84-10-01, Amendment 39-4863 (49 FR 21507, May 22, 1984), effective May 22, 1984. \n\n\tThis amendment, 39-5940, becomes effective on July 5, 1988.
2020-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes. This AD was prompted by an analysis by the design approval holder (DAH) that identified structural areas that are susceptible to widespread fatigue damage (WFD). Following this analysis, the DAH determined that the SATCOM antenna doubler installation does not meet the extended service goal (ESG) requirements. This AD requires inspecting affected fastener holes of the SATCOM antenna doubler for cracking, and applicable corrective actions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2007-09-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * a Nose Landing Gear (NLG) hinge pin rupture that causes an uncommanded NLG retraction. Investigations identified the unsafe condition resulting from an incomplete thermal treatment done on three hinge pin batches lowering their mechanical properties with a high risk of deformation under service loads. EADS SOCATA notes that an NLG hinge pin rupture could cause an uncommanded NLG retraction during landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-08-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires visual inspection to detect inward buckling of the left and right main landing gear (MLG) pistons, and modification or replacement of the rebound check valves with new valves. If inward buckling is detected, this AD also requires replacement of the MLG piston with a serviceable piston. This amendment is prompted by failures of the MLG piston on Model DC-10 series airplanes. The actions specified by this AD are intended to prevent failure of the MLG piston and the subsequent reduced controllability of the airplane during landing.
94-07-03: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to certain AlliedSignal, Inc. TFE731-2A and -3 series turbofan engines, that currently requires a revision to the Limitations Section of the Airplane Flight Manual (AFM) to provide procedures for monitoring engine performance in order to detect A5 seal cracking and opening before first stage low pressure (LP) turbine disk failure. Additionally, the revision to the AFM requires a procedure for verification of LP rotor (N1) rotation during engine start to detect rotor lockup due to first stage LP turbine rotor creep. This amendment maintains those requirements for engine and flight data monitoring, adds a more stringent procedure for verifying rotor lockup during engine start and for detection of rubbing noises, and requires replacement of A5 seals with a redesigned seal. Replacement of A5 seals with a redesigned seal constitutes terminating action to the monitoring requirements.This amendment is prompted by reports of an additional first stage LP turbine disk failure due to A5 seal cracking. The actions specified by this AD are intended to prevent uncontained failure of the first stage LP turbine disk.
82-18-08: 82-18-08 CANADAIR: Amendment 39-4451. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 to 1008, and 1010 to 1037 certificated in all categories. To ensure that the stored energy of the air driven generator ejection jack is capable of ejecting the air driven generator, within the next 50 hours time in service accomplish the following, if not already accomplished: 1. Adjust/modify the jack (part number 728431B) in accordance with instructions contained in Canadair Alert Service Bulletin A600-0066 dated February 16, 1982. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. 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). This amendment becomes effective September 9, 1982.
2020-15-02: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G280 airplanes. This AD was prompted by a report of inadequate clearance between the fuel probes and forward fuel tank structure. This AD requires measuring the clearance between certain fuel probes and the forward fuel tank structure, and reinstalling the probes if necessary, as specified in a Civil Aviation Authority of Israel (CAAI) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
82-26-02: 82-26-02 ROCKWELL INTERNATIONAL: Amendment 39-4610. Applies to the Models NA 265-65, Serial Number 306-114, and NA 265-60 series airplanes, serial numbers 306- 1 through 306-141, except 306-114 and 306-136, certificated in any category. Compliance required as indicated unless already accomplished. To prevent a possible inadvertent cabin pressure loss due to fatigue failure of an interior pressure panel, accomplish the following: A. Prior to the next flight visually inspect the vertical floor panel, P/N 306-312005-3, in accordance with the instructions provided in Rockwell International Sabreliner Service Bulletin (SB) 82-9. 1. If a crack is detected, replace the panel in accordance with the instructions in SB 82-9, prior to the next flight except for ferry flight per item C., below. 2. If no cracks are detected, repeat the inspections after the next 50 and 100 flight hours and replace if required. B. Within the next 150 flight hours replace the panel in accordance with SB 82-9. Installation of the new panel constitutes terminating action per this AD. C. Issuance of a special flight permit, in accordance with FAR 21.197, is permitted for the purpose of moving the affected airplanes to a repair station provided that for airplanes with a detected panel crack, the maximum altitude for the ferry flight must not exceed 25,000 feet with a cabin pressure differential not to exceed 5.0 p.s.i. D. Alternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. This amendment becomes effective April 13, 1983, to all persons except those persons to whom it was made immediately effective by Emergency AD T82-26-02 letter dated December 26, 1982, which contained this amendment.
2003-18-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires revising the Airworthiness Limitations Section of the Maintenance Planning Data (MPD) Document (767 Airworthiness Limitations Instructions (ALI)). The revision incorporates into the ALI certain inspections and compliance times to detect fatigue cracking of principal structural elements (PSE). This amendment expands the applicability in the existing AD, and requires incorporating a new revision into the Airworthiness Limitations Section of the MPD Document. The actions specified by this AD are intended to ensure that fatigue cracking of various PSEs is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes. This action is intended to address the identified unsafe condition.
2008-18-07: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747- 300, 747-400, 747-400D, and 747SR series airplanes. For certain airplanes, this AD requires a material type inspection to determine if the lower forward corner reveal of the number 3 main entry doors (MEDs) is a casting. If the reveals are castings, this AD requires repetitive inspections of the reveals for cracking, and corrective action if necessary. If the reveals are not castings, this AD requires a detailed inspection of the reveals for a sharp edge and repetitive inspections of the reveals for cracking, and corrective action if necessary. For certain other airplanes, this AD requires only a detailed inspection of the reveals for a sharp edge and repetitive inspections of the reveals for cracking, and corrective action if necessary. For certain other airplanes, this AD requires repetitive inspections of the reveals for cracking only, and corrective action if necessary. This AD also allows a certain replacement as an optional action for the material type inspection for certain airplanes. This AD results from reports of cracking and/or a sharp edge in the lower forward corner reveal of the number 3 MEDs. We are issuing this AD to detect and correct fatigue cracking of the lower forward corner reveal of the number 3 MEDs, which could lead to the door escape slide departing the airplane when the door is opened and the slide is deployed, and consequent injuries to passengers and crew using the door escape slide during an emergency evacuation.
85-25-09: 85-25-09 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5190. Applies to Allison Model 250-C28B and -C28C engines installed in rotorcraft certificated in any category with the following engine and turbine serial numbers: MODEL ENGINE SERIAL NUMBER TURBINE SERIAL NUMBER 250-C28B CAE 860011 thru 860787CAT 70011 thru 70804 250-C28C CAE 280001 thru 280039CAT 28001 thru 28039 EXCEPT: Existing Model 250-C28B and -C28C engines which have incorporated all of the following Allison Commercial Engine Bulletins (CEB): SUBJECT CEB-A-72-2127, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalents; and Engine, Turbine Assembly, Turbine-to-Compressor Coupling Shaft-Replace CEB-72-2101, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor Assembly, Spur Adapter Gearshaft - modified by adding Three Slots in Bore & Plugging Oil Feed Hole CEB-72-2063, Rev. 4 dated Sept. 15, 1985, or FAA approved equivalent; and Engine, Compressor and Gearbox Assemblies - modify to Roller Number 2 1/2 Bearing Configuration CEB-72-2099, Rev. 1 dated Sept. 15, 1985, or FAA approved equivalent. Engine, Turbine-Exhaust Collector Modifications Compliance is required as indicated unless already accomplished. To prevent carbon buildup on turbine shafts and couplings that can cause shaft rub and subsequent shaft or coupling failures leading to possible overspeed and/or uncontained turbine wheel failures accomplish the following: (a) Within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished within the last 250 hours time-in-service, and thereafter at intervals not to exceed 300 hours time- in-service from the last inspection, perform the following: Clean and inspect turbine shafting/couplings, and replace the P/N AS 3085-018 O-ring (two for P/N 23032345 and one for P/N 6896895 or P/N 6889071 turbine-to-compressor-coupling) on the aft end of the spur adapter gearshaft in accordance with CEB-A-72-2122 dated September 15, 1985, or FAA approved equivalent. (b) At the next engine or module repair/overhaul shop visit, when both the compressor and gearbox are disassembled to permit access, but not later than November 30, 1987, perform the following: (i) Modify spur adapter gearshaft assembly P/N 23005276 in accordance with Allison CEB 72- 2101, Revision 1 dated September 15, 1985, or FAA approved equivalent. (ii) Modify engine compressor and gearbox assemblies to include the roller bearing configuration at the 2 1/2 bearing location in accordance with Allison CEB 72-2063, Revision 4 dated September 15, 1985, or FAA approved equivalent. (iii) Replace turbine-to-compressor-coupling P/N 6896895, or P/N 6889071, with P/N 23032345 and install two P/N AS 3085-018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison CEB-A-72-2127, Revision 1 dated September 15, 1985, or FAA approved equivalent. (c) At the next turbine repair/overhaul shop visit, but not later than November 30, 1987, modify the turbine-exhaust-collector in accordance with Allison CEB 72-2099, Revision 1 dated September 15, 1985, or FAA approved equivalent. 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. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office may adjust the compliance time specified in this AD. The following Allison commercial engine bulletins are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1): CEB-A-72-2127, Revision 1, dated September 15, 1985 CEB-72-2101, Revision 1, dated September 15, 1985 CEB-72-2063, Revision 4, dated September 15, 1985 CEB-72-2099, Revision 1, dated September 15, 1985 CEB-A-72-2122 dated September 15, 1985. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-41, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective January 6, 1986.
2020-15-16: The FAA is superseding Airworthiness Directive (AD) 2018-07- 08, which applied to certain Leonardo \n\n((Page 44460)) \n\nS.p.A (type certificate previously held by Agusta S.p.A) Model A109E, A109K2, A109S, AW109SP, A119, and AW119 MKII helicopters. AD 2018-07-08 required reducing the life limit of the tail rotor blade retention bolt and an inspection of that bolt for cracking, and replacement of any cracked bolt. This AD continues to require reducing the life limit of the tail rotor blade retention bolt, inspecting that bolt for cracking, and replacing any cracked bolt. In addition, this AD requires repetitive inspections of the tail rotor blade retention bolt for cracking. The FAA is issuing this AD to address the unsafe condition on these products.
85-23-02: 85-23-02 BOEING: Amendment 39-5165. Applies to Boeing Model 757 airplanes prior to line number 72, certificated in any category. Compliance is required within 21 days after the effective date of this amendment. To ensure proper door opening, accomplish the following, unless already accomplished: \n\n\tA.\tInspect the Number 4 left passenger door to verify proper hardware installation and install missing hardware, if necessary, in accordance with Boeing Service Bulletin 757- 52A0017 dated September 26, 1985, or later FAA-approved revisions. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this AD who have not alreadyreceived copies of the service bulletin cited herein may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment becomes effective November 18, 1985.