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2020-16-02: The FAA is adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/ B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2 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 rudder shaft assemblies with incorrect rivet configurations. The FAA is issuing this AD to address the unsafe condition on these products.
99-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream American (Frakes Aviation) Model G-73 (Mallard) and G-73T series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
74-10-05 R1: 74-10-05 R1 PRATT & WHITNEY AIRCRAFT: Amendment 39-1834 as amended by Amendment 39-3972. Applies to all Pratt & Whitney Aircraft JT9D-7, JT9D-7A, and JT9D-20 turbofan engines. Compliance required as follows unless already accomplished. To preclude possible turbine blade or disc failures resulting from deflection of the second stage turbine nozzle guide vane inner support, perform a radioisotope inspection in accordance with paragraph 8 below per the following schedule: 1. Engines containing second stage vanes, P/N 708952. a. For vanes with less than 4000 hours total time in service or less than 4000 hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect prior to the accumulation of 4000 hours total time, or 4000 hours since the fuel nozzles and supports were last cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with 4000 or more hours total time in service and 4000 or more hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 700 hours time in service thereafter. 2. Engines containing second stage vanes, P/N 708952, that were reworked per Pratt & Whitney Service Bulletin 3946 and reidentified to P/N 728752 and operated in engines prior to rework. a. Inspect within the next 400 hours time in service after June 7, 1974. b. Repeat the above inspection every 700 hours time in service thereafter. 3. For engines containing new production second stage vanes 719552, 728752, 731552, 735882, 740292, 747082, 746492, and 747172, not reworked in accordance with Service Bulletin 3946 and operated prior to the incorporation of Pratt & Whitney Service Bulletin 4146. a. For vanes with less than 5000 hours total time in service or less than 4000 hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect prior to the accumulation of 5000 hours total time, or 4000 hours since the fuel nozzles and supports were last cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with 5000 or more hours total time in service and 4000 or more hours since the fuel nozzles and supports were last cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 4. For engines containing second stage vanes, 719552, 728752, 731552, 740292, and 747172, that have incorporated Pratt & Whitney Service Bulletin 4146 before operation. a. For vanes with less than 5000 hours total time in service or less than 5000 hours since the fuel nozzles and supports were cleaned, as of June 7, 1974, inspect prior to the accumulation of 5000 hours total time or 5000 hours since the fuel nozzles and supports were cleaned, or 400 hours time in service after June 7, 1974, whichever occurs later. b. For vanes with more than 5000 hours total time in service and 5000 or more hours since the fuel nozzles and supports were cleaned, as of June 7, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 5. If any radioisotope inspection mentioned above indicates a deflection which exceeds .070 inch, remove the affected engine from service prior to further flight. 6. For engines containing a complete set of second stage vanes 735882, 746492, 747082, 772572, or 785992 that have incorporated Pratt & Whitney Service Bulletin 4146 before operation. a. For vanes with less than 5000 hours total time in service or less than 5000 hours since the fuel nozzles and supports were cleaned, as of May 10, 1974, inspect prior to the accumulation of 5000 hours total time or 5000 hours since the fuel nozzles and supports were cleaned, or 400 hours time in service after May 10, 1974, whichever occurs later. b. For vanes with more than 5000 hours total time in service and 5000 or more hours since the fuel nozzles and supports were cleaned, as of May 10, 1974, inspect within the next 400 hours time in service. c. Repeat the above inspection every 2500 hours time in service thereafter. 7. If the radioisotope inspection in accordance with paragraph 6 above indicates vane deflection which exceeds 0.130 inches, remove the affected engine from service prior to further flight. Engines with vane deflection greater than 0.070 inches and up to 0.130 inches must be reinspected every 1250 hours time in service thereafter. Engines with vane deflection of 0.070 inches and less must be reinspected every 2500 hours time in service thereafter. 8. The inspections required above are radioisotope inspections conducted as follows: a. For JT9D-7 and JT9D-7A engines, inspect in accordance with radioisotope inspection procedures specified in the Boeing Maintenance Manual, Section 72-00-00, Paragraph E(7), Pages 680N and 680P, revision dated March 1974, for those engines, or later Federal Aviation Administration approved revision. b. For JT9D-20 engines, inspect in accordance with radioisotope inspection procedures specified in the McDonnell-Douglas Maintenance Manual, Section 72-00-00, Paragraph 2.G., Pages 631 and 633, revision dated May 1973, for this engine, or later Federal Aviation Administration approved revision. 9. Upon submittal of substantiating data through a Federal Aviation Administration Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region, may adjust the compliance time. 10. For cases where vanes are mixed, if ten or more vanes of any one of the above part numbered categories are installed in an engine, the most restrictive category will apply. The manufacturer's specifications and procedures identified and described in this directive areincorporated 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 Boeing Company, Post Office Box 3707, Seattle, Washington 98124 and McDonnell- Douglas Corporation, Douglas Aircraft Company, 3855 Lakewood Boulevard, Long Beach, California 90801. These documents may also be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 and at Federal Aviation Administration 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 Federal Aviation Administration at its headquarters in Washington, D.C., and at the New England Regional Office in Burlington, Massachusetts. Note: Pratt & Whitney Alert Service Bulletin 4304 pertains to this subject. Amendment 39-1834 became effective June 7, 1974. This amendment 39-3972 becomes effective November 17, 1980.
72-02-05: 72-02-05 BELL: Amdt. 39-1380. Applies to: Bell Models 47G-2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-4, 47G-4A, 47G-5, 47J-2, and 47J-2A helicopters certificated in all categories; Bell Model 47J helicopters, S/N 1777 and subsequent, certificated in all categories; and Bell Models 47G, 47G-2, and 47J helicopters, S/N 1420 through 1776, certificated in all categories incorporating Bell Mast Controls Kit No. 47-3411-1, Service Instruction No. 333. Compliance required as indicated. To detect possible cracks in the tube surface of control rod assembly, P/N 47-150-255-1, accomplish the following: (a) Inspect both control tubes within 100 hours time in service after the effective date of this AD, unless already accomplished, in accordance with the procedures listed below and accomplish repetitive inspections at intervals of not more than 1200 hours time in service from the last inspection. (b) Inspect the complete external surface of the tube for indications of cracks using a dye penetrant or equivalent inspection method. (c) If crack indications are found polish out and blend all indications into the adjacent areas and reinspect as follows: (1) Use 240 or 320 grit paper then use 400 grit paper for final polish. Sand only in the lengthwise direction of the tube. (2) Do not exceed .005 inch deep removal of material. Circumferential (transverse) cleanup of indication is limited to one-fourth of the tube circumference. There is no restriction of the longitudinal length limit. (3) Reinspect the polished surface of the tube for cracks using a dye penetrant or equivalent inspection method. (4) If cracks are found remove the cracked tube before further flight. (d) If no crack indications are found protect any exposed surfaces of the tube using zinc chromate primer or equivalent. (Bell Helicopter Service Bulletin No. 47-146 dated August 26, 1971 pertains to this subject.) This amendment becomes effective February 22, 1972.
2017-12-10: We are adopting a new airworthiness directive (AD) for certain Airbus Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a full scale fatigue test campaign on these airplanes in the context of the extended service goal. This AD requires inspections of the affected frame locations, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2006-09-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes; and A340-541 and A340-642 airplanes. This AD requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new information. This information includes, for all affected airplanes, decreased life limit values for certain components; and for Model A330- 200 and -300 series airplanes, new inspections, compliance times, and new repetitive intervals to detect fatigue cracking, accidental damage, or corrosion in certain structures. This AD results from a revision to subsection 9-1 of the Airbus A330 and A340 Maintenance Planning Documents (MPD) for Life limits/Monitored parts, and subsection 9-2 of the Airbus A330 MPD for Airworthiness Limitations Items. We are issuing this AD to prevent fatigue cracking, damage, or corrosion, which could result in reduced structural integrity of these airplanes.
99-19-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-14 and L-18 series airplanes, that requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the airframe pneumatic deicing boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
66-16-03: 66-16-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-255 Part 39 Federal Register July 1, 1966. Applies to Model BAC 1-11 Series Airplanes Equipped with Aluminum Alloy Rocking Lever, P/N CH504-008, in the Rudder Feel Simulator Unit. Compliance required as indicated. To prevent fatigue failure of the rocking lever in the rudder feel simulator unit, accomplish the following: (a) Replace aluminum alloy rocking levers, P/N CH504-008, with 2,900 or more hours' time in service on the effective date of this AD with an unused part of the same part number or with steel rocking lever, P/N CH504-020 or CH504-021, within the next 100 hours' time in service. (b) Replace aluminum alloy rocking levers, P/N CH504-008, with less than 2,900 hours' time in service on the effective date of this AD with an unused part of the same part number or with steel rocking lever, P/N CH504-020 or CH-504-021, before the accumulation of 3,000 hours' time in service. (British Aircraft Corporation (BAC) One-Eleven Alert Service Bulletin 27-A-PM 1248 pertains to this subject.) This directive effective July 31, 1966.
2006-09-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747-100, -200, and -300 series airplanes. That AD currently requires repetitive inspections to detect cracking of certain lower lobe fuselage frames, and repair if necessary. This new AD retains all the requirements of the existing AD, and adds airplanes to the applicability. This AD results from reports indicating that fatigue cracks were found in lower lobe frames on the left side of the fuselage. We are issuing this AD to detect and correct fatigue cracking of certain lower lobe fuselage frames, which could lead to fatigue cracks in the fuselage skin, and consequent rapid decompression of the airplane. \n\n\nDATES: This AD becomes effective June 7, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of June 7, 2006. \n\n\tOn May 5, 1999 (64 FR 15298, March 31, 1999), the Director of the FederalRegister approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2408, dated April 25, 1996.
47-42-11: 47-42-11 DOUGLAS: (Was mandatory Note 8 of AD-781-1.) Applies to the Following DC-6 Aircraft: Serial Numbers 42854 to 42894, Inclusive; 43000 to 43012, Inclusive; 43055, 43056, and 43062. \n\nRework to be accomplished not later than December 15, 1947. (See Note 47-42-19.) \n\nCracks have been found near the ends of the tail stub extension of the horizontal stabilizer front spar caps, top and bottom, just inboard of the stabilizer joint. In order to prevent cracks from traveling to a point which may impair the airworthiness of the aircraft, the rework described below shall be accomplished. Until such time as the rework is accomplished, inspect the area in question at every No. 2 inspection period according to instructions contained in Douglas Telegram A-214-529, 012/RLT, dated July 25, 1947. \n\nA.\tCut a 7/8-inch diameter hole through skin and doubler only, 1 5/16 inches inboard and 21/32 inch aft of inboard fitting attaching bolt. Use special tools furnished by Douglas Aircraft Co., being careful not to scratch the spar cap. Strip primer off 7/8-inch diameter area on spar cap and inspect for cracks with high-power lens (40 power). If cracks are found, make a record of the location and extent of crack. \n\nB.\tDrill 0.250-inch diameter stop hole through spar cap, 1 5/16 inches inboard and 21/32 inch aft of inboard fitting attaching bolt and burr, regardless of whether cracks are found. If cracks are found that will extend inboard beyond the location of the stop hole, do not operate airplane until further salvage rework instructions have been obtained. Cover holes in skin and doubler with sheet metal plug and fabric patch cemented in place. (Douglas E.O. No. 5339013 (Salvage E.O. Serial No. 375) describes the rework of installing the stop hole.)