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87-11-02: 87-11-02 THE DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5625. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To assure that flames will not penetrate the rear cargo compartment liner to the fuselage primary structure, accomplish the following: A. Within the next 6 months after the effective date of this AD, modify the DHC-7 rear cargo liner in accordance with DH Modification No. 7/2499, as detailed in DeHavilland Service Bulletin No. 7-25-49, Revision A, dated July 11, 1986, or later revisions approved by the Manager, New York Certification Office, FAA, New England Region. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. C. Special flight permits may be issued in accordance with FAR 21.197and 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 The de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective June 21, 1987.
87-22-05: 87-22-05 BRITISH AEROSPACE: Amendment 39-5751. Applies to all Model H.S. 748 series airplanes with a large freight door, certificated in any category. Compliance required within the next 90 days after the effective date of this AD, unless previously accomplished. To prevent inadvertent opening of the freight door in flight, accomplish the following: A. Inspect the large freight door shoot bolt lever, barometric (pressure lock) lever, bellows assembly, dry air cartridge and microswitches for damage, distortion and/or wear in accordance with British Aerospace Service Bulletin 52/129, dated May 1986. If any damage, distortion and/or wear is discovered as a result of the inspection required by this paragraph, prior to further flight, adjust, repair, or replace the affected components, in accordance with British Aerospace Service Bulletin 52/129, dated May 1986. B. Install a placard to indicate that the aircraft must be depressurized before opening its large freight door, in accordance with British Aerospace Service Bulletin 11/7, dated December 1, 1986. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. 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. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective November 13, 1987.
2010-21-19: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires replacing aluminum fire extinguisher discharge tubes with new, improved tubes; checking the fire extinguisher container for certain serial numbers; replacing fire extinguisher containers that have affected serial numbers; inspecting the pressure indicator on certain fire extinguisher containers for discrepancies; and performing corrective action if necessary. This AD was prompted by a report of accidental discharge of a fire extinguisher container and damage to an aluminum discharge tube. Investigation revealed that following the discharge an inaccurate pressure indication, due to the indicator dial being incorrectly staked, showed that the container was fully charged. We are issuing this AD to prevent inaccurate pressure readings and subsequent damage to the discharge tubes during operation, which could result in failure of the fire extinguisher system and an uncontained fire inan emergency situation.
2010-21-17: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-9, -9A, -11, -15, -17, and -17R turbofan engines. This AD requires overhauling fan blade leading edges at the first shop visit after 4,000 cycles-in-service (CIS) since the last total fan blade overhaul was performed. This AD results from reports of failed fan blades. We are issuing this AD to prevent high-cycle fatigue cracking at the blade root, which could result in uncontained failures of first stage fan blades and damage to the airplane.
92-23-01: 92-23-01 BELL HELICOPTER TEXTRON, INC. (BHTI); CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC; INTERNATIONAL HELICOPTERS, INC.; PILOT PERSONNEL INTERNATIONAL, INC.; SOUTHERN AERO CORPORATION; AND SOUTHWEST FLORIDA AVIATION: Amendment 39-8401. Docket No. 90-ASW-42. Applicability: All BHTI Model 204B, 205A, 205A-1, 205B, and 212 helicopters, certificated in any category, and military Model UH-1B, UH-1F, and UH-1H helicopters, certificated in the restricted category. Compliance: Required as indicated, unless accomplished previously. To prevent separation of the main rotor pillow blocks from the hub assembly as a result of bolt cracking, which could result in loss of the main rotor and subsequent loss of control of the helicopter, accomplish the following: (a) Within the next 300 hours time in service after the effective date of this AD; or at the next main rotor hub retention strap change; or at the next hub assembly overhaul; whichever occurs first, remove the four bolts, part number (P/N) 204-011-171-003, joining the two pillow blocks to the main rotor yoke assembly. Reinstall the pillow blocks using new (zero time) bolts, P/N 204-011-171-003; nuts, P/N EB080 or 42FLW-820; and washers, P/N 140-007-33S28-3 as follows: (1) Coat the shank of the bolts with corrosion prevention compound, such as MIL-C-16173 Grade 1, and dry torque the bolts and nuts 65 to 79 foot-pounds. Retorque nuts within 15 to 30 hours time in service after the initial installation. If the torque has reduced below the minimum value of 65 foot-pounds, repeat the torque check at intervals of 15 to 30 hours time in service until the torque remains at or above 65-foot pounds or until the torque check has been accomplished four times. If during the fourth check the torque has reduced below 65 foot-pounds, remove and replace the bolts, washers, and nuts and repeat the torque check procedure of this paragraph. (2) After initialinstallation or retorque, apply sealant, such as BHTI P/N 299-947-107 TYIII CL7, to the four bolt heads, washers, nuts and yoke mating surfaces to prevent moisture from entering the pillow block retention area. (b) Thereafter, remove the bolts and associated hardware from the pillow block and replace with new bolts, washers, and nuts as described in paragraph (a) of this AD at each hub assembly overhaul, at each change of the main rotor hub retention strap, or whenever the bolts are removed for any reason. NOTE: Bell Helicopter Textron, Inc., Alert Service Bulletins 204-90-27, Revision A; 205-90-38, Revision A; and 212-90-62, Revision A, all dated October 11, 1990, pertain to this AD. A copy of the service bulletins may be obtained from Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. (c) Rework or repair of the bolts, P/N 204-011-171-003; nuts, P/N EB080 or 42FLW-820; and washers, P/N 140-007-33S28-3, is not authorized. (d) An alternative method ofcompliance or adjustment of the compliance times, which provides an acceptable level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Federal Aviation Administration, Fort Worth, Texas 76193-0170. Operators shall submit their request through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Rotorcraft Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective April 23, 1993.
2010-21-05: We are superseding an existing airworthiness directive (AD) for the products listed above. 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: During ground manoeuvring, prolonged operation with either engine in the restricted range between 82% and 90% RPM [revolutions per minute] will result in damage [e.g., cracking of the blade or hub] to the propeller assembly that could eventually result in the release of a propeller blade. * * * EASA [European Aviation Safety Agency] AD 2007-0268 [which corresponds to FAA AD 2008-13-02, amendment 39-15565] was issued to require the installation of a Propeller Warning Placard and implementation of a corresponding Aircraft Flight Manual (AFM) limitation instructing the flight crew to taxi with the condition lever at FLIGHT in order to minimisethe time spent by the engines in the restricted range. BAE Systems has now developed a Propeller Speed Warning System * * *. * * * * * A released propeller blade could result in engine failure and loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
91-03-10: 91-03-10 CASA: Amendment 39-6883. Docket No. 90-NM-17-AD. Applicability: Model C-212 series airplanes, certificated in any category. Compliance: Required within 60 days after the effective date of this AD, unless previously accomplished. To prevent reduced controllability of the airplane, accomplish the following: A. Modify the propeller speed and pitch control system so that the control cannot be moved into reverse thrust while in flight, and so that the propeller pitch settings cannot be adjusted for ground operation while in flight, in accordance with CASA Service Bulletin 212-76-07, dated July 27, 1990, or in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. B. 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. 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 Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. Airworthiness Directive 91-03-10 supersedes AD 90-04-11. Amendment 39-6508. This amendment (39-6883, AD 91-03-10) becomes effective on March 11, 1991.
2010-20-22: 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: Following a review of operational data of the Tay 651-54 engine, it has been found that the actual stress levels in the Tay 651-54 engine High Pressure Compressor (HPC) stages 1, 3, 6, 7 and 12 discs were higher than those originally assumed and therefore the approved lives needed to be reduced. We are issuing this AD to prevent HPC stages 1, 3, 6, 7, and 12 discs from exceeding the approved reduced life limits, which could result in an uncontained failure of a disc and damage to the airplane.
2010-20-16: We are adopting a new airworthiness directive (AD) for the products listed above. 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: * * * * * Two cases of complete nose landing gear (NLG) shock absorber bolts failure were reported to the manufacturer. In both cases, the crew was unable to retract the gear and was forced to an In Flight Turn Back. In one case, the aircraft experienced a low speed runway excursion. The root cause of the bolts failure has been identified being due to a bolt(s) over-torque. The investigation has highlighted that the design of the NLG shock absorber was not tolerant to the over-torque, and an inspection plan has been developed to track any NLG shock absorber-to-main barrel attachment bolts status. * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-14-11: 91-14-11 BRITISH AEROSPACE: Amendment 39-7052. Docket No. 91-NM-37-AD. Applicability: Model ATP series airplanes, on which Modification (c)AC11431 has not been accomplished, certificated in any category. Compliance: Required within 60 days after the effective date of this AD, unless previously accomplished. To prevent loss of the main landing gear (MLG) wheel from the axle and reduced controllability of the airplane on takeoff or landing, accomplish the following: A. Install a new axle washer and a new axle nut on all MLG's [Modification (c)AC11431], in accordance with Dowty Aerospace Service Bulletin 200-32-137, dated November 6, 1990. NOTE: British Aerospace Service Bulletin ATP-32-28, dated November 6, 1990, references the Dowty Aerospace Service Bulletin for modification instructions. B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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. D. The installation requirements shall be done in accordance with Dowty Aerospace Service Bulletin 200-32-137, dated November 6, 1990. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7052, AD 91-14-11) becomes effective on August 6, 1991.