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2010-02-08: 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: During a maintenance inspection before the first flight of the day, an oil leak was found on an engine deck. A circumferential crack on the intermediate bearing return flexible pipe union (pipe part number 9 560 17 606 0) was identified as the origin of the leak. A similar oil pipe union crack was then reported at the same location on another engine, on the same pipe part number. This pipe part number was approved as Modification TU 233 in 2008. Although such cracks have been detected and did not lead to an in-service event, the possibility exists that some additional cracks could occur and may not be detected before the potential complete rupture of theunion. We are issuing this AD to prevent a helicopter engine in-flight shutdown resulting in an emergency auto-rotation landing or accident.
99-01-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires modification of the airplane wiring to separate the electrical inputs sent by the engine interface units (EIU) to certain probe heat computers (PHC). This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent simultaneous loss of heating to pitot probes 1 and 3, which could result in incorrect airspeed indications to both the pilot s and first officer s airspeed indication systems. Malfunction of these systems could result in reduced controllability of the airplane.
62-27-07: 62-27-07 LOCKHEED: Amdt. 521 Part 507 Federal Register December 27, 1962. Applies to All Models 1049C, 1049D, 1049E, 1049G, and 1049H Series Aircraft Which Have Accumulated 20,000 or More Hours' Time in Service and to Aircraft With Less Than 20,000 Hours' Time In Service, Upon the Accumulation of 20,000 Hours' Time In Service. Compliance required as indicated. As a result of fatigue cracking of the wing front spar lower cap and web at wing Station 325, accomplish the following: (a) Unless already accomplished within 1,100 hours' time in service prior to the effective date of this AD all aircraft shall be inspected and repaired or reinforced as necessary within the next 400 hours' time in service following the effective date of this AD, and at periodic intervals thereafter not to exceed 1,500 hours' time in service as follows: (1) Use X-ray film of the AAM type in a double loaded holder. Place the film on the front beam cap horizontal leg on each side of wing Station325 and as close to wing Station 325 as possible. Use a minimum of 60 KV and 5 milliamps at 36 inches focal distance with an exposure time of approximately 3 minutes. The exposure is to be taken at 90 degrees to the wing lower skin. All sealing compound in the area to be inspected must be removed prior to inspection. (i) If no cracks are detected in the forward horizontal leg by the X- ray inspection, inspection of the spar cap and lower main beam web is not required. (ii) If a crack is detected in the forward horizontal leg by the X-ray inspection, inspection of the spar cap and lower main beam web is required. All sealing compound in the area to be inspected must be removed prior to inspection. Inspection of the aft horizontal and vertical leg and inspection of the lower main beam web shall be accomplished by use of either radiographic or dye penetrant method. (2) All aircraft that are inspected in accordance with (a)(1)(i) and are found not to be cracked may be returned to service. Any cracked spar caps or webs shall be repaired in accordance with Lockheed Structural Repair Manual, Report No. 8882, or FAA approved equivalent prior to returning the aircraft to service. Repairs made in this area must be sealed against fuel leakage in accordance with Lockheed Report No. 5909 or FAA approved equivalent. (b) The periodic reinspection may discontinued on aircraft: (1) on which the spar caps are found not to be cracked if such spar caps are reinforced in accordance with Lockheed 1049 Service Bulletin No. 3110, dated March 31, 1961, or FAA approved equivalent; and (2) on which the cap and web are repaired and sealed in accordance with (a)(2). (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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. (Lockheed Field Service Letter FS/240885L, dated April 15, 1962, covers this same subject.) This directive effective January 28, 1963.
2010-02-03: 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: * * * * * Engineering analysis using the new calculated loads has shown that the structural integrity of the forward engine mount cannot be guaranteed after either thrust link has accumulated 15500 Flight Cycles (FC). * * * * * A loss of structural integrity of the forward engine mounts could lead to the loss of the load path for the forward engine mount and damage to other engine mount structures, which could result in failure of the forward engine mount, possible separation of the engine from the airplane, damage to the wing, or loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-21-08 R1: We are clarifying information contained in Airworthiness Directive (AD) 2009-21-08, which applies to PIAGGIO AERO INDUSTRIES S.p.A. (Piaggio) Model PIAGGIO P-180 airplanes. AD 2009-21-08 currently requires repetitive functional tests of the manifold system and replacement of any system that does not pass the functional tests (i.e., movement of the steering system). The language in AD 2009-21-08 incorrectly references not passing the functional tests as "movement of the manifold,'' and it should read "movement of the steering system'' as specified in the service bulletin. The notice of proposed rulemaking (NPRM) referenced it as specified in the service bulletin. This document incorporates the intent of the action as already proposed in the NPRM. We are issuing this AD to prevent a potentially dangerous veer along the runway. The steering system must be in the `off' position during landing and takeoff (in this case when airspeed is higher than 60 knots) according to the aircraft flight manual limitations. DATES: The effective date of this AD is December 14, 2009, which is the same as AD 2009-21-08. As of December 14, 2009 (74 FR 57561, November 9, 2009), the Director of the Federal Register approved the incorporation by reference of the following documents listed in this AD: Service information title Page(s) Revision Date PIAGGIO AERO INDUSTRIES S.p.A. Service Bulletin (Mandatory) N. 80 0249. 1 through 9 ........................ Rev. 1 ................................ May 27, 2009. PIAGGIO AERO INDUSTRIES S.p.A. Service Bulletin (Mandatory) N. 80 0249. CONFIRMATION SLIP ..... Rev. 1 ................................ Not Dated. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. Cover ................................. No. D2 ............................... Revised June 16, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 1 through 8 ........................ Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 201, 202, 204, and 206 through 216. Not Applicable ................... June 16, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 203 and 205 ...................... Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI Maintenance Manual, Report No. 9066, 32 50 00. 501 through 506 ................ Not Applicable ................... March 1, 2006. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. Cover ................................. No. A3 ............................... Revised December 19, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 1 through 8 ........................ Not Applicable ................... June 30, 2005. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 201, 202, and 207 through 209. Not Applicable ................... December 19, 2008. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 203 and 205 ...................... Not Applicable ................... June 30, 2005. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 204, 206, and 210 through 216. Not Applicable ................... September 14, 2007. PIAGGIO AERO PIAGGIO P.180 AVANTI II Maintenance Manual, Report No. 180 MAN 0200 01105, 32 50 00. 501 through 506 ................ Not Applicable ................... June 30, 2005.
53-16-01: 53-16-01 BELLANCA: Applies to All Model 14-19 Series Airplanes. Compliance required prior to September 15, 1953, and to be repeated at intervals not to exceed 100 hours flight time. Inspect elevator trim tab system for looseness by checking free play of the trim tab. Total free play of the tab trailing edge at the maximum chord should not exceed 0.20 inch. Excessive free play may be due to excessively worn parts and/or looseness in the adjustment of the trim tab system. Excessive free play can usually be removed by accomplishing the following: Remove retaining pin from trim tab control handle and remove handle. Pull tab control rod as far forward as possible. Add required thickness of shim or washer to take up increased length. Replace handle and pin. Center fabric hinge should also be inspected for deterioration and replaced if necessary. (Bellanca Service Bulletin No. 4 covers the same subject.)
2010-02-04: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD requires replacing the engine fuel shutoff valves for the left and right main tanks. This AD results from a report of a failed engine start, which was caused by an internally fractured engine fuel shutoff valve. We are issuing this AD to prevent the failure of the valve in the closed position, open position, or partially open position, which could result in engine fuel flow problems and possible uncontrolled fuel leak or fire.
94-11-07: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11-200 and -400 series airplanes, that requires inspection of the landing gear brakes for wear, and replacement of the brakes if the wear limits prescribed in this amendment are not met. This amendment also requires that the specified maximum brake wear limits be incorporated into the FAA-approved maintenance inspection program. This amendment is prompted by an accident in which a transport category airplane executed a rejected takeoff (RTO) and was unable to stop on the runway due to worn brakes; and the subsequent review of allowable brake wear limits for all transport category airplanes. The actions specified by this AD are intended to prevent the loss of brake effectiveness during a high energy RTO.
2009-26-06: The FAA is superseding an existing airworthiness directive (AD) for Honeywell International Inc. ALF502 series and LF507 series turbofan engines with certain fuel manifold assemblies installed. That AD currently requires initial and repetitive on-wing eddy current or in-shop fluorescent penetrant inspections of certain part number (P/N) fuel manifold assemblies for cracks, and replacement of cracked fuel manifolds with serviceable manifolds. This AD continues to require inspecting those fuel manifolds for cracks, adds leak checks of certain additional P/N fuel manifolds, and specifies replacement of the affected manifolds as an optional terminating action in lieu of the repetitive inspections. This AD results from reports of fire in the engine nacelle. We are issuing this AD to detect cracks in certain fuel manifolds and fuel leaks from other fuel manifolds, which could result in a fire in the engine nacelle and a hazard to the aircraft.
96-19-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes. This action requires a one-time inspection to detect cracks of the dimpled lap joints in the fuselage skin, and repair of cracked lap joints. This amendment is prompted by a report indicating that cracks were found at various locations in the outer skin of the dimpled longitudinal lap joints of the fuselage skin. The actions specified in this AD are intended to prevent such cracking, which could result in reduced structural integrity of the fuselage and/or rapid decompression of the airplane.