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2025-05-12: The FAA is superseding Airworthiness Directive (AD) 2008-10-01 and AD 2010-05-51, which applied to certain Eurocopter France (now Airbus Helicopters) Model EC120B helicopters. AD 2008-10-01 required replacing certain part-numbered and serial-numbered spherical thrust bearings. AD 2010-05-51 required repetitively inspecting the main rotor (M/R) head rotor hub (rotor hub) and, depending on the results, taking corrective action. Since the FAA issued those ADs, the manufacturer revised the airworthiness limitations section (ALS) to incorporate various airworthiness limitations, tasks, and associated thresholds and intervals that were previously contained in service bulletins, as well as incorporate a new task. This AD requires revising the ALS of the existing maintenance manual (MM) or instructions for continued airworthiness (ICAs) and the existing approved maintenance or inspection program, as applicable, 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.
88-03-51 R1: 88-03-51 R1 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 5868 as amended by Amendment 39-6505. Docket No. 89-NM-132-AD. Applicability: DeHavilland Model DHC-8-100 series airplanes, Serial Numbers 3 through 119, inclusive, with Modification No. 8/0467 incorporated, equipped with Eldec Proximity Switch Electronic Control Unit (PSEU), P/N 8-410-03, 8-410-04, or 8-410-05, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To preclude the possibility of the nose gear cockpit indication system indicating erroneous nose gear position, accomplish the following: A. Within 24 hours after March 25, 1988 (the effective date of AD 88-03-51) add the following to the Limitations Section of the Airplane Flight Manual (AFM) and notify all crew members. This may be accomplished by inserting a copy of this AD in the AFM: "1. Perform the following check prior to each flight. This check is to be performed even when the airplane is being operated with the anti-skid inoperative under the minimum equipment list: a. Anti-skid switch - "OFF" b. Anti-skid switch - "ON" c. Check that inboard and outboard anti-skid caution lights illuminate, and then extinguish within 6 seconds. Should the lights fail to function as noted above, dispatch is prohibited until maintenance action clears the fault." "2. While performing the 'After Take Off' and 'Approach' procedures: a. Monitor the landing gear indication system during landing gear retraction and extension. b. If there is any irregularity in gear indication or operation at any time throughout the flight, the gear must be confirmed DOWN AND LOCKED using the alternate down-lock verification system, irrespective of gear DOWN AND LOCKED (green) indication on the normal landing gear indicating system." B. Any in-flight landing gear irregularity must be corrected prior to further flight. C. Within 60 days after the effective dateof this amendment, modify the landing gear control system, in accordance with deHavilland Service Bulletin 8-32-70, Revision B, dated December 2, 1988. This modification constitutes terminating action for the requirements of paragraphs A. and B. of this AD, and the revised operating procedures may be removed from the AFM. D. 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 then send it to the Manager, Standardization Branch, ANM-113. E. 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 theappropriate service documents from the manufacturer may obtain copies upon request to Boeing of Canada, Ltd., deHavilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This AD revises AD 88-03-51, Amendment 39-5868. This amendment (39-6505, AD 88-03-51 R1) becomes effective on March 19, 1990.
69-11-07: 69-11-07 SLINGSBY: Amdt. 39-771. Applies to all Slingsby Model T.53.B Gliders. Before further flight after the effective date of this AD, modify the fuselage center section structure in accordance with Slingsby Technical Instruction No. 39, dated March 1969, or later ARB-approved issue or FAA-approved equivalent. This amendment becomes effective June 2, 1969.
70-21-02: 70-21-02 HAWKER SIDDELEY AVIATION, LTD: Amdt. 39-1087. Applies to de Havilland Model DH.104 "Dove" airplanes. To prevent failure of the flap datum hinge assemblies, unless already accomplished, accomplish the following within the next 3,000 hours' time in service after the effective date of this AD, or by March 31, 1971, whichever occurs first: (a) Inspect the wall thickness of the bearing housing recess of both the right wing and left wing flap datum hinge links in accordance with Hawker Siddeley Aviation, Limited, Technical News Sheet CT(104) No. 216 Issue 1, June 8, 1970, or later ARB-approved issue or an FAA-approved equivalent. If the wall thickness is found to be less than 0.17 inches, replace the flap datum hinge link with a serviceable link of Modification 982 standard. (b) Incorporate Modification 982 by replacing the flap datum hinge assemblies P/N 4WF.16A(R.H.) and P/N 4WF.15A(L.H.) with assemblies P/N 14WF.456A(R.H.) and P/N 14WF.455A (L.H.) in accordance with de Havilland Aircraft Company, Limited, Modification No. Dove 982 dated August 20, 1956, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
77-17-06: 77-17-06 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3016. Applies to AiResearch Model TSCP700-4B and -5 Auxiliary Power Units (APUs) which have first stage compressor discs P/Ns 969600-1 or -2 installed. Compliance required before accumulating a total of more than 3000 cycles on the first stage compressor discs, or within the next 300 cycles after the effective date of this AD, whichever occurs later, unless already accomplished within the last 1700 cycles, and thereafter at intervals not to exceed 2000 cycles since the last inspection. To prevent a high energy release of first stage compressor blades and disc parts due to the possible fatigue failure of the disc, accomplish the following: (a) Remove the first stage disc from the compressor section of the APU and inspect the blade dove tail slots of the disc in accordance with either of the following methods or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. (1) Use an eddy current probe made in accordance with instructions contained in paragraphs 2.B.(4) of AiResearch Service Bulletin TSCP700-49-A3912, dated May 16, 1977, and a visual display instrument Nortec Model No. NDT-6D. In addition to this test apparatus, A P/N 969600-1 or -2 compressor disc, or segment thereof, known to be free of cracks and a corresponding disc, or segment thereof, which has been verified to contain a detectable crack must be available to calibrate the inspection test apparatus. These sample disc(s) may be obtained from the AiResearch Manufacturing Company or, subject to the acceptance of the assigned FAA maintenance inspector, furnished by the operator. An acceptable procedure for calibrating and using this test equipment is provided in paragraph 2.A., 2.B.(1), 2.B(2), 2.B(3), 2.B.(5) and 2.B.(6) of AiResearch Service Bulletin TSCP700-A3912, dated May 16, 1977, supplemented by AiResearch Gage Operating Instructions MSC-4769, MSC-4770 or MSC-4771, as appropriate. (2) Use tooling described in paragraphs 1.G and procedures prescribed in paragraph 2. of AiResearch Service Bulletin TSCP700-49-A3912, Revision 2, dated June 27, 1977, or later FAA approved revisions. (b) All discs found to not meet the inspection criteria covered by the procedure described in paragraphs (a)(1) or (a)(2) must be removed from service. Except as provided in paragraph (c)(4), replacement discs of P/Ns 969600-1 or -2 must be inspected in accordance with paragraph (a) before being installed in the APU for service, unless already inspected within the last 3000 cycles in service, and thereafter at intervals not to exceed 2000 cycles since the last inspection. (c) For purposes of this AD: (1) A cycle is defined as a start and acceleration to at least 95% high pressure spool (N2) rpm followed by a shutdown, during which low pressure spool (N1) rpm reaches, or exceeds, 97% rpm nominal. If, in any start, operating and shutdown sequence, the low pressure spool (N1) is prevented from exceeding 91% rpm nominal, only one half of a cycle must be recorded. (2) Operators who have not kept a record of operating starts on individual discs may assume two starts have occurred for each recorded APU operating hour of service, or any other cycle per hour ratio approved by the operators' assigned FAA maintenance inspector, provided the request contains substantiating data to justify the alternative ratio. (3) Operators who have not kept a record of APU operating hours of service shall estimate hours of APU operation by equating APU operation to airplane hours time in service using a ratio approved by the operators' assigned FAA maintenance inspector and justified by substantiating data. (4) Unused replacement discs installed per (b) above may be assumed to have zero cycles and need not be inspected prior to installation. NOTE: AiResearch Model TSCP 700-4B and -5 APU are known to be installed in McDonnell Douglas Model DC-10 series aircraft and Aerospatiale Model A-300B aircraft. This amendment becomes effective August 24, 1977.
76-18-11: 76-18-11 BOEING: Amendment 39-2720 as amended by Amendment 39-2736 and 39-2771 is further amended by Amendment 39-2808. Applies to all Model 727-100 and 727-100C series airplanes, certificated in all categories, with P/N 65-19670-2 and -3 aft cargo door lowest side stop fittings which have accumulated 15,000 or more pressurization cycles. Compliance required as indicated. \n\tTo detect cracks in the aft cargo door lower stop fittings, accomplish the following: \n\tA.\tWithin the next 500 flights from the effective date of this amendment, unless accomplished within the last 500 flights, visually inspect the aft cargo door for cracks in the four (4) lowest side stop fittings (two forward and two aft) and the attaching door frame structure in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repeat visual inspections of the lowestforward and aft side fittings (total of two) and adjacent door frame structure at intervals not to exceed 1000 flights from the last inspection. \n\tB.\tIf a cracked fitting(s) and/or frame(s) are detected: \n\t\t1.\treplace the fitting and repair or replace the door frame section, as necessary, prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or \n\t\t2.\tcontinue service with no more than one cracked fitting and/or frame for up to 50 flights under the following conditions: \n\t\t\ta.\tframe cracks may not extend along the frame more than 4.5 inches, including the length of the stop fitting cutout, and no cracks may be present in the frame flange radius. Stop drill all frame cracks, which do not terminate in an existing fastener hole. \n\t\t\tb.\tassure that the stop fittings adjacent to the cracked fitting, includingthe lower sill stop fitting, are crack-free by the visual inspection specified in the service bulletin. \n\t\t\tc.\twithin 25 flights repeat the visual inspection of the adjacent fittings and frame per a and b above. \n\t\t\td.\twithin 50 flights replace the fitting with a crack-free 7079-T6 aluminum or steel fitting and repair or replace the door frame, as necessary, in accordance with the service bulletin. \n\tC.\tReplacement of a lowest side stop fitting with a new steel fitting in accordance with Boeing Alert Service Bulletin No. 727-52-A102, Revision 2, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD at that fitting, provided the adjacent fitting and attaching door frame were/are inspected and found to be crack-free in accordance with Revision 2 to the service bulletin or equivalent. \n\tD.\tFor the purpose of this AD, when conclusive records are not available to show the number of flights accumulated by a particular fitting, the number of flights may be computed by dividing the airplane time-in-service since the fitting was installed in the airplane by the operator's fleet average time per flight for his Model 727 airplanes. \n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \n\tThe 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). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also beexamined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2720 became effective September 21, 1976. \n\tAmendment 39-2736 became effective October 15, 1976. \n\tAmendment 39-2771 became effective November 29, 1976. \n\tThis amendment 39-2808 becomes effective February 18, 1977.
2013-07-11: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300, and -300ER series airplanes. That AD currently requires inspecting for scribe lines in the skin along lap joints, butt joints, certain external doublers, and the large cargo door hinges, and doing related investigative and corrective actions if necessary. This new AD adds an inspection for scribe lines where external decals have been applied or removed across lap joints, large cargo door hinges, and external doublers, and related investigative and corrective actions if necessary. This AD was prompted by a determination that scribe lines could occur where external decals are installed or removed across lap joints, large cargo door hinges, or external doublers. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.
75-17-24: 75-17-24 SIAI-MARCHETTI: Amendment 39-2329. Applies to Model S.205-18/R, - 20/R, and -22/R airplanes, serial numbers 001 thru 003, 101 thru 399, 4-101 thru 4-282, 4-285, 4- 292, 5-302, 5-303 and 5-406, certificated in all categories, and Model S.208 airplanes, serial numbers 001 thru 003, 1-03 thru 1-15, 2-16 thru 2-27, 2-47 thru 2-50, 4-51, 4-60, 4-62, 369, 3- 100, 4-231, 4-233, 4-256, 4-257, 4-258, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracks in the landing gear actuator brackets and prevent bracket failure, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished within the last 90 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, until modified in accordance with paragraph (d) of this AD, visually inspect the landing gear actuator bracket P/N 205-6-209-03 installed on the rear side of the No. 5 frame for cracks, in accordance with Instruction a) of the SIAI Marchetti Service Bulletin No. 205B39, dated September 19, 1973, or an FAA-approved equivalent. (b) If cracks are found, before further flight, comply with paragraph (d) of this AD. (c) If no cracks are found, within 300 hours' time in service after the effective date of this AD, comply with paragraph (d) of this AD. (d) Install landing gear actuator bracket reinforcements, P/Ns U.T. 5270-11 and -13, to inside of the landing gear actuator bracket P/N 205-6-209-03 in accordance with Instruction (b) of the SIAI Marchetti Service Bulletin No. 205B39, dated September 19, 1973, or an FAA- approved equivalent. This amendment becomes effective August 20, 1975.
2013-07-10: We are adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE), V2525-D5 and V2528-D5 turbofan engines, with a certain No. 4 bearing internal scavenge tube and a certain No. 4 bearing external scavenge tube installed. This AD was prompted by a report of an engine under-cowl fire and commanded in- flight shutdown. This AD would require replacement of certain part number (P/N) No. 4 bearing internal scavenge tubes, and alignment checks of certain P/N No. 4 bearing external scavenge tubes. We are issuing this AD to prevent engine fire and damage to the airplane.
2013-07-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports that inspections of the wing center section revealed defective, misapplied, or missing secondary fuel vapor barriers on the center fuel tank. This AD requires inspecting for discrepancies and insufficient coverage of the secondary fuel barrier, determining the thickness of the secondary fuel barrier, and corrective actions if necessary. We are issuing this AD to detect and correct defective surfaces and insufficient thickness of the secondary fuel barrier, which could allow fuel leaks or fumes into the pressurized cabin, and allow fuel or fuel vapors to come in contact with an ignition source, which could result in a fire or an explosion.
75-16-11: 75-16-11 PILATUS AIRCRAFT LTD: Amdt. 39-2284. Applies to B4-PC11 gliders, serial numbers 141 and subsequent, certificated in all categories. Compliance is required as indicated. To prevent rudder cable chaffing, jamming, or separation accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD, unless already accomplished, visually inspect the rudder control cables for chaffing in that portion adjacent to the crotch strap attachment brackets and repair, or replace as required in accordance with the Pilatus B4- PC11 Maintenance Manual or an FAA-approved equivalent. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, install a polyurethane foam block P/N 112.50.11.065 on the underside of the pilot seat to provide a grooved channel to cover the crotch strap attachment bracket in accordance with the accomplishment instructions set forth in Pilatus Aircraft Service Bulletin No. 1002 datedMay 1974, or an FAA-approved equivalent. This amendment becomes effective July 29, 1975.
2013-04-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes equipped with Rolls- Royce RB211-535E engines. That AD currently requires repetitive inspections for signs of damage of the aft hinge fittings and attachment bolts of the thrust reversers, and related investigative and corrective actions if necessary. The existing AD also provides for an optional terminating modification for the repetitive inspections. For certain airplanes, this new AD adds a one-time inspection of the washers installed under the attachment bolts of the aft hinge fittings for correct installation sequence, and reinstallation if necessary. This new AD also adds an option for installing a redesigned aft hinge fitting with the trim already done, instead of trimming an existing or new hinge fitting, which is included in the existing optional terminating modification. This AD was prompted by reports of incorrectly installed washers under the attachment bolts of the aft hinge fittings of the thrust reversers. We are issuing this AD to prevent failure of the attachment bolts and consequent separation of a thrust reverser from the airplane during flight, which could result in structural damage to the airplane.
2013-07-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, and A320 series airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer, which revealed that certain fuel pumps under certain conditions can create an ignition source in the fuel tank. This AD requires modification of the center tank fuel pump control circuit by installation of ground fault interrupters (GFIs). This AD would also require either replacement of the GFI or deactivation of the associated fuel pump following failure of any post-modification operational test of the GFI. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2025-05-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and A350-1041 airplanes. This AD was prompted by a report indicating that the thrust reverser and pylon thermal blankets were found damaged due to air leaking from the pre-cooler exchanger (PCE). This AD requires repetitively testing the PCE for air leaks and reporting the results, and, depending on findings, inspecting the thermal blankets for damage and replacing the PCE, 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.
2013-06-07: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model SA-365N1, AS-365N2, and AS 365 N3 [[Page 20235]] helicopters. This AD requires revising the Limitations section of the Rotorcraft Flight Manual (RFM) to prohibit flight in instrument meteorological conditions (IMC) or night visual flight rules (VFR) for each helicopter with a vertical gyro unit GV76-1 installed upon a non- reinforced shelf in the rear cargo compartment. Also, this AD requires modifying the GV76-1 vertical gyro unit shelf and testing for correct function of the navigation systems. This AD was prompted by flight crew reports of deviations between the displayed attitude on the attitude display screen and the independent electromechanical standby attitude indicator. The actions of this AD are intended to prevent an undetected flight display error of a slow drift in the roll axis, disorientation of the pilot, and subsequent loss of control of the helicopter.
2013-06-05: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. That AD currently requires repetitive inspections of the aft attach lugs of the elevator tab control mechanisms, and replacement of any discrepant elevator tab control mechanism. This new AD requires replacing the left and right elevator tab control mechanisms with elevator tab control mechanisms that have the modified attach lugs, which would terminate the existing requirements. This AD was prompted by reports of failure of the aft attach lugs on the elevator tab control mechanisms, which resulted in severe elevator vibration; and reports of gaps in elevator tab control mechanisms and analysis indicating that additional elevator tab control mechanisms might have bearings that will come loose. We are issuing this AD to prevent discrepancies in the aft attach lugs of the elevator tab control mechanism, which could result insevere elevator and tab vibration. Consequent structural failure of the elevator or horizontal stabilizer could result in loss of structural integrity and aircraft control.
74-22-01: 74-22-01 MCDONNELL DOUGLAS: Amendment 39-1995, as amended by amendment 39-3487. Applies to all Model DC-9 -10, -20, -30, -40 and military C-9A and C-9B Series airplanes equipped with welded aft engine isolator mount(s), P/N K2219-6SA3, certificated in all categories. \n\n\tTo detect cracks in the welded aft engine mounts, accomplish the following: \n\n\tFor airplanes equipped with welded aft engine isolator mount(s) with more than 4,000 hours time-in-service on the effective date of this AD, within the next 300 hours time-in-service, unless previously accomplished within the last 450 hours time-in-service, and thereafter at intervals not to exceed 850 hours time-in-service, inspect the aft engine mount per McDonnell Douglas All Operators' Letter AOL 9-786, dated December 13, 1973, AOL 9-786A dated March 27, 1974, AOL 9-786B dated April 8, 1974, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. If any cracks are detected replace the part before further flight with a forged part, P/N's K2219-6SA5 and K2219-7SA3, or an uncracked welded part K2219-6SA3. Upon installation of a forged part the requirements of this A.D. are terminated. \n\n\tNOTE: (A) For the purposes of this A.D. if the time-in-service hours of the aft engine isolator mount cannot be established the part will be considered to have the same number of time-in-service hours as the airplane on which it is installed. \n\n\t\t(B)\tThe airplane may be flown in accordance with FAR's 21.197 21.199 to a base where the inspection can be performed. \n\n\tAmendment 39-1995 became effective November 25, 1974. \n\n\tThis amendment 39-3487 becomes effective June 12, 1979.
2013-05-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports that escape slides/rafts did not deploy due to galvanic corrosion of the door-mounted slide/raft packboard release mechanisms. This AD requires doing a general visual inspection of the housing assembly of the packboard release mechanism to determine if its surface treatment has been sealed, and if the surface of the housing assembly is unsealed, replacing the housing assembly with a new or serviceable housing assembly. We are issuing this AD to detect and correct corrosion of the packboard release mechanisms, which could interfere with escape slide/raft deployment, prohibit doors from opening in the armed mode, and cause consequent delay and injury during evacuation of passengers and crew from the cabin in the event of an emergency.
2013-06-03: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of oil residue between the stator and the rotor parts of the position resolvers of the angle of attack (AOA) vane, which was a result of incorrect removal of the machining oil during the manufacturing process of the AOA resolvers. This AD requires an inspection to determine if certain AOA probes are installed, and replacement of any affected AOA probe. We are issuing this AD to prevent erroneous AOA information and consequent delayed or non- activation of the AOA protection systems, which during flight at a high AOA, could result in reduced control of the airplane.
2019-05-02: We are superseding airworthiness directive (AD) 2017-22-13 for certain Rolls-Royce plc (RR) RB211-Trent 900 turbofan engine models. AD 2017-22-13 required an inspection of the drains mast and the replacement or repair of the drains mast if a crack is found. This AD retains this requirement, but adds repetitive inspections and expands the population of affected RR RB211-Trent 900 turbofan engine models. This AD was prompted by RR in-service findings that indicated a need to include part number (P/N) FW29847 drains mast and additional RR RB211- Trent 900 turbofan engines to the affected population. We are issuing this AD to address the unsafe condition on these products.
2013-05-12: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. This AD was prompted by a report that high rate discharge (HRD) bottle explosive cartridges of a cargo compartment fire extinguisher system were swapped between the forward and aft cargo compartments. Additional investigation also revealed the possibility of swapping between the electrical connectors of the HRD and low rate discharge (LRD) bottles, and a rotated installation of the HRD bottle. Improper assembly of the fire extinguishing bottle might cause the extinguishing agent to be discharged toward the unselected cargo compartment rather than toward the cargo compartment with fire. This AD requires an inspection of the HRD bottle for correct installation and to determine if the pressure switch is in the correct position, and re-installation if necessary; an inspection of the HRD and LRD bottle discharge heads to determine the part number, and replacement if necessary; and, for certain airplanes, an inspection to identify the HRD and LRD bottle electrical connectors, and relocation if necessary. We are issuing this AD to prevent the inability of the fire extinguishing system to suppress fire.
85-07-09: 85-07-09 AIRBUS INDUSTRIE: Amendment 39-5033. Applies to Model A300 B2 and B4 series airplanes, manufacturer serial numbers 003 through 156, certificated in all categories. To prevent rapid decompression of the aircraft, accomplish the following, unless already accomplished. Compliance is required within the time schedules indicated below, or within six months after the effective date of this AD, whichever occurs later: A. Prior to the threshold limits specified in Table 1 of Airbus Industrie Service Bulletin A300-53-148, Revision 6, dated October 10, 1984, inspect the fuselage longitudinal lap joints and circumferential joints for bonding delamination in accordance with the accomplishment instructions of the service bulletin: 1. If no delamination is detected, repeat these inspections in accordance with the schedule shown in Table 1 of the service bulletin. 2. If delamination is detected in any of the inspections above, perform the actions indicated in Figure 3,Follow-up Action, of the service bulletin. B. Prior to the threshold limits specified in Figure 1, Inspection Program, of Airbus Industrie Service Bulletin A300-53-178, Revision 4, dated October 10, 1984, visually inspect for corrosion and cracks, and repair if necessary, the bonded longitudinal lap joints and circumferential joints specified in Figure 1 of the service bulletin, in accordance with the accomplishment instructions of the service bulletin. Repeat the inspections in accordance with the schedule shown in Figure 1 of the service bulletin. C. Prior to the threshold limits specified in Figure 1, Inspection Frequency, of Airbus Industrie Service Bulletin A300-53-149, Revision 6, dated October 10, 1984, inspect for debonding and repair, if necessary, bonded stringers and bonded doublers in the area between frame 1 and frame 18 and between frame 40 and frame 80 on all airplanes up to and including serial number 156, and in the area between frame 18 and frame 40 on all airplanes up to and including serial number 104, in accordance with the accomplishment instructions of the service bulletin. The inspections of stringers is divided into three areas, as indicated in Figure 2 of the service bulletin with the following options: (1) Inspection in Area 1 is not required if Modification No. 2904, described in Airbus Industrie Service Bulletin A300-53-146, dated November 28, 1980, has been incorporated. (2) Preventive riveting of stringers located in Area 2 in accordance with Airbus Industrie Service Bulletin A300-53-197, dated October 10, 1984, allows for an extension of the interval of subsequent repetitive inspections to the interval required for Area 3. D. Alternate 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. E. 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. This amendment becomes effective May 13, 1985.
76-05-03: 76-05-03 UNITED AIRCRAFT OF CANADA LIMITED: Amendment 39-2535. Auxiliary Power Unit Model ST6L-73. Compliance required as indicated unless previously accomplished. To preclude leakage of the Sundstrand Aviation 025277 series fuel pump without the part number 5002557 injector cap and screen assembly, accomplish the following: (a) Within the next twenty hours in service after the effective date of this AD, unless previously accomplished, inspect all fuel pumps with less than 250 hours time in service since new in accordance with paragraph 2, Accomplishment Instructions of Pratt & Whitney of Canada Limited Alert Service Bulletin No. 9046 dated August 19, 1975, or approved equivalent inspection. (b) Within the next 250 hours in service after the effective date of this AD, unless previously accomplished, install part number 5002557, injector cap and screen assembly, in accordance with paragraph 2, Accomplishment Instructions of Pratt & Whitney Aircraft of Canada Limited Service Bulletin No. 9043, dated September 2, 1975, or approved equivalent instructions. The aircraft may be flown in accordance with FAR 21.197 to a base where the alteration or inspection can be performed. An equivalent alteration or inspection must be approved by the Chief, Engineering and Manufacturing Branch, of the Eastern Region of the FAA. This amendment is effective March 9, 1976.
75-19-02: 75-19-02 LOCKHEED: Amendment 39-2362 as amended by Amendment 39-2513 and Amendment 39-2625 is further amended by Amendment 39-3158. Applies to all model 382 series airplanes, serial numbers 3946 and 4101 through 4541. On airplane serial numbers 3946 and 4101 through 4298 with 6,300 hours or more total time in service, and on airplane serial numbers 4299 through 4541 with 9,450 hours or more total time in service on the effective date of Amendment 39-3158 unless already accomplished, eddy current inspect the outer wing lower aft beam caps at OWS 54 and 108 in accordance with Hercules Airfreighter Inspection Procedures SMP 515-A Card No. SP-88, revised August 11, 1975. Reinspect at intervals not to exceed 3400 hours time in service from the last inspection until 20,000 hours, (without ECP 954) or 24,000 hours, (with ECP 954) at which time the interval is not to exceed 1700 hours time in service from the last inspection. If a crack or cracks are found, before further flight, contactthe Chief, Engineering and Manufacturing Branch, FAA, Southern Region, Atlanta, Georgia, telephone number 404-526-7428. Before the accumulation of more than 30,000 flight hours, preventive modification shall be installed in accordance with Lockheed Service Bulletin 382-187, or later FAA-Approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. The inspections required by this AD may be discontinued for those airplanes which have been modified in accordance with the above paragraph. Amendment 39-2362 superseded Amendment 39-2249, FR Doc. 75-17068, AD 75-14-05. Amendment 39-2362 was effective September 12, 1975, and was effective June 13, 1975, for all recipients of the telegrams dated June 13, 1975, and August 25, 1975, which contained this amendment. Amendment 39-2513 became effective February 13, 1976. Amendment 39-2625 became effective June 4, 1976. This amendment 39-3158 becomes effective March 20, 1978.
2018-04-09: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL 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 incorrectly marked and annunciated low oil pressure indication warnings. We are issuing this AD to require actions to address the unsafe condition on these products.