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88-03-01: 88-03-01 PRATT & WHITNEY CANADA: Amendment 39-6032. Final copy of priority letter AD issued February 2, 1988. Applies to Pratt & Whitney Canada (PWC) PT6B-36A turboshaft engines incorporating the third stage compressor stator assembly, Part Number (P/N) 3109163-01, installed in Sikorsky Aircraft S-76B helicopters. The third stage compressor stator assembly, P/N 3109163-01 is incorporated in engines, Serial Number PC-E36043 and subsequent, and those engines incorporating PWC Service Bulletin (SB) 11022, dated September 28, 1987. Compliance is required as indicated, unless already accomplished. To prevent failure of the third stage compressor stator vane assembly which could result in loss of engine power or an inflight engine shutdown, accomplish the following: (a) Prior to further flight, accomplish the following: (1) Attach a placard which reads "avoid N1 ranges, 78-80.5 percent, 95.6-97.6 percent", in full view of the pilot and copilot, as close as practicable to the N1 speed indicators. (2) Place a copy of this AD in the appropriate rotorcraft flight manual. (3) Operate the rotorcraft in accordance with these speed range restrictions. (b) For engines which have accumulated 25 hours or less total time in service (TIS) from the effective date of this AD, accomplish the following: (1) Install vibration damping device, Part Number (P/N) 3112128-01, on vane assembly, P/N 3109163-01, in accordance with PWC Alert SB A-11033, dated December 31, 1987, prior to accumulating 25 hours total TIS. (2) Remove vane assembly, P/N 3109163-01, prior to accumulating 600 hours total TIS, and replace with a serviceable part. (c) For engines which have accumulated more than 25 hours total TIS from the effective date of this AD, accomplish the following: (1) Install vibration damping device, P/N 3112128-01, on vane assembly, P/N 3109163-01, in accordance with PWC Alert SB A-11033, dated December 31, 1987, within 25 hours TIS from the effectivedate of this AD. (2) Remove vane assembly, P/N 3109163-01, within 100 hours TIS from the installation of damping device, P/N 3112128-01, and replace with a serviceable part. (d) Thereafter, remove from service vane assembly, P/N 3109163-01, prior to accumulating 600 hours TIS since new, and replace with a serviceable part. NOTE: When vane assembly, P/N 3109163-01, is installed as a serviceable part, it must include damping device, P/N 3112128-01. (e) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request from an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine & Propeller Directorate, Aircraft Certification Service. (g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine & Propeller Directorate, Aircraft Certification Service, may adjust the compliance time specified in this AD. PWC Alert SB 11033, dated December 31, 1987, and PWC SB 11022, dated September 28, 1987, identified and described in this document, are incorporated 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 Pratt & Whitney Canada, Box 10, Longueuil, Quebec, Canada J4K 4X9. These documents may also be examined at the Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, Rules Docket No. 88-ANE-06, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311. This amendment, 39-6032, becomes effective November 29, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 88-03-01, issued February 2, 1988, which contained this amendment.
2018-25-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of drainage holes on the belly fairing forward and middle access panels being obstructed with sealant. This AD requires inspecting for and removing all sealant blocking the drainage holes on the belly fairing forward and middle access panels. We are issuing this AD to address the unsafe condition on these products.
86-14-05: 86-14-05 SHORT BROTHERS, LTD.: Amendment 39-5344. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3676 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD. To maintain the structural integrity of the horizontal stabilizer, accomplish the following, unless previously accomplished: 1. Modify the horizontal stabilizer lower skin to spar attachment in accordance with Short Brothers, Ltd., Service Bulletin SD36-55-06, Revision 1, dated May 1985. 2. 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. 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. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. 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. This amendment becomes effective August 4, 1986.
2000-16-12: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-45, -50, -80A, -80C2, and -80E1 turbofan engines with certain high pressure compressor rotor (HPCR) stage 3-9 spools installed. This action requires initial ultrasonic and eddy current inspections of certain HPCR stage 3-9 spools for cracks. This amendment is prompted by an uncontained failure of an HPCR 3-9 spool. The actions specified in this AD are intended to detect cracks which can cause separation of the HPCR stage 3-9 spool and result in an uncontained engine failure.
92-03-02: 92-03-02 MCDONNELL DOUGLAS: Amendment 39-8156. Docket 92-NM-02-AD. \n\n\tApplicability: Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of engine thrust, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Ice on Wing Upper Surfaces\t\n\n CAUTION\n\n\t\t Ice shedding from the wing upper surface during takeoff can cause severe damage to one or both engines, leading to surge, vibration, and complete thrust loss. The formation of ice can occur on wing surfaces during exposure of the airplane to normal icing conditions. Clear ice can also occur on the wing upper surfaces when cold-soaked fuel is in the main wing fuel tanks,and the airplane is exposed to conditions of high humidity, rain, drizzle, or fog at ambient temperatures well above freezing. Often, the ice accumulation is clear and difficult to detect visually. The ice forms most frequently on the inboard, aft corner of the main wing tanks. (END OF CAUTIONARY NOTE) \n\nThe wing upper surfaces must be physically checked for ice when the airplane has been exposed to conditions conducive to ice formation. Takeoff may not be initiated unless the flight crew verifies that a visual check and a physical (hands-on) check of the wing upper surfaces have been accomplished, and that the wing is clear of ice accumulation when any of the following conditions occur: \n\n(1)\twhen the ambient temperature is less than 50 degrees F and high humidity or visible moisture (rain, drizzle, sleet, snow, fog, etc.) is present; \n\n(2)\twhen frost or ice is present on the lower surface of either wing; \n\n(3)\tafter completion of de-icing. \n\nWhen tufts and triangular decals are installed in accordance with McDonnell Douglas MD-80 Service Bulletin 30-59, the physical check may be made by assuring that all installed tufts move\nfreely.\n\n\t\t\t\t\tNOTE\n\n \tThis limitation does not relieve the requirement that aircraft surfaces are free of frost, snow, and ice accumulation, as required by Federal Aviation Regulations Sections 91.527 and 121.629. (END OF NOTE)" \n\n\t(b)\tWithin 10 days after the effective date of this AD, revise the Configuration Deviation List (CDL) Appendix of the AFM to include the following. This may be accomplished by inserting a copy of this AD in the AFM.\n \n\t"30-80-01 Triangular Decal and Tuft Assemblies \n\n\tUp to two (2) decals or tufts per side may be missing, provided: \n\n\t\t\ta)\tAt least one decal and tuft on each side is located along the aft spar line; and \n\n\t\t\tb)\tThe tufts are used for performing the physical check to determine that the upper wing is free of ice by observing that the tufts move freely. \n\n\t\tUp to eight (8)decals and/or tufts may be missing, provided: \n\n\t\t\ta)\tTakeoff may not be initiated unless the flight crew verifies that a physical (hands-on) check is made of the upper wing in the location of the missing decals and/or tufts to assure that there is no ice on the wing when icing conditions exist;\n\n\t\t\t\t\t OR \n\n\t\t\tb)\tWhen the ambient temperature is more than 50 degrees F." \n\n\t(c)\tWithin 30 days after the effective date of this AD, install tufts and triangular decals on the inboard side of the wings' upper surfaces, in accordance with McDonnell Douglas Service Bulletin 30-59, dated September 18, 1989; Revision 1, dated January 5, 1990; or Revision 2, dated August 15, 1990. \n\n\t(d)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA PrincipalMaintenance or Operations Inspector, as appropriate, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe installation required by this AD shall be done in accordance with McDonnell Douglas Service Bulletin 30-59, dated September 18, 1989; Revision 1, dated January 5, 1990; or Revision 2, dated August 15, 1990. \n\n\tThis 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 McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8156, AD 92-03-02) becomes effective on January 17, 1992.
88-25-51 R1: 88-25-51 R1 McDONNELL DOUGLAS: Amendment 39-6128. Final copy of, and revision to, telegraphic AD T88-25-51 which was issued December 16, 1988. \n\n\tApplicability: McDonnell Douglas Model DC-9-81, -82, -83, -87, and MD-88 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure that the airplane horizontal stabilizer is configured correctly for takeoff, accomplish the following: \n\n\tA.\tWithin 5 calendar days after the effective date of this AD and daily thereafter, perform a functional test of the horizontal stabilizer takeoff position indicator assembly by selecting a center of gravity setting of 13 and a flap setting of 8, and verifying that the longitudinal trim is correctly displayed as 6 plus or minus 1/2 degrees. If the longitudinal trim displayed is not correct, check the adhesive bond strength of the center of gravity and flap indicator dials as indicated in paragraph B., below. \n\n\t\t1.\tIf both indicator dials are firmly bonded to their respective wheels, re-rig the horizontal stabilizer takeoff position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." \n\n\t\t2.\tIf either the flap or center of gravity indicator dials show signs of loose bonding, or if the assembly cannot be re-rigged to bring it within tolerance, replace the horizontal stabilizer takeoff position indicator assembly prior to further flight. \n\n\tB.\tWithin 25 calendar days after the effective date of this AD and thereafter at intervals not to exceed 25 days, accomplish both of the following: \n\n\t\t1.\tCheck the center of gravity and flap indicator dial adhesive bond strength in accordance with the "Accomplishment Instructions," with the exception of paragraphs F and J, of McDonnell Douglas Service Bulletin A27-304, Revision 1, dated December 23, 1988. If the indicator dials are dislodged or loosened, replace the horizontalstabilizer takeoff position indicator assembly prior to further flight. \n\n\t\t2.\tPerform an adjustment/test of the horizontal stabilizer takeoff position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." If the adjustment/test is not successful, check the adhesive bond strength of the center of gravity and flap indicator dials as indicated in paragraph B.1., above. \n\n\t\t\ta.\tIf both indicator dials are firmly bonded to their respective wheels, re-rig the horizontal stabilizer position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." \n\n\t\t\tb.\tIf either the flap or center of gravity indicator dials show signs of loose bonding, or if the assembly cannot be re-rigged to bring it within tolerance, replace the horizontal stabilizer takeoff position indicator assembly prior to further flight. \n\n\tC.\tModification of theflap and center of gravity dial indicators in the horizontal stabilizer takeoff position indicator assembly, in accordance with "Repair Action II" of McDonnell Douglas Service Rework Drawing SRO9270010, New, dated December 17, 1988, constitutes terminating action for the requirements of this AD. \n\n\tD.\tSpecial 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 inspection requirements of this AD. \n\n\tE.\tAn 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, Los Angeles Aircraft Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, CL-100 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD is the final copy of, and revision to, Telegraphic AD T88-25-51. Portions of this amendment were effective earlier to all recipients of Telegraphic AD T88-25-51, issued December 16, 1988, which was effective immediately upon receipt. \n\n\tThis amendment (39-6128, AD 88-25-51 R1) becomes effective February 15, 1989.
85-03-03 R1: 85-03-03 R1 ROLLS-ROYCE LIMITED: Amendment 39-4987 as amended by Amendment 39-5197. Applies to Rolls-Royce Dart engines series 506, 510, 511, 514, 525, 526, 527, 528, 529, 530, 531, 532, 535, 542, and all variants of these series. Compliance is required as indicated unless already accomplished. To prevent possible uncontained failure of the low pressure impeller, accomplish the following: Inspect certain low pressure impellers in accordance with mandatory Rolls-Royce Alert Service Bulletin (SB) Da72-A488, Revision 1, dated October 18, 1984, and Rolls-Royce SB Da72-480, Revision 4, dated December 1984, or FAA approved equivalent. Remove from service all impellers not ,meeting the inspection criteria per Rolls-Royce SB Da72-480. (a) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB DA72- A488, Revision 1, which have accumulated less than 2,000 flights since new, within the next 200 flights, but not later than March 31, 1985.(b) Inspect low pressure impellers with serial numbers listed in Appendix 2 of Rolls-Royce SB Da72- A488, Revision 1, which have accumulated less than 2,000 flights since new, within the next 600 flights or next shop visit, whichever comes first, but not later than September 30, 1985. NOTE: Shop Visit (as defined in the World Airlines Technical Operations Glossary) is defined as the input of an engine to a repair shop where the subsequent engine maintenance entails: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Note: Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "Shop Visit." (b) Removal of a disk or hub or spool. (c) Removal of the main or angle gearbox. (d) Removal of the fuel nozzles. (c) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB Da72- A488, Revision 2, which have not been inspected per (a) above, which have accumulated less than 3,500 flights since new, within the next 100 flights, but not later than February 28, 1986. (d) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB Da72- A488, Revision 2, which have not been inspected per (a) above, which have accumulated 3,500 or more flights since new, within the next 500 flights, but not later than April 30, 1986. For purpose of this AD the term "repair shop" refers to a maintenance station where low compressor overhaul facilities exist. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 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, Engine Certification Office, Aircraft Certification Division, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Rolls-Royce SB Da72-A488, Revision 2, dated July 25, 1985, is incorporated 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 this document from the manufacturer may obtain Rolls-Royce Limited, East Kilbride, Glasgow G74 4PY, Scotland. This document also may be examined at the Office of the Regional Counsel, FAA, New England Region, Attention: Rules Docket No. 84-ANE-19, 12 New England Executive Park, Room Number 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday except Federal holidays. Amendment 39-4987 became effective on February 11, 1985. This Amendment 39-5197 becomes effective on January 6, 1986.
2018-25-02: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the principal structural elements and certain life- limited parts are subject to widespread fatigue damage (WFD). This AD requires revising the existing maintenance or inspection program to incorporate new or more restrictive airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
91-21-05: 91-21-05 MCDONNELL DOUGLAS: Amendment 39-8052. Docket No. 91-NM-174-AD.\n\n\tApplicability: Model DC-10-10, -10F, and -15 series airplanes, fuselage numbers through 379; and Model DC-10-30, -30F, and -40 series airplanes, fuselage numbers through 275; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n\n\tTo ensure the structural integrity of these airplanes, accomplish the following:\n\n\t(a)\tExcept as provided in paragraphs (b) through (e) of this AD, prior to the accumulation of 7,000 landings or within 30 days after the effective date of this AD, conduct the initial inspections specified in paragraphs (a)(1), (a)(2), or (a)(3) of this AD.\n\n\t\t(1)\tConduct an eddy current inspection of the wing rear spar lower cap aft tang and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option III of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. In addition, within 1,500 landings after performing these eddy current and dye penetrant inspections, conduct the inspections specified in paragraph (a)(2) or (a)(3) of this AD and repeat thereafter as indicated. Or\n\n\t\t(2)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(3)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(b)\tThe requirements of paragraph (c) of this AD apply to airplanes on which the following actions have been accomplished:\n\n\t\t(1)\tThe dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990; and\n\n\t\t(2)\tThe eddy current inspection of the wing rear spar lower cap aft tang has been accomplished prior to the effective date of this AD per DC-10 Supplemental Inspection Document, Principal Structural Element (PSE) 57.10.007 and 57.10.008, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990.\n\n\t(c)\tFor airplanes specified in paragraph (b) of this AD, conduct the initial inspections specified in either paragraph (c)(1) or (c)(2) of this AD within 1,500 landings after the inspections (eddy current and dye penetrant) specified in paragraph (b)(1) of this AD, or within 30 days after the effective date of this AD, whichever occurs later.\n\n\t\t(1)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424, in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(2)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424, in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(d)\tThe requirements of paragraph (e) of this AD apply to airplanes on which the following actions have been accomplished: \n\n\t\t(1)\tThe dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990; and\n\n\t\t(2)\tThe eddy current inspection of the wing rear spar lower cap aft tang fastener holes located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD per DPS 4.735-9 in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990.\n\n\t(e)\tFor airplanes specified in paragraph (d) of this AD, conduct the initial inspections specified in either paragraph (e)(1) or (e)(2) of this AD within 3,300 landings after the accomplishment of the inspection specified in paragraph (d)(1) of this AD, or within 30 days after the effective date of this AD, whichever occurs later.\n\n\t\t(1)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(2)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(f)\tIf any cracks are found as a result of the inspections conducted in accordance with this AD, prior to further flight, repair ina manner approved by the Manager of the Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate to a base in order to comply with the requirements of this AD.\n\n\t(h)\tAn alternative method of compliance or adjustment time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\tNOTE: The request should be forwarded through the FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.\n\n\t(i)\tThe inspection requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach California 90806-0001, Attention: Business Unit Manager of Technical Publications, Technical Administrative Support C1-L5B (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C.\n\n\tThis amendment (39-8052, AD 91-21-05) becomes effective on October 23, 1991.
72-06-04: 72-06-04 HAWKER SIDDELEY: Amdt. 39-1405. Applies to Hawker Siddeley Model DH-114, Series 2, "Heron" airplanes which do not incorporate Heron Modification 1592, Part A. Compliance is required as indicated. To prevent failure of the main undercarriage down lock operating lever assembly, accomplish the following: (a) For airplanes with main undercarriage down lock operating lever assembly, P/N 14-2U.181A (pre Modification 608), within the next 150 hours' time in service after the effective date of this AD unless accomplished within the last 150 hours' time in service, remove the lever assembly from the airplane, remove the protective coating and paint from the assembly and inspect for cracks, using a dye penetrant method, in accordance with Hawker Siddeley Technical News Sheet Series: Heron (114) No. U.12, Issue 1, dated April 13, 1970, or later ARB-approved issue or FAA-approved equivalent. If no cracks are found visually inspect the lever assembly for corrosion. (b) If cracks, or corrosion that cannot be removed by cleaning are found during the inspection required by paragraph (a), before further flight replace the affected part with a serviceable part of the same part number or replace the lever assembly with a new lever assembly, P/N 14-2U.181A/2, in accordance with Hawker Siddeley "Heron" Modification 1592. (c) For airplanes with main undercarriage down lock operating lever assembly, P/N 14-2U.181A/1 (post Modification 608), within the next 150 hours' time in service after the effective date of this AD, or within 300 hours' time in service from the last inspection, whichever occurs later, and thereafter at intervals not to exceed 300 hours' time in service from the last inspection, remove the lever assembly from the airplane, remove the protective coating and paint from the assembly and inspect for cracks, using a dye penetrant method, in accordance with Hawker Siddeley Technical News Sheet Series: Heron (114) No. U.12, Issue 1, dated April 13, 1970, or later ARB-approved issue or FAA-approved equivalent. (d) If cracks are found during an inspection required by paragraph (c), before further flight replace the lever assembly with a new lever assembly, P/N 14-2U.181A/2 in accordance with Hawker Siddeley "Heron" Modification 1592. (e) The repetitive inspections required by paragraph (c) may be discontinued after lever assembly, P/N 14-2U.181A/2, has been installed in accordance with Hawker Siddeley "Heron" Modification 1592. (f) Replacement parts and serviceable parts that are reinstalled must be protected with a coat of lanolin, or FAA-approved equivalent prior to their installation in the airplane. This amendment becomes effective April 6, 1972.
2006-06-02: This amendment supersedes an existing airworthiness directive (AD) that currently applies to Eurocopter France (ECF) Model SA 365N, N1, and AS 365N2 helicopters. That AD currently requires inspecting the main gearbox (MGB) suspension diagonal cross-member (diagonal cross-member) for cracks and replacing it with an airworthy part if any crack is found. This amendment requires more frequent inspections of the diagonal cross-member and adding the Model SA-366G1 helicopters to the applicability. This amendment is prompted by several reports of cracks in the diagonal cross-member. The actions specified by this AD are intended to prevent failure of the diagonal cross-member, pivoting of the MGB, severe vibrations, and a subsequent forced landing.
89-08-01: 89-08-01 McDONNELL DOUGLAS: Amendment 39-6178. \n\n\tApplicability: Model DC-8 series airplanes, equipped with control columns, P/N 5614272-1 and/or -2, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of airplane control in critical flight regimes due to fatigue failure of the control column, accomplish the following: \n\n\tA.\tWithin the next 1,250 hours time-in-service after September 25, 1974 (the effective date of Amendment 39-1967), unless already accomplished within the last 1,250 hours time-in-service, and thereafter at intervals not to exceed 2,500 hours time-in-service, except as provided below, conduct a dye penetrant or eddy current inspection of the control columns in accordance with the instructions in McDonnell Douglas All Operators Letter 8-632, issued October 11, 1972, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t1.\tIf surface indications of cracking exist, consisting of small specks not yet joined to form a linear crack of at least 1/8-inch in length, no rework is required, but the inspection interval is thereafter reduced to 2,000 hours time-in-service. \n\n\t\t2.\tIf linear cracks of 1/8-inch or more exist, blendout may be accomplished, in lieu of replacement, subject to the following qualifications: Blendout shall not exceed .030-inch in depth from the original surface and shall be blended over an area 10 times the depth. The defect shall not exceed an initial length of 1/4-inch. No more than two defects can occur in the same horizontal plane, and the defects shall be separated by at least 2-inch center-to-center spacing. Additional defects may be blended if the vertical distance between horizontal planes is at least 1/4-inch and the 2-inch center-to-center spacing requirement in the same horizontal plane is observed. After this rework, inspect at intervals not to exceed 2,500 hours time-in-service. \n\n\t\t3.\tIf cracks which exceed the limits described in paragraph A.2 of this AD are discovered as a result of any inspection, remove and replace the control columns, P/N's 5614272-1 and/or -2, in accordance with paragraph C. of this AD, or rework in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tWithin the next 1,250 hours time-in-service after the effective date of this AD, unless already accomplished within the last 1,250 hours time-in-service, conduct a dye penetrant or eddy current inspection of the control columns, in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A27-267, dated February 18, 1987, Revision 1, dated May 22, 1987, or Revision 2, dated February 14, 1989, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 2,500 hours time-in-service. \n\n\t\t2.\tIf cracks are found, prior to further flight, remove and replace the control column in accordance with paragraph C. of this AD. \n\n\tAccomplishment of the provisions of paragraph B., constitutes terminating action for the inspection requirements of paragraph A. of this AD. However, for areas specified in the McDonnell Douglas All Operators Letter 8-632, dated October 11, 1972, allowable limits and blendout criteria established in accordance with paragraph A. of this AD still apply. \n\n\tC.\tReplacement of both pilot's and copilot's control columns, P/N's 5614272-1 or 5614272-2, respectively, with new control columns, SB 09270288-3, 5614272-501, or -503 (pilot's), and SB 09270288-4, 5614272-502, or -504 (co-pilot's), in accordance with McDonnell Douglas DC-8 Service Bulletin 27-267, issued January 20, 1988, or Revision 1, dated February 17, 1989, constitutes terminating action for the requirements of this AD. \n\n\tD.\tAn 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tE.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, NorthwestMountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 E. Spring Street, Long Beach, California. \n\n\tThis amendment supersedes AD 73-07-09, (Amendment 39-1967) which was effective on September 25, 1974. \n\n\tThis amendment (39-6178, AD 89-08-01) becomes effective May 2, 1989.
2018-24-03: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model Falcon 10 airplanes. This AD was prompted by a determination that new and more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
2000-05-30: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections to detect discrepancies of the cables, fittings, and pulleys of the engine thrust control cable installation, and replacement, if necessary. This AD also requires certain preventative actions on the engine thrust control cable installation for certain airplanes. This amendment is prompted by reports of failure of engine thrust control cables. The actions specified by this AD are intended to prevent such failures, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
86-19-01: 86-19-01 BOEING: Amendment 39-5394. Applies to Model 747-100SR series airplanes listed in Section 3.0 of Boeing Document No. D6-35655 "Supplemental Structural Inspection Document" (SSID), approved March 22, 1986, certificated in any category. Compliance is required as indicated in the body of the AD.\n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following, unless already accomplished:\n\n\tA. Within one year after the effective date of the AD, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required damage tolerance rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document D6-35655, approved March 22, 1986, or later FAA-approved revisions. The required DTR value for each SSI is listed in the document. The revision to the maintenance program must include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\tB. Cracked structure must be repaired before further flight in accordance with an FAA-approved method.\n\n\tC. 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.\n\n\tD. 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tE. Operators who have acceptably incorporated Boeing Document No. D6-35655, approved March 22, 1986, or later FAA-approved revisions, into their approved maintenance program are exempt from the requirements of this AD.\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207.These documents 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 September 22, 1986.
99-06-11: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires inspecting the elevator bias spring assembly for correct installation and to assure that the correctly manufactured bias spring is installed. This AD also requires replacing any incorrectly manufactured bias spring, reworking any incorrectly installed bias spring assembly, inspecting the link assembly for distortion or damage, and replacing any distorted and/or damaged parts. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the bearings in the elevator down bias spring assembly caused by the installation of an incorrectly manufactured bias spring or damage or distortion to the assembly, which could result in reduced or loss ofcontrol of the airplane.
2018-20-01: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1B21, LEAP-1B23, LEAP-1B25, LEAP-1B27, LEAP-1B28, LEAP-1B28B1, LEAP-1B28B2, LEAP-1B28B2C, LEAP-1B28B3, LEAP- 1B28BBJ1, and LEAP-1B28BBJ2 turbofan engines with a certain high- pressure turbine (HPT) stator case (HPT cases) installed. This AD requires removal of affected HPT cases from service and their replacement with a part eligible for installation. This AD was prompted by the discovery of a quality escape at a manufacturing facility involving unapproved welds on HPT cases. We are issuing this AD to address the unsafe condition on these products.
86-17-05 R1: 86-17-05 R1 BOEING: Amendment 39-5391 as amended by Amendment 39-5714. Applies to Boeing Model 727-200 series airplanes equipped with the Number 3 cargo door, certificated in any category, listed in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986. \n\n\tTo detect cracks in the forward frame of the Number 3 cargo door cutout, accomplish the following: \n\n\tA.\tWithin the next 300 landings after the effective date of this AD or prior to accumulating 29,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraph C. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tB.\tWithinthe next 300 landings after the effective date of this AD or prior to accumulating 35,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraphs D. and E. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tC.\tRepair, prior to further flight, any cracks detected in the forward frame of the Number 3 cargo door cutout, in accordance with paragraph G. of the Accomplishment Instructions in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. Reinspect, at intervals not to exceed 2,200 landings, all areas of the forward frame not covered by the repair, in accordance with the Accomplishment Instructions of paragraphs C., D., and E. of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. \n\n\tD.\tModification of uncracked frames in accordance with Figure 2 of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions constitutes terminating action for repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance or adjustment of compliance time, 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\tF.\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 directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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\tAmendment 39-5391 became effective September 5, 1986, and superseded AD 84-21-04, Amendment 39-4938. \n\tThis Amendment 39-5714 becomes effective September 3, 1987.
2006-05-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) models RB211 Trent 768-60, Trent 772-60, and Trent 772B-60 turbofan engines. This AD requires initial and repetitive borescope inspections of the high pressure-intermediate pressure (HP- IP) turbine bearing internal oil vent tube, scavenge tube, and tube heat shields for wear and cracking, and removing tubes from service if found with any cracks beyond serviceable limits. This AD also requires installation of a new or modified HP-IP turbine bearings support as terminating action for the repetitive borescope inspections. This AD results from two reports of RR RB211 Trent 700 series engines found with the HP-IP internal oil vent tube and scavenge tube fretted by damaged heat shields on the tubes. We are issuing this AD to prevent oil ejecting from the HP-IP turbine bearings chamber and igniting. Burning oil can cause the intermediate pressure (IP) shaft to fracture, the IP turbine to overspeed, and possible uncontained failure of the engine.
2000-02-38: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, and A310 series airplanes, equipped with a welded auxiliary power unit (APU) fuel feedline adapter. That AD currently requires repetitive dye penetrant inspections to detect cracks, rupture, or fuel leaks of the fuel feedline adapter; and replacement of the adapter, if necessary. That AD also provides for optional terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fuel leakage in the APU compartment, which could result in a fire in the APU compartment.
2018-21-12: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-2B67, -2B67B, and -2B67/P turbofan engines. This AD was prompted by low-cycle fatigue (LCF) cracking of the fuel manifold leading to an engine fire. This AD requires removal from service of certain fuel manifolds at the next engine shop visit and their replacement with parts eligible for installation. We are issuing this AD to address the unsafe condition on these products.
77-14-19: 77-14-19\tMCDONNELL DOUGLAS: Amendment 39-2971. Applies to Model DC-9-10, -20, -30, -40, -50 series and VC-9C (DC-9-32) airplanes certificated in all categories, fuselage numbers, F/N-1 thru F/N-837, which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin 54-30 dated January 19, 1977, or later FAA approved revisions.\n \n\tCompliance required as indicated.\n\n\tTo detect fatigue cracks and/or failure of the engine pylon front spar attachments and upper cap, accomplish the following: \n\n\t(a)\tWithin the next 1800 flight hours after the effective date of this AD, or before accumulating 9800 total flight hours, whichever occurs later, unless already accomplished within the last 1800 flight hours, and thereafter at intervals not to exceed 3600 flight hours from the last inspection, accomplish radiographic and ultrasonic or eddy current inspections in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\tFor those operators who have conducted only the radiographic inspections per Douglas All Operators Letter, AOL 9-835, dated October 30, 1974, perform the ultrasonic or eddy current inspection, and thereafter, the radiographic and ultrasonic or eddy current inspection per the requirements of this AD, as applicable. \n\n\t(b)\tIf cracks or failures are found, before further flight, accomplish the modification described in Condition II in Douglas Service Bulletin 54-30 in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(c)\tThe inspections required by paragraph (a) may be discontinued for that pylon(s) upon accomplishment of either or both modifications (Condition I; Condition II) specified in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(d)\tEquivalent inspection procedures and modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(e)\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this A.D.\n \n\tThis amendment becomes effective August 23, 1977.
84-20-03 R1: 84-20-03 R1 BOEING: Amendment 39-4923 as amended by Amendment 39-5183. Applies to Model 737 series airplanes, certificated in any category, as listed in Boeing Service Bulletin 737- 53-1075, Revision 1, dated September 2, 1983, with more than 20,000 flight hours time in service or 7 years since manufacture, whichever occurs first. Compliance is required as indicated. To ensure the continuing structural integrity of the aft pressure bulkhead, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, unless already accomplished within the last 21 months, visually inspect the B.S. 1016 pressure bulkhead for cracks and corrosion in accordance with Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or later FAA approved revisions. Remove any obstruction to the drain hole in the frame chord and replace any deteriorated leveling compound as noted in the service bulletin. Treat the area of inspection with corrosion inhibitor, BMS 3-23, or equivalent. \n\n\tB.\tAccomplish the drain hole enlargement specified in the service bulletin, within one year following the effective date of this amendment. \n\n\tC.\tIf cracking or corrosion is found, prior to further flight, repair in accordance with (1) Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or (2) a method approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tD.\tRepeat the visual inspections and corrosion inhibitor treatment of paragraph A, above, at intervals not to exceed 2 years time in service. \n\n\tE.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tF.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington.\n\t \n\tG.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of an operator, if the request contains substantiating data to justify the adjustment period. \n\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. These documents may also be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tAmendment 39-4923 became effective November 5, 1984.\n \tThis Amendment 39-5183 becomes effective January 20, 1986.
2000-08-53: 2000-08-53 FIREFLY AVIATION HELICOPTER SERVICES (PREVIOUSLY ERICKSON AIR CRANE CO.); GARLICK HELICOPTERS, INC.; HAWKINS AND POWERS AVIATION, INC.; INTERNATIONAL HELICOPTERS, INC.; TAMARACK HELICOPTERS, INC. (PREVIOUSLY RANGER HELICOPTER SERVICES, INC.); ROBINSON AIR CRANE, INC.; WILLIAMS HELICOPTER CORPORATION (PREVIOUSLY SCOTT PAPER CO.); SMITH HELICOPTERS; SOUTHERN HELICOPTER, INC.; SOUTHWEST FLORIDA AVIATION; UTAH STATE UNIVERSITY; WESTERN INTERNATIONAL AVIATION, INC.; and U.S. HELICOPTER, INC: Docket No. 2000-SW-08-AD. Supersedes AD 89-17-03, Amendment 39-6251, Docket No. 88-ASW-33. \n\tApplicability: Bell Helicopter Textron Inc.-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, certificated in any category. \n\n\tNOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue failure of the main rotor mast assembly (mast) or main rotor trunnion assembly (trunnion), separation of the main rotor system, and subsequent loss of control of the helicopter, accomplish the following: \n\n\t(a) For the main rotor mast assembly, part number (P/N) 204-011-450-001, -005, -007, -105,or -109: \n\nNOTE 2: The next higher assembly level for the affected P/N's are the 204-040-366 mast assemblies. Check the aircraft records for the appropriate P/N and assembly level. \n\t(1) Create a component history card or equivalent record for the mast within 10 hours time-in-service (TIS). \n\t(2) Determine and record the revised hours TIS to-date as follows: \n\t(i) Review the component history card or equivalent record for the mast and determine the hours TIS for each of the usage type categories (1) through (6) specified in Figure 1. \n\nFigure 1\n\n\n\n\n\n\n\t(ii) Multiply the hours TIS for each of the different usage type categories by the flight hour factors specified in Figure 2. Add the factored flight hours in column B to determine the total factored flight hours to-date. \n\n\t(iii) Record the total factored flight hours on the component history card or equivalent record and use as the revised hours TIS for the mast. \n\n\t(3) Determine and record the accumulated retirement index number (RIN) to-date as follows: \n\n\t(i) Multiply the revised hours TIS determined in accordance with paragraph (a)(2) of this AD by the RIN conversion factor specified in Figure 2 to establish the baseline accumulated RIN for the mast. \n\n\nFigure 2 \n\n\n\n\n\n\t(ii) Record the RIN on the component history card or equivalent record and use as the accumulated RIN for the mast. \n\n\t(4) Before further flight, remove from service any mast, P/N 204-011-450-001 or -005, that has 6,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(5) Before further fight, remove from service any mast, P/N 204-011-450-007, -105, or -109, that has 15,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(6) Inspect the upper and lower snap ring grooves in the damper clamp splined area of mast, P/N 204-011-450-001, -005, -007, -105, or -109, for a minimum radius of 0.020 inches around the entire circumference (See Figures 3 and 4), using a 100x or higher magnification, according to the following schedule: \n\n\tNOTE 3: The mast serial number (S/N) may include the prefix NFS or N9. \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000 RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\n\t(7) If any snap ring groove radius is less than 0.020 inches, replace the mast with an airworthy mast before accumulating 100,000 RIN or before further flight if the RIN equals or exceeds 100,000. \n\n\t(8) Inspect the upper and lower snap ring grooves of the mast, P/N 204-011-450-001, -005, -007, -105 or -109, for a burr (See Figures 3 through 5), using a 200x or higher magnification, according to the following schedule: \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first.\n \n\t(9) If a burr is found in any snap ring groove radius, replace the mast with an airworthy mast before accumulating 170,000 RIN or before further flight if the RIN equals or exceeds 170,000. \n\n\n\n\nFigure 3\nMain Rotor Mast\n\n\n\n\n\n\n\nFigure 4\nSnap Ring Groove/Spline Intersection\n\n\n\n\n\n\n\n\n\n\nCutaway View Looking Down From Inside Snap Ring Groove\nTypical Burrs at Snap Ring Groove / Spline Intersection\nBurrs to be Inspected at 200x Minimum Magnification\n\n\nFigure 5\nTypical Burr at Snap Ring Groove\n\n\n\t(10) Thereafter, calculate the accumulated RIN for the mast, P/N 204-011-450-001, -005, -007, -105, or -109, for all future torque events. Increasethe accumulated RIN count on the component history card or equivalent record using the RIN values specified in Figure 2 for each takeoff and external load lift. \n\n\t(11) After accomplishing the requirements of paragraphs (a)(1) and (a)(2) continue to count mast hours TIS. Count 10 hours TIS for each hour TIS that the helicopter is operated with a hub spring installed. \n\n\t(12) For the mast, P/N 204-011-450-001 or -005, this AD establishes a retirement life of 6,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(13) For the mast, P/N 204-011-450-007, -105, or -109, this AD establishes a retirement life of 15,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(b) Within 10 days after completing the inspections required by this AD, complete the AD compliance inspection report form, Appendix 1, with the requested information, and send it to the attention of the Manager, Rotorcraft Certification Office, Federal Aviation Administration, Fort Worth, Texas, 76193-0170,USA. Reporting requirements have been approved by the Office of Management and Budget and assigned OMB control number 2120-0056. \n\n\t(c) For the main rotor trunnion assembly, P/N 204-011-105-001: \n\n\t(1) Remove any trunnion with 14,900 or more hours TIS from service within the next 100 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed. \n\t(2) Remove any trunnion with less than 14,900 hours TIS from service at or before 15,000 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed.\n \n\tNOTE 4: The intent of paragraph (c) is to continue the requirements of AD 89-17-03 for the trunnion. \n\n\t(d) 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, Rotorcraft Certification Office, Rotorcraft Directorate, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. \n\n\tNOTE 5: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Certification Office. \n\n\t(e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished.\n \n\t(f) Emergency AD 2000-08-53, issued April 26, 2000, becomes effective upon receipt. \n\n\n\nAPPENDIX 1 \n\nAD COMPLIANCE INSPECTION REPORT FORM \nP/N 204-011-450-001/-005/-007/-105/-109 MAIN ROTOR MAST \n\nComplete the following information and mail or fax this form to: \n\nManager, Rotorcraft Certification Office \nFederal Aviation Administration \nFort Worth, Texas, 76193-0170, USA \nFax: 817-222-5783 \n\nOperator Name:Aircraft Registration No.: \n\nHelicopter Model: \n\nHelicopter S/N: \n\nMast P/N: \n\nMast S/N: \n\nMast RIN: \n\nMast Total TIS: \n\nInspection Results: \n\n1. Were any radii during inspection of this mast determined to be less than 0.020 inches? If yes, what was the dimension measured? \n\n2. Was a burr found in the inspected snap ring grooves? \n\n3. Who performed this inspection? \n\n4. Provide any other comments:
99-06-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires an electrical continuity test of the discharge circuit for the cargo compartment fire extinguisher bottle to detect any cross-connection of the electrical wires in the cargo compartment discharge circuit, and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent incorrect distribution of fire extinguishing chemicals in the event of a fire in the cargo compartment, which, if unconfined, could spread beyond the cargo compartment.