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2010-23-06: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires removing certain propeller hubs from service at new, reduced life limits and eddy current inspections (ECIs) of the propeller hub. This new AD requires removing certain propeller hubs from service before they exceed 6,000 hours time-since-new (TSN). This AD was prompted by a report of a crack in a propeller hub. We are issuing this AD to prevent cracked propeller hubs, which could cause failure of the propeller hub, blade separation, and loss of control of the airplane.
91-08-02: 91-08-02 MCDONNELL DOUGLAS HELICOPTER COMPANY (MDHC) (HUGHES): Amendment 39-6963. Docket No. 90-ASW-53. \n\n\tApplicability: All MDHC Model 369 series helicopters, certificated in any category. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo detect or prevent cracks in the tail rotor blade root fitting, which could result in tail rotor blade failure and subsequent loss of the tail rotor blade, accomplish the following: \n\n\t(a)\tWithin 8 hours time in service after the effective date of this AD, or upon installing replacement tail rotor blades, determine if any aluminum tail rotor blades are installed which-- \n\n\t\t(1)\tHave any of the following part numbers (P/N's) and serial number (S/N's): \n\t\t\t(i)\tP/N 369A1613 (all dash numbers) with S/N less than 7959, \n\t\t\t(ii)\tP/N 369D21613 (all dash numbers) with S/N less than 6482, \n\t\t\t(iii)\tP/N 369D21615 (all dash numbers) with S/N less than 1358, \n\t\t\t(iv)\tP/N 369D21606 (all dash numbers) with S/N less than0538, \n\t\t\t(v)\tP/N 421-088 (all dash numbers) with S/N less than 0218; and \n\n\t\t(2)\tDo not have a yellow dot applied to the aft (trailing) edge of the root fitting. \n\n\t(b)\tRecord the tail rotor blade P/N's and S/N's from the determinations of paragraph (a) in the aircraft log. \n\n\tNOTE: Only tail rotor blades which meet the criteria of paragraphs (a)(1) and (a)(2) are affected by the remaining inspections of this AD. \n\n\t(c)\tWithin 8 hours time in service, after the effective date of this AD and, thereafter, prior to the first flight of each day, conduct a check of each tail rotor blade that fits the criteria outlined in paragraph (a). Visually check both sides of the tail rotor fitting for cracks in the area shown in Figure 1, Detail A. Replace any cracked blades with airworthy parts before further flight. \n\n91-08-02 \n\t\t Figure 1. Inspection of Tail Rotor Blade Root Fitting. \n\n\n\n\n\t(d)\tWithin 100 hours time in service, after the effective date of this AD unless previously accomplished, for the blades that fit the criteria outlined in paragraph (a), accomplish the following checks and inspections: \n\n\t\t(1)\tConduct a visual check for cracks in accordance with the instructions of paragraph (c). \n\n\t\t(2)\tConduct a dimensional inspection of the tail rotor blade fitting as follows: \n\n\t\t\t(i)\tMark the tail rotor blades, crush washers, and bushings so they can be reinstalled in the exact location and orientation from which they are removed. \n\n\t\t\t(ii)\tRemove the tail rotor blades in accordance with the applicable maintenance manual. \n\n\tNOTE: CAUTION: Do not remove the feathering bearings. \n\n\t\t\t(iii)\tWith HS610C6244R375X375 bushing (Qty. 1) (369A1624-BSC root fitting) or 369H5308 bushings (Qty. 2) and 369H5309 crush washers (369A1624-3 root fitting) installed, ensure there are no foreign objects inside the bore of the tail rotor blade root fitting. With root fitting vertical, inboard end up, insert the 369D21633-1- 40201 Part 1 inspection tool into the inner diameter (I.D.) of the root fitting. Align root fitting strap retention holes with tool hole. (See Figure 1, Detail B.) Attempt to install the retention bolt through the root fitting and tool holes. The tail rotor blade is airworthy if the tail rotor blade retention bolt cannot be inserted through the root fitting and inspection tool (Part 1) holes. \n\n\t\t\t(iv)\tWith HS610C6244R375X375 bushing (Qty.1) (369A1624-BSC root fitting) or 369H5308 bushings (Qty.2) and 369H5309 crush washers (369A1624-3 root fitting) installed, position the 369D21633-1-40201 Part 2 inspection tool (tab end outboard) over one side of the root fitting. Align the holes in the inspection tool with the blade attach holes in the root fitting. For the 369A1624-BSC root fitting, use washers on each side of the root fitting (equal amounts) to center the inspection tool on the root fitting (See Figure 1, Detail C). Attempt to install the retention bolt through the tool and the root fitting. Do not attempt to bend or force the inspection tool to install the retention bolt. The tail rotor blade is airworthy when the tail rotor blade attachment bolt cannot be inserted through the root fitting holes and both sides of the inspection tool (Part 2). \n\n\t\t\t(v)\tRepeat step (iv) with the inspection tool positioned on the opposite side of the blade. \n\n\t\t\t(vi)\tReplace unairworthy blades with airworthy blades. Replacement blades must comply with this AD. \n\n\t\t\t(vii)\tInstall tail rotor blades, crush washers and bushings in the exact location and orientation from which they were removed to ensure proper blade attachment. \n\n\t\t\t(viii)\tApply a yellow dot to airworthy tail rotor blades on the trailing edge of the root fitting approximately one-half inch outboard from the bushing. (See Figure 1, Detail A.) Record compliance by part number and serial number in the helicopter log book. \n\n\t\t\t(ix)\tInstall airworthy tail rotor blades in accordance with the applicable maintenance manual. \n\n\t\t\t(x)\tVerify that the tail rotor assembly is correctly balanced in accordance with the applicable maintenance manual. \n\n\tNOTE: MDHC SIN Nos. HN-230.1, DN-177.1, EN-68.1, and FN-55.1, dated March 1, 1991, pertain to these inspections. A copy of the service bulletins may be obtained from MDHC Technical Publications, Building 543/D214, McDonnell Douglas Helicopter Company, 5000 E. McDonnell Road, Mesa, Arizona 85205-9797, telephone (602) 891-6342. The MDHC local field service representative or the field service department has inspection tools available for loan and requests that unairworthy tail rotor blades be removed from service and returned to the MDHC Warranty and Repair Department. \n\n\t(e)\tIn accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance with the AD may be accomplished. \n\n\t(f)\tThe checks of this AD may be accomplished by a trained pilot. \n\n\t(g)\tAn alternate method of compliance or adjustment of the compliance times, which provides an equivalent level of safety, may be approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California. \n\n\tThis Amendment (39-6963, 91-08-02) becomes effective on May 3, 1991.
91-25-06: 91-25-06 BOEING: Amendment 39-8106. Docket No. 91-NM-230-AD. \n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes; as listed in Boeing Service Bulletin 737-78-1048, Revision 1, dated February 22, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage to the airplane as a result of separation of the thrust reverser translating sleeve due to worn auxiliary track liners and slider fittings, accomplish the following: \n\n\t(a)\tWithin 14 days after the effective date of this AD, inspect each lower thrust reverser auxiliary track, liner, and slider fittings to determine the ability of the slider to remain in the track, in accordance with the Accomplishment Instructions of Boeing Alert Service Letter Number 737-SL-78-22 (Telex M-7272-91-7201), dated November 6, 1991. Repeat this inspection thereafter at intervals not to exceed 1,500 hours, 750 hours, or 250 hours time-in-service,as determined by percent engagement of the lower auxiliary track slider, and as specified in the service letter. As a result of this inspection, accomplish the following, as applicable: \n\n\t\t(1)\tIf the slider can be pulled out of the track in both the deployed and stowed position, prior to further flight, replace the track liner and, if applicable, replace or repair the slider fittings and the auxiliary track, in accordance with Boeing Service Bulletin 737-78-1048, Revision 1, dated February 22, 1990. \n\n\t\t(2)\tIf the slider can be pulled out of the track in only the deployed position, prior to further flight, reinsert the slider in the track and deactivate the thrust reverser in accordance with Chapter 78 of Boeing Document D6-32545, "Boeing 737 Dispatch Deviations Procedures Guide," dated June 14, 1991. \n\n\t\t(3)\tIf the slider cannot be pulled out of the track in either the deployed or stowed positions, record the percent engagement of the sliders in the lower auxiliary tracks, and repeat the inspection at the specified intervals in accordance with the accomplishment instructions of Boeing Alert Service Letter 737-SL-78-22 (Telex M-7272-91-7201), dated November 6, 1991. \n\n\t(b)\tAccomplishment of the replacement of the auxiliary track liner and, if applicable, rework or replacement of the slider fittings and the auxiliary tracks, in accordance with Boeing Service Bulletin 737-78-1048, Revision 1, dated February 22, 1990, constitutes terminating action for the inspection requirements of paragraph (a) of this AD. \n\n\t(c)\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\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\t(e)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Alert Service Letter 737-SL-78-22 (sent to operators as Telex M-7272-91-7201), dated November 6, 1991; and Boeing Service Bulletin 737-78-1048, Revision 1, dated February 22, 1990, which contains the following list of effective pages: \n\n\n\nPage Number\t\nRevision Level\n\tDate \n1 - 4\n1\nFebruary 22, 1990 \n5 - 44\n (original)\t\nNovember 22, 1989 \n\nThe deactivation procedures shall be done in accordance with Chapter 78 of Boeing Document D6-32545, "Boeing 737 Dispatch Deviations Procedures Guide," dated June 14, 1991, which includes the following list of effective pages: \n\n\nPAGE NUMBER\nDATE \n2.78-1.0,\nJune 14, 1991 \n2.78-1.2,\n\n2.78-2.0, \n\n2.78-3.0, \n\n2.78-4.0, \n\n2.78-6.0, \n\n2.78-7.0 \n\n2.78-1.1\nMay 31, 1990 \n2.78-5.0\t\nAugust 17, 1989 \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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\t(f)\tThis amendment (39-8106, AD 91-25-06) becomes effective on December 18, 1991.
95-26-08: This amendment adopts a new airworthiness directive (AD) that is applicable to Sikorsky Aircraft Model S-58A, S-58B, S-58C, S-58D, S-58E, S-58F, S-58G, S-58H, S-58J, S-58BT, S-58DT, S-58ET, S-58FT, S-58HT, and S-58JT helicopters. This action requires initial and repetitive magnetic particle inspections of the main rotor shaft (shaft) for cracks, and defines power limitations for certain helicopter operations. This amendment is prompted by a recent accident in which a shaft failed, resulting in loss of power. Subsequent inspections on other aircraft of the same type revealed cracks in four additional shafts. The actions specified in this AD are intended to prevent failure of the shaft, loss of power to the rotor system, and subsequent loss of control of the helicopter.
87-06-10: 87-06-10 BOEING: Amendment 39-5578. Applies to all Model 727 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tPrior to the accumulation of 10,000 landings or 6 years from date of manufacture or prior replacement, or within 1 year after the effective date of this AD, whichever occurs latest, accomplish the following:\n \n\tA.\tReplace the sealed needle bearings in the downlock outer link of the side strut upper segment of the left and right main landing gear assemblies, part number BACB10B107J or BACB10CC10E, in accordance with the Boeing 727 Overhaul Manual, Subject 32-13-01, with new bearings with the same part number. Inspect retainer bolt for damage or corrosion. If damage or corrosion is detected, replace the bolt with a new bolt part number NAS1110-100DW or BACB30LT10D-100. Repeat the replacements and inspections at intervals not to exceed 6 years or 10,000 landings, whichever occurs first. \n\n\tB.\tTerminating action for the requirements of paragraph A., above, is replacement of the sealed needle bearings and the bolts in the downlock outer link of the side strut upper segment of the left and right main landing gear assemblies, part number BACB10B107J or BACB10CC10E, with the self-lubricating Karon lined Kamatics bearings and high strength chrome plated CRES bolts specified in Boeing Service Bulletin 727-32-0341, dated December 18, 1986, or later FAA-approved revision. \n\n\tC.\tAn alternate means of compliance or adjustment of 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\tD.\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\tE.\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information 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 April 13, 1987.
2010-17-12R1: The FAA is revising an existing airworthiness directive (AD) for the products listed above. This AD revision results from the need to correct the applicability paragraph of that AD, and 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: Strip results from some of the engines listed in the applicability section of this AD revealed excessively corroded low- pressure turbine disks stage 2 and stage 3. The corrosion is considered to be caused by the environment in which these engines are operated. Following a life assessment based on the strip findings it is concluded that inspections for corrosion attack are required. The action specified by this European Aviation Safety Agency (EASA) AD 2008-0122 was intended to avoid a failure of a low- pressure turbine disk stage 2 or stage 3 due to potential corrosion problems which could result in uncontained engine failure and damage to the airplane. It has been later realized that the same unsafe condition could potentially occur on more serial numbers for the Tay 650-15 engines and on the Tay 651-54 engines. This AD, superseding EASA AD 2008-0122, retaining its requirements, is therefore issued to expand the Applicability in adding further engine serial numbers for the Tay 650-15 engines and in adding the Tay 651-54 engines. We are issuing this AD to detect corrosion that could cause the stage 2 or stage 3 disk of the LP turbine to fail, uncontained engine failure, and damage to the airplane.
2008-19-05: The FAA is adopting a new airworthiness directive (AD) for Lycoming Engines (formerly Textron Lycoming) models 320, 360, and 540 series, ``Parallel Valve'' reciprocating engines, with certain Engine Components, Inc. (ECi) cylinder assemblies, part number (P/N) AEL65102 series ``Titan'', installed. This AD requires initial and repetitive visual inspections and compression tests to detect cracks at the head- to-barrel interface, replacement of cylinder assemblies found cracked, and replacement of certain cylinder assemblies, at new reduced times- in-service. This AD results from reports of 45 failures with head separations of ECi cylinder assemblies. We are issuing this AD to prevent loss of engine power due to cracks at the head-to-barrel interface in the cylinder assemblies and possible engine failure caused by separation of a cylinder head, which could result in loss of control of the aircraft.
92-24-07: 92-24-07 BOEING: Amendment 39-8412. Docket No. 92-NM-38-AD. \n\n\tApplicability: Boeing Model 747-300, 747-400, and 747-100B series airplanes delivered with stretched upper decks, and Boeing Model 747 series airplanes modified to have stretched upper decks; as listed in Boeing Service Bulletin 747-53-2327, dated December 5, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent reduced controllability of the airplane as a result of failure of the upper floor beams and probable interference with the control cables, accomplish the following: \n\n\t(a)\tConduct a high frequency eddy current inspection of the Body Station (BS) 860 and BS 980 upper deck floor beams to detect cracks, in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 1991, at the applicable time specified in subparagraph (a)(1) or (a)(2) of this AD. If cracks are found as a result of this inspection, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(1)\tFor Boeing Model 747-300, -400, and -100B series airplanes delivered with stretched upper decks: Prior to the accumulation of 20,000 flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor Boeing Model 747 series airplanes modified to have stretched upper decks: Prior to the accumulation of 20,000 flight cycles after incorporation of the stretched upper deck modification, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t(b)\tIf no cracks are found as a result of the inspection required by paragraph (a) of this AD, reinforce the BS 860 and BS 980 upper deck floor beams in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 1991, at the applicable time specified in subparagraph (b)(1) or (b)(2) of this AD. \n\n\t\t(1)\tFor Boeing Model 747-300, -400, and -100B series airplanes delivered with stretched upper decks: Prior to the accumulation of 20,000 flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor Boeing Model 747 series airplanes modified to have stretched upper decks: Prior to the accumulation of 20,000 flight cycles after incorporation of the stretched upper deck modification, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\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(e)\tThe inspection and reinforcement shall be done in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on December 15, 1992.
95-01-06 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -300 series airplanes, that currently requires inspections to detect cracking in the radii on the support angles on the lower jamb (latch lug fittings) of the main deck cargo door, and replacement of cracked parts. That amendment was prompted by reports of premature fatigue cracking on the support angles on the lower jamb of the main deck cargo door. The actions specified in that AD are intended to prevent in-flight separation of the main deck cargo door from the airplane due to fatigue cracking on the support angles on the lower door jamb. This amendment requires a change in the cognizant aircraft certification office for requesting approvals of alternative methods of compliance with the provisions of this AD.
86-09-07 R1: 86-09-07 R1 BOEING: Amendment 39-5306 as amended by Amendment 39-5580. Applies to Model 747 series airplanes listed in Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, certificated in any category. \n\n\tTo prevent a condition that could lead to depressurization of the airplane accomplish the following, unless already accomplished: \n\n\tA.\tPerform an external visual inspection of lower longitudinal lap joint areas for corrosion in accordance with Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA- approved revision. \n\n\t\t1.\tInspect within the next 100 landings after the effective date of this amendment, or within 4,000 flight hours or 15 months from the last inspection of each lap joint area, provided no corrosion was found at that inspection, whichever is later. \n\n\t\t2.\tIf corrosion is found and is associated with cracks, skin penetration, or missing fasteners; or if it exceeds a total length of 20 inches along any 40-inch distance; repair before further flight in accordance with paragraph C., below. Reinspect airplanes with less severe corrosion at intervals not to exceed 1,000 flight hours or 6 months, whichever is sooner. \n\n\t\t3.\tIf no corrosion is found, reinspect at intervals not to exceed 4,000 flight hours or 15 months, whichever is sooner. \n\n\tB.\tIf corrosion is found in the longitudinal lap joint area, perform an internal inspection of the body frames for cracking in the vicinity of each corroded lap joint area before further flight in accordance with Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA- approved revision, unless already accomplished within the last 1,000 landings. Repeat the frame inspections thereafter at intervals not to exceed 1,000 landings until terminating action is performed on the lap joints in accordance with paragraph C., below. Repair cracks before further flight in accordance with an FAA-approved method. \n\n\tC.\tTerminating action for the repetitiveinspections of paragraphs A. and B., above, is repair of the lap joints in accordance with Boeing Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA-approved revision. \n\n\tD.\tApply organic corrosion inhibiting compound in accordance with Boeing Service Bulletin 747-53A2267, Revision 1, dated September 25, 1986, or later FAA-approved revisions. \n\n\tE.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 2.0 psi. \n\n\tF.\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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of inspections and/or modifications requiredby this AD. \n\n\tH.\tFor Boeing Model 747SR airplanes only, based on continued mixed operation of cabin pressure differentials, the reinspection intervals specified in paragraph B. of this AD may be multiplied by a 1.2 adjustment factor. \n\n\tAll persons affected by this proposal who have not already received the appropriate service information 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 39-5306 superseded AD 76-05-05, Amendment 39-2538, as amended by Amendments 39-2698, 39-2961, and 39-3430. \n\n\tAmendment 39-5306 became effective May 27, 1986. \n\tThis amendment, 39-5580, becomes effective March 30, 1987.