Results
75-20-05: 75-20-05 BOEING: Amendment 39-2371 as amended by Amendment 39-2426 is further amended by Amendment 39-2446. Applies to all Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated unless already accomplished. \n\tTo prevent fore flap separations, accomplish the following:\n \tA.\tWithin the next 100 flights after the effective date of this AD, unless accomplished within the last 200 flights, and at intervals thereafter not to exceed 350 flights: \n\t\t1.\tInspect all fore flap track, airload rollers for freedom of movement, and inspect upper and lower surfaces of the tracks and rollers for evidence of sliding. Inspect and lubricate rollers in accordance with procedures described in Boeing Service Bulletin 747-57-2107 dated November 3, 1972, or later FAA approved revisions, or the Boeing 747 Maintenance Manual. Replace any seized rollers before further flight unless, upon inspection: \n\t\t\t(a)\tThe fittings attaching the fore flap to the sequencecarriage are found free of cracks. \n\t\t\t(b)\tThe exposed surfaces of the fore flap tracks are found free of galling. \n\t\t\t(c)\tThe flap is found free of any evidence of binding or racking. \n\tIf (a) - (c) are accomplished the airplane may continue in service for a maximum of 10 flights before the seized rollers are replaced, provided the fore flap tracks are lubricated prior to each flight. \n\t\t2.\tInspect the attach (sequence) fittings of the inboard trailing edge fore flap (P/N 65B39025-1 and -2 opposite, or 65B39025-3 or 65B02015-1 and -2 opposite inboard fitting) for cracks in accordance with Boeing Service Bulletins 747-57-2119, Revision 2, dated June 20, 1975, and 747-57- 2088, Revision 2, dated June 30, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Replace any cracked fittings before further flight if any crack exceeds the limits listed in Boeing Service Bulletin Nos. 747-57-2088 or 747-57-2119. \n\t\t3.\tInspect the outboard fore flap inboard carriage frame for cracks in accordance with Boeing Service Bulletin 747-57-2126, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Parts found cracked which are within the limits of Figure 1, Part III of Boeing Service Bulletin 747-57-2126, may be repaired in accordance therewith and reinspected at intervals not to exceed 40 landings. If cracks exceed the limits given in Boeing Service Bulletin 747-57-2126, replace the fitting before further flight. \n\tB.\tUnless already accomplished, with the next 350 flights after the effective date of this AD: \n\tRemove the existing steel bolts attaching the fore flap carriage stop to the flap tracks on the outboard flaps and install new bolts with sealant in accordance with Boeing Service Bulletin 747-57- 2128, Revision 1, dated April 25, 1975, or later FAA approved revisions. \n\tC.\t1.\tReplace the three forward inboard fore flap airload rollers with new or overhauled rollers on or before December 31, 1976. The replacement rollers are to be lubricated with MIL-G-23827 grease, or an equivalent grease approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, which does not contain molybdenum disulfide (MoS2) as an additive. Airplanes delivered with the redesigned rollers which have been lubricated at an interval not greater than that allowed by this AD, need not have these bearings replaced. \n\t\t2.\tReplace all inboard trailing edge fore flap attach fittings on or before December 31, 1976, in accordance with Boeing Service Bulletin No. 747-57-2119, Revision 2, and Boeing Service Bulletin No. 747-57-2088, Revision 2, or later FAA approved revisions, or replace fittings in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\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 specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the adjustment period. Fleet average flight time may be used to calculate the number of flights. \n\tE.\tUnless already accomplished, on or before the next airload roller scheduled inspection, cut inspection holes in the mid flaps in accordance with Boeing Service Bulletin No. 747-57-2138. \n\tF.\tReplacement of the remaining inboard fore flap airload rollers and all outboard fore flap airload rollers with new or overhauled rollers lubricated with MIL-G-23827 or equivalent constitutes terminating action for the inspections required by paragraph A1. Replacement of both the inboard and outboard fore flap attach fittings constitutes terminating action for the inspections required by paragraphs A2 and A3. \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 be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2371 became effective October 24, 1975. \n\tAmendment 39-2426 becomes effective December 12, 1975.\n\tThis amendment 39-2446 becomes effective December 12, 1975.
65-28-05: 65-28-05 MORRISEY: Amdt. 39-171 Part 39 Federal Register December 21, 1965. Applies to Models 2150 and 2150A Airplanes. \n\n\tCompliance required as indicated, unless already accomplished.\n\n\tTo detect cracking in the weldments of strut assemblies, P/N's MO-11000 and MO-11002, for both the right and left oleos of the main landing gear where the scissor assemblies are attached, accomplish the following: \n\n\t(a)\tWithin 25 hours' time in service after the effeactive date of this AD and at intervals not to exceed 25 hours' time in service from the last inspection, visually inspect for cracks the upper and lower scissors attachment fittings of the main landing gear until accomplishment of (c). \n\n\t(b)\tIf cracks are found, reinforce in accordance with (c) before further flight.\n \n\t(c)\tReinforce upper and lower scissors attachment fittings by the addition of 4130 steel plates at three locations described in Figure 1 or accomplish an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective December 21, 1965.
76-05-10: 76-05-10 GENERAL ELECTRIC: Amendment 39-2549. Applies to Models CF6-6D, CF6-6D1; CF6-50A, CF6-50C, CF6-50D, CF6-50E, CF6-50E1 and CF6-50H Turbofan Engines. Compliance required as indicated. To insure that the continuing airworthiness of the engine is not compromised, accomplish the following: (a) Within 30 days after the effective date of this Airworthiness Directive, unless already accomplished, inspect high pressure compressor splitlines for missing bolts or nuts. This applies to left hand and right hand horizontal splitlines of forward and aft case and to the forward case front circumferential flange. (b) For any position where either nut or nut and bolt are missing, install new nut and bolt. Replace the nut and bolt on each side of this position. Use FAA approved nuts and bolts, and torque in accordance with standard procedures. (c) Report in writing any instances of missing bolt or nut and the time on the engine to Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region as soon as possible. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174). General Electric All Operator Wire #76-12 dated February 24, 1976 also covers this subject. This amendment becomes effective March 24, 1976.
2011-02-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks were reported on the rear horizontal stabilizer bracket of two L 23 SUPER-BLANIK sailplanes. This condition, if not corrected, could result in no longer retaining the horizontal stabilizer in place and consequent loss of control of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-31-02: 67-31-02 BRITISH AIRCRAFT: Amdt. 39-512, Part 39, Federal Register November 18, 1967. Applies to Model BAC 1-11 203/AE, 204/AF and 212/AR Airplanes. Compliance required within the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished. To avoid the possibility of a fuel leak within the pressurized area, relocate the left and right fuel line couplings from Station 630 to a point 3 inches forward, in accordance with British Aircraft Corporation BAC 1-11 Service Bulletin No. 28-PM 2914, dated May 12, 1967, or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. This amendment effective December 18, 1967.
2011-01-15: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the fuselage skin of the crown skin panel along the chem- milled step at stringers S-4 left and S-4 right, from stations (STA) 297 through 439, and repair if necessary. This AD also includes terminating action for the repetitive inspections of the repaired areas only. This AD was prompted by reports of cracking in the fuselage skin of the crown skin panel. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin of the crown skin panel, which could result in pressure venting and consequent rapid decompression of the airplane.
69-16-07: 69-16-07 MCDONNELL DOUGLAS: Amdt. 39-850. Applies to Models DC-8-62, DC-8-62F, DC-8-63, and DC-8-63F airplanes with serial numbers 45823, 45895, 45896, 45899, 45901, 45903 through 45906, 45909 through 45911, 45917 through 45931, 45936, 45951, 45953 through 45956, 45960, 45961, 45966 through 45969, 45984, 45986 through 45991, 45999 through 46008, 46013, 46019 through 46024, 46026 through 46028, 46033 through 46036, 46041 through 46047, 46050 through 46054, 46058, 46059, 46063, 46076, 46082, 46087, 46088. \n\n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent unlocking and loss of the engine pod accessory doors in the event of a fatigue failure of the engine pod access door forward or center latch eyebolt, Hartwell P/N 105666-1, accomplish the following: \n\n\t(a)\tInspect eyebolt, Hartwell P/N 105666-1, in engine pod access door forward and center eyebolt latch assembly, Douglas P/N 3757548-1, for cracks by means of a dye penetrant or magnetic particle inspection process. Replace any eyebolts found cracked with uncracked eyebolts of the same part number before further flight. \n\n\t(b)\tModify the forward and center engine accessory door eyebolt latch assemblies, Douglas P/N 3757548-1, in accordance with McDonnell Douglas Service Bulletin No. 71-51, dated May 7, 1969, or later FAA approved revisions, or by an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tEffective August 14, 1969. \n\n\tRevised October 2, 1969.
74-26-05: 74-26-05 PRATT & WHITNEY AIRCRAFT and UNITED AIRCRAFT OF CANADA, LIMITED: Amendment 39-2046. Applies to all Pratt & Whitney Aircraft and United Aircraft of Canada Limited JT15D-1 and JT15D-4 turbofan engines containing fuel control P/Ns 3022332 and 3023349. Compliance required within the next 25 hours time in service after the effective date of this AD unless already accomplished. To prevent fuel leaks, inspect fuel control units for possible interference between the fuel outlet housing and the fuel control main body by placing a .003 inch feeler gage between the mating faces of the fuel outlet housing (P/N 3240082) and the fuel control main body (P/N 3240451). If the feeler gage can be inserted between the mating faces, replace fuel control with dimensionally correct fuel control prior to next flight. United Aircraft of Canada Limited's Special Instruction No. 3-74, dated September 20, 1974, pertains to this subject. This amendment becomes effective January 2,1975.
85-18-06: 85-18-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5541. Applies to all Bell Helicopter Model 214B/B1 and 214ST series helicopters certificated in all categories. Compliance is required within the next 10 hours' time in service, unless previously accomplished, and thereafter at 250 hour intervals. To prevent failure of the main rotor drag brace accomplish the following: (a) Inspect main rotor drag brace assembly, Part Number (P/N) 214-010-113-001 or 003, in accordance with Bell Helicopter Textron, Inc. (BHTI), Alert Service Bulletin 214-85-28, dated September 3, 1985, or 214ST-85-29, dated September 3, 1985, as applicable. (b) If cracks are found, or if corrosion is found which cannot be removed within the limits of the rework criteria in the Alert Service Bulletins, replace with serviceable parts. (c) An alternative means of compliance or adjustment of the compliance time, which provides an equivalent level of safety, must be approved by the Manager, Helicopter Certification Branch, Aircraft Certification Division, FAA, Southwest Region. This procedure shall be done in accordance with BHTI Alert Service Bulletin 214-85-28, dated September 3, 1985, or 214ST-85-29, dated September 3, 1985, as applicable. 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 Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of Regional Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment becomes effective April 20, 1987, as to all persons except those persons to whom it was made immediately effective by priority letter AD No. 85-18-06, issued September 11, 1985, which contained this amendment.
86-24-10: 86-24-10 BRITISH AEROSPACE, PLC, Aircraft Group, Civil Division-Prestwick: Amendment 39-5480. Applies to Jetstream Model 3101 (including 3100) (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Revise the airplane Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. (b) The requirements of paragraph (a) of this AD are no longer required when the airplane is modified by the addition of an FAA approved automatic-relite ignition system. NOTE: Automatic-relite ignition is a system which automatically energizes engine ignition without pilot action when engine RPM or torque decays below a specified level, and deenergizes engine ignition when RPM or torque exceeds the specified level. It is not synonymous with CONTINUOUS IGNITION. (c) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by contacting the Manager, Brussels Certification Office, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium; Telephone 513.38.30, extension 2710/2711. All persons affected by this AD may obtain copies of the document referred to herein upon request to GTEC, Post Office Box 5217, Phoenix, Arizona 85010; or British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 15, 1986. APPENDIX 1 Supplement to the POH/AFM BAe Model 3101 Airplanes "The ENGINE ICE PROTECTION switch shall be selected to ANTI-ICE/IGN during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. *(2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). (3) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (4) During approach and landing while in or shortly following flight in actual or potential icing conditions. *NOTE: If icing conditions are entered in flight without the engine anti-icing system having been selected, switch one ENGINE system to ANTI-ICE/IGN position. If the engine runs satisfactorily, switch the second ENGINE system to the ANTI-ICE/IGN position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. "Potential icing conditions in precipitation or visible meteorological conditions: (1) Begin when the OAT is plus 5 degrees C (plus 41 degrees F) or colder, or (2) End when the OAT is plus 10 degrees C (plus 50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
2010-17-18 R1: We are revising an existing airworthiness directive (AD) for Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. That AD currently requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar, and changes the safe life for certain serial (SN) ranges. This AD retains the actions of AD 2010-17-18 and reduces the applicability from all serial numbers beginning with SN- 0001 as required by the previous AD to SN-0001 through SN-0269. This AD was prompted by our evaluation of a comment from David Ligon, Air Tractor, and our determination that we should reduce the applicability from that already required by the previous AD. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane.
86-10-05: 86-10-05 PRATT & WHITNEY CANADA: Amendment 39-5266. Applies to Pratt & Whitney Canada (PWC) PT6A-42 turboprop engines. Compliance is required as indicated unless already accomplished. To prevent first stage compressor hub failure, and possible engine failure, accomplish the following: Remove from service Part Number (P/N) 3030356 first stage compressor hub on PWC Engine Model PT6A-42 with engine Serial Numbers 93001 thru 93804 inclusive at or before 5,000 total cycles in accordance with PWC Service Bulletin (SB) 3002, Revision 12, dated November 9, 1983, or FAA approved equivalent. NOTE: The 15,000 hour life limit remains unaffected by this airworthiness directive (AD). Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. PWC SB 3002, Revision 12, dated November 9, 1983, 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 copies upon request to Pratt & Whitney Canada, Longueuil, Quebec, Canada, J4K-4X9. This document also may be examined at the Office of the Regional Counsel, Rules Docket 85-ANE-29, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on June 5, 1986.
2010-26-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\tDuring maintenance on one aircraft, it was discovered that the overpressure capsules were broken on both pressurization valves. Failure of the pressurization control regulating valve (overpressure capsule) will affect the aircraft's overpressure protection * * *. \n\n* * * * *\n\n\tThe unsafe condition is overpressurization, which can result in injury to the occupants and possible structural failure leading to loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
84-15-06: 84-15-06 McDONNELL DOUGLAS: Amendment 39-4896. Applies to McDonnell Douglas DC-10 and KC-10A (military) airplanes, certificated in all categories. Compliance required within 30 days after the effective date of this AD unless previously accomplished. \n\n\tTo determine wire harness condition and ensure proper wire routing, accomplish the following: \n\n\tA.\tInspect both the left-hand and right-hand wiring bundles beneath the cockpit glareshield for chafing and proper routing in accordance with Douglas All Operators Letter 10-1759, dated May 30, 1984, and Service Sketch 3597. \n\n\tB.\tRepair all chafed wires by replacement or use of methods outlined in the Douglas DC-10 Maintenance Manual. \n\n\tC.\tVerify proper routing of both the left-hand and right-hand wire bundles beneath the cockpit glareshield over the fluorescent light shroud in accordance with Douglas All Operators Letter 10-1759, dated May 30, 1984, and Service Sketch 3597. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 20, 1984.
2010-24-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires doing a one-time general visual inspection for a keyway in two fuel tank access door cutouts, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracks emanating from the keyway of the fuel tank access hole. We are issuing this AD to detect and correct such cracking, which could result in the loss of the lower wing skin load path and consequent structural failure of the wing.
86-21-01: 86-21-01 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5431. Applies to all Aerospatiale Model SA 365 series helicopters certificated in all categories. Compliance is required as indicted, unless already accomplished. To prevent failure of the main rotor head sleeves, accomplish the following: (a) For those helicopters exhibiting a severe tracking defect, inspect the main rotor head sleeves as follows before further flight: (1) Remove main rotor blades and visually inspect the sleeves for cracks, delaminations, or separated bushes; and (2) Replace any sleeves found damaged with serviceable sleeves. (b) For Model SA 365C, C1, C2, and C3 helicopters, replace Part Numbers (P/N's) 365A.31.1831.00, .01, .02, .03, and 365A31.1851.00 and .01 main rotor head sleeves as follows: (1) For sleeves which have 1,900 or more hours' time in service on the effective date of this AD, replace the sleeves within 100 hours' time in service; and(2) For sleeves which have less than 1,900 hours' time in service on the effective date of this AD, replace the sleeves before they reach 2,000 hours' time in service. (c) For Model SA 365N and N-1 helicopters, replace P/N's 365A31.1829.02 and .03 and 365A31.1828.00 and .01 main rotor head sleeves as follows: (1) For sleeves which have 900 or more hours' time in service on the effective date of this AD, replace the sleeves within 100 hours' time in service; and (2) For sleeves which have less than 900 hours' time in service on the effective date of this AD, replace the sleeves before they reach 1,000 hours' time in service. (d) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas 76101, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (e) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. NOTE: Aerospatiale Telex Service SA 365C Nos. 01.18 and .01.19 and Aerospatiale Telex Service SA 365N-FS No. 01.18 pertain to this subject. This amendment becomes effective October 24, 1986.
87-25-06: 87-25-06 BRITISH AEROSPACE: Amendment 39-5788. Applies to all Model H.S. 748 series airplanes as listed in BAe Service Bulletin 78/9, Revision 1, dated September 1985, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent inflight loss of the jet pipe or restricted fuel drainage through the jet pipe retention assemblies, with resultant fire or heat damage to the nacelle and wing, accomplish the following: A. Within the next 60 days after the effective date of this AD, perform an inspection to ensure correct installation of the three retaining plate assemblies, which secure the jet pipe inside the jet pipe manifold, in accordance with British Aerospace Service Bulletin 78/9, Revision 1, dated September 1985. Any discrepancies found must be corrected prior to further flight. B. Repeat the inspection required by paragraph A. above, any time the jet pipe is replaced. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment becomes effective January 19, 1988.
2010-23-15: We are adopting a new airworthiness directive (AD) for certain Model 777-200, -200LR, -300, and -300ER series airplanes. This AD requires removing and repairing the sealant at the four lower corners of the wing center section and the four lower t-chord segment gaps on each side of the wing center section. This AD results from reports of fuel leakage from the center tank. We are issuing this AD to detect and correct improperly applied sealant, which could result in the disbonding and displacing of sealant, and consequent fuel leaks. On the ground, uncontained fuel leakage could result in pooling, and pooling combined with an ignition source could result in a fire.
96-18-05 R1: This amendment revises an existing airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 206L, 206L-1, and 206L-3 helicopters with a certain part numbered tailboom installed, that currently requires a visual inspection of the tailboom skin in the areas around the nutplates and in the areas of the tailboom drive shaft cover retention clips for cracks and corrosion using a 10-power or higher magnifying glass until the tailboom is replaced with an airworthy tailboom. This action requires the same actions as the existing AD, but allows a longer interval for the repetitive inspections if the tailboom is modified to increase its structural integrity. Replacement with an airworthy tailboom other than a part- numbered tailboom affected by this amendment constitutes a terminating action for the requirements of this AD. This amendment is prompted by an accident and several reports of fatigue cracks in the tailboom skin in the areas around the nutplates for the tail rotor fairing and in the areas of the tail rotor drive shaft cover retention clips. The actions required by this AD are intended to prevent failure of the tailboom and subsequent loss of control of the helicopter.
87-04-18: 87-04-18 SHORT BROTHERS PLC: Amendment 39-5551. Applies to Model SD3-30 airplanes, Serial Numbers SH3002 through SH3116 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD, unless previously accomplished: A. To prevent fuel entering into the main cabin, seal certain areas of the fuselage top skin in accordance with Short Brothers PLC, Service Bulletin SD330-53-58, dated January 1986, or Revision 1, dated May 1986. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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 the modification required by this AD. All persons affected by this directive who have not already received the appropriate servicedocument from the manufacturer may obtain copies upon request to Short Brothers PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. 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 March 18, 1987.
2010-23-13: We are adopting a new airworthiness directive (AD) for all Model 757 airplanes. This AD requires changing the lower fixed leading edge panel assemblies immediately outboard of the nacelles at slats 4 and 7. This AD results from reports of Model 757 airplanes in service that have drain holes and unsealed panel assemblies in the fixed leading edge adjacent to the inboard end of slats 4 and 7 that are too close to the hot portion of the engines. We are issuing this AD to prevent fuel leaking onto an engine and a consequent fire.
89-04-07: 89-04-07 CANADAIR: Amendment 39-6141. Applicability: Model CL-44D4 and CL-44J series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent wing failure due to exfoliation corrosion on the wing upper skin, accomplish the following: A. Within 225 hours time-in-service or 30 days after the effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 12 months, perform a visual inspection of the upper wing skin area between the front and rear spars over the total wing span for corrosion, including raised blistering or bulging, in accordance with Canadair Alert Wire 44T-1340/2431, dated October 28, 1988. 1. If the extent of such corrosion exceeds 20 sq.in. in any one skin panel, between chordwise joints, prior to further flight conduct a non-destructive testing (NDT) inspection, using ultrasonic or eddy current inspection techniques, to determine the skin thickness,in accordance with the Alert Wire. Repair the corrosion area prior to further flight, in accordance with a method approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. 2. If the extent of such corrosion exists within an area equal to or less than 20 sq.in. in any one skin panel, between chordwise joints, repair corrosion area within 900 hours time-in-service or 6 months after the effective date of this AD, whichever occurs first. Repair must be accomplished in accordance with a method approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. B. Within 48 hours after performing the inspections required by paragraph A., above, submit a report of results to Canadair, in accordance with Canadair Alert Wire 44T- 1340/2431, dated October 28, 1988. The report must include information as to the extent and location of the corrosion, and the inspection method used. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, New York Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Bombardier, Inc., Canadair Aerospace Group, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6141, AD 89-04-07) becomes effective March 7, 1989.
87-18-07: 87-18-07 ROLLS-ROYCE plc (formerly Rolls-Royce Limited): Amendment 39-5689. Applies to Rolls- Royce (R-R) Spey 506-14, 506-14A, 506-14D, 511-5W, 511-14, 511-14W, 511-8, 511-8/Mod. 2970, 512-14E, 512-14DW, 512-5, 512-5W, 555-15, 555-15H, 555-15N, and 555-15P turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the primary airscoop and subsequent burnthrough of the engine case, inspect for cracks, and repair or replace as necessary, the primary airscoops in accordance with R-R Service Bulletin (SB) Number SP72-997, dated October 1985, at the next engine shop visit after the effective date of this AD. NOTE: For the purpose of this AD, engine shop visit is defined as the input of an engine to a repair shop where combustion section system overhaul facilities exist and the subsequent engine maintenance entails the separation of front and rear. Aircraft may be ferried in accordance with the provisions of FAR 21.197and 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, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance time specified in this AD. R-R SB Number SP72-997, dated October 1985, identified and described in 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 copies upon request to Service Manager, Spey Engine, Rolls-Royce plc, East Kilbride, Glasgow G74 4PY, Scotland. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-24, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment becomes effective on September 28, 1987.
89-12-09: 89-12-09 AEROSPATIALE: Amendment 39-6231. Applicability: All Model ATR42 series airplanes, certificated in any category. Compliance: Required within 30 days after the effective date of this AD, unless previously accomplished. To prevent a fire in a cargo compartment remaining undetected, accomplish the following: A. Modify the forward and aft smoke detector test systems, in accordance with Aerospatiale Service Bulletin ATR42-26-0010, Revision 1, dated March 28, 1989. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain 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. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Aerospatiale, 216 Route de Bayonne, 31060 Toulouse, Cedex 03, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6231, AD 89-12-09) becomes effective on June 20, 1989.
88-17-02 R2: 88-17-02 R2 FOKKER: Amendment 39-6035 as revised by Amendment 39-6127 is further revised by Amendment 39-6331. Docket No. 89-NM-82-AD. Applicability: Model F-27 series airplanes, serial numbers 10346 to 10684, inclusive; and serial numbers 10105 to 10345, inclusive, if retrofitted with outerwing serial number 246 or higher; certificated in any category. Compliance: Required as indicated unless previously accomplished. To prevent reduced structural capability of the wing, accomplish the following: A. Within 24 hours after February 15, 1989 (the effective date of Amendment 39- 6127), incorporate the following into the Limitations Section of the Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD into the AFM. "For airplanes operating at weights over 32,000 lbs.: Speed Limitation VB: 165 KIAS (168 KTS CAS)" B. Within 24 hours after February 15, 1989 (the effective date of Amendment 39- 6127), install a placard near each airspeed indicator, stating the following: FOR AIRPLANES OPERATING AT WEIGHTS OVER 32,000 LBS.: SPEED LIMITATION VB: 165 KIAS (168 KTS CAS) C. Within six months after the effective date of this amendment, perform a one-time inspection of the splice parts at Wing Station 7915, in accordance with the Accomplishment Instructions, Part 1, Fokker Service Bulletin F27/57-63, Revision 1, dated January 25, 1989. 1. If no defective splice parts are found, and if the structural strength of the wing splice is determined to be satisfactory in accordance with the limits specified in the service bulletin, no further action is required. The airspeed restriction required by paragraphs A. and B., above, is no longer required, and the AFM limitation and placard may be removed. 2. If defective splice parts are found or if the structural strength of the wing splice is determined to be unsatisfactory in accordance with the limits specified in the service bulletin, within one year after the effective date of this amendment reinforce all unsatisfactory splice parts at Wing Station 7915 in accordance with the Accomplishment Instructions, Part 2, of Fokker Service Bulletin F27/57-63, Revision 1, dated January 25, 1989. Following this modification and a determination that the wing splice strength is satisfactory, the airspeed restriction required by paragraphs A. and B., above, is no longer required, and the AFM limitation and placard may be removed. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain 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, 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 in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. Priority Letter AD 88-17-02, issued on August 15, 1988, became effective immediately upon receipt. Amendment 39-6035, the Final Rule of AD 88-17-02, became effective on October 14, 1988, and was revised by Amendment 39-6127, AD 88-17-02 R1, which became effective on February 15, 1989. This Amendment (39-6331, AD 88-17-02 R2) revises AD 88-17-01 R1 and becomes effective onOctober 30, 1989.