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90-15-09: 90-15-09 AIRBUS INDUSTRIE: Amendment 39-6658. Docket No. 90-NM-20-AD. Applicability: Models A300, A310, and A300-600 series airplanes, equipped with BF Goodrich, Aircraft Evacuation Systems, Slide/Raft, Part Number (P/N) 7A1300-() or 7A1359-(), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent improper slide/raft deployment, accomplish the following: A. Within 6 months after the effective date of this AD, accomplish the modification of the evacuation slide/rafts in accordance with Section 2, Accomplishment Instructions, of BF Goodrich Service Bulletin 7A13000/7A1359-25-227, Revision 1, dated January 5, 1990. 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. C. Special flight permits may be issued in accordance with FAR Sections 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 BF Goodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-6658, AD 90-15-09) becomes effective August 20, 1990.
77-13-22: 77-13-22\tTELEDYNE CONTINENTAL MOTORS: Amendment 39-2947 as amended by Amendment 39- 3188. Applies to the following engine models: \n\n\tIO-520-A, -B, -BA, -C, -D, -E, -F, -J, -K, -L, and -M which do not incorporate the identification markings in Table 1. \n\tTSIO-520-B, -C, -D, -E, -G, -H, -J, -K, -L, and -N which do not incorporate the identification markings in Table 1. \n\tGTSIO-520-C, -D, -F, and -H which do not incorporate the identification markings in Table 1. \n\tNOTE: This A.D. does not apply to engines bearing the following serial numbers: \n\n\t\t\tNEW\t\t\tTCM REBUILT \n\tIO-520-A\t550024 & up\t\t112354-R & up \n\t-B, -BA\t\t562678 "\t\t122539-R " \n\t-C\t\t561476 "\t\t172903-R " \n\t-D\t\t563853 "\t\t174412-R " \n\t-E\t\t556319 "\t\t215510-R " \n\t-F\t\t564398 "\t\t195707-R " \n\t-J\t\t558005 "\t\t216505-R " \n\t-K\t\t557306 "\t\t224007-R " \n\t-L\t\t554919 "\t\t220537-R " \n\t-M\t\t565039 "\t\t227309-R " \n\n\tTSIO-520-B\t500457 & up\t\t176235-R & up \n\t-C\t\t509518 "\t\t178143-R " \n\t-D\t\t505004 "\t\t180043-R " \n\t-E\t\t510125 "\t\t182692-R " \n\t-G\t\t507057 "\t\t216007-R " \n\t-H\t\t506853 "\t\t217031-R " \n\t-J\t\t503582 "\t\t218621-R " \n\t-K\t\t504311 "\t\t224529-R " \n\t-L\t\t508311 "\t\t227611-R " \n\t-N\t\t509516 "\t\tNo Rebuilt \n\n\tGTSIO-520-C\t602221 & up\t\t155418-R & up \n\t-D\t\t601051 "\t\t219249-R " \n\t-F\t\t603112 "\t\t224227-R " \n\t-H\t\t600915 "\t\t218260-R " \n\n\nTABLE 1 \n\n\nThe improved design crankcase may be identified by the following table. This A.D. does not apply to engines so identified. \n\n\n\tTo prevent the possibility of undetected crankcase cracks progressing into a crankcase failure, accomplish the following: \n\t(a)\tWithin the next 50 hours time in service after the effective date of this A.D., visually inspect the engine crankcase for evidence of cracks. Particular attention during inspection should be given to the upper rear stud area of the number 2 and number 6 cylinders, the magneto pads and in the sections between the cylinder mounting bases. \n\t\t(1)\tIf no cracks are found, reinspecteach 100 hours time in service thereafter, unless replaced by a crankcase described in Table 1. \n\t\t(2)\tIf cracks are found, proceed to paragraph (c). \n\t(b)\tCritical (shaded) and non-critical (non-shaded) areas are illustrated in Figures 1, 2, and 3 below. \n\n\n\n\t(c)\tIf any crack is observed in the non-critical (non-shaded) area that exceeds two (2) inches in total length or is leaking oil, regardless of length, or if any cracks are observed in the critical (shaded) area, the engine crankcase must be replaced prior to further flight with a serviceable crankcase, except that the engine may be operated on an aircraft which is flown in accordance with FAR's 21.197 and 21.199 to a base where replacement may be accomplished. \n\t\t(1)\tIf a crack of two (2) inches or less in length is observed in any of the non-critical (non-shaded) areas, the crack extremity may be stop-drilled using a 3/32" drill bit (.0938"). Prior to drilling, identify the end of the crack using the dye penetrant method and locate the hole one-eighth (1/8) inch from the crack extremity. Do not stop-drill the end of any crack which would require the hole to intersect with a cylinder hold-down stud, require the hole to be placed in a heavy fillet area such as that which immediately surrounds the cylinder mount pad, or which would require the hole to be placed in an upper backbone bolt boss. (Cracks in these areas must be scribe marked at their extremities and reinspected at the intervals stated in (c)(2) to check for progression.) Stop drill only those cracks which terminate in the crankcase wall sections. Coat the bit with beeswax or modeling clay to retain chips, and operate the drill at the slowest possible speed. Additionally, pressurization of the crankcase with vacuum cleaner outlet air or regulated shop air (not to exceed 5 psi) may be used to help prevent drilling chips from entering the crankcase. Thoroughly clean the immediate area surrounding the newly drilled hole. Fill the hole with a small amount of freshly mixed epoxy adhesive such as Locktite brand, "Fast Cure" Epoxy Adhesive, Locktite P/N 44581 or 3M, "Scotch Weld" brand Structural Adhesive, 3M P/N 1838 B/A, or equivalent, being careful not to allow any epoxy to enter the interior of the crankcase. See Figures 4, 5, and 6 for additional details. \n\n\n\n\n\n\t(2)\tReinspect for crack progression and additional cracks within the next fifty (50) hours time in service. If no crack progression has taken place or no additional cracks are found, continue to reinspect at intervals not to exceed 100 hours time in service, until replaced with a crankcase described in Table 1. If further crack progression is noted, or additional cracks are found, repeat Paragraph (c). \n\t(d)\tIn addition to the above inspections, accomplish the following on the Models IO-520-B, -BA, -C, and -M, and TSIO-520-B, -D, -E, -J, -K, -L, and -N engines. \n\t\t(1)\tWithin the next fifty (50) hours time in service after the effective date of thisA.D., inspect the crankcase immediately above the backbone bolts to determine if the crankcase is of the design which incorporates raised backbone bolt bosses (bumps). \n\t\t\t(i)\tIf the crankcase incorporates the raised backbone bolt bosses, no further action is required. \n\t\t\t(ii)\tIf the crankcase does not incorporate the raised backbone bolt bosses, install Teledyne Continental Motors backbone bolt kit Number EQ 6541 in lieu of the current backbone bolts in accordance with steps (iii) and (iv) below. \n\t\t\t(iii)\tRemove backbone bolts three (3) through ten (10) inclusive (counting from front to rear). CAUTION: Remove no more than two (2) bolts at a time and install replacement bolts prior to removing the next two (2) bolts, etc. \n\t\t\t(iv)\tInstall the longer bolts and thicker washers as shown in the instruction drawing included in kit Part Number EQ 6541. Torque to 160 to 180 in.-lbs. \n\tNOTE: Cracks found in the upper backbone boss area are acceptable; however, if cracks extend downinto the crankcase wall, follow procedure outlined in paragraph (c). \n\t(e)\tMake a log book entry indicating compliance with applicable portions of this A.D. Include backbone kit installation, if applicable, and engine time in service. \n\t(f)\tUpon request of the operator, an FAA maintenance inspector may adjust the repetitive inspection interval specified in paragraph (a)(1) of this A.D. up to a maximum time between inspections of 125 hours to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. The compliance time for inspection of engines with existing crankcase cracks required by paragraph (c)(2) of this A.D. may not be adjusted. \n\tAlternate methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\tTCM Service Bulletin M77-14 pertains to this subject. \n\tAmendment 39-2947 became effective July22, 1977. \n\tThis Amendment 39-3188 becomes effective immediately upon publication in the Federal Register.
65-14-07: 65-14-07 VICKERS: Amdt. 39-93 Part 39 Federal Register June 26, 1965. Applies to Viscount Model 810 Series Aircraft. Compliance required as indicated. To prevent further failures of entrance doors during pressurized flight: (a) Within the next 250 landings after the effective date of this AD, accomplish the following: (1) Visually inspect the door locking mechanism of each entrance door in accordance with paragraph B.1 of Vickers-Armstrongs Preliminary Technical Leaflet No. 112, Issue 2. Repair any found defective before further flight. (2) Inspect for position accuracy the check markings applied to each claw and fuselage aperture. Where no such markings exist they must be applied in accordance with Figure 2 of PTL No. 112, Issue 2, or an FAA-approved equivalent. (b) Within the next 700 landings after the effective date of this AD, on aircraft fitted with airsteps or other installed equipment which obscures any claw from view, incorporate Vickers-Armstrongs Modification G.1964 (remote position visual indicator) or an FAA-approved equivalent. (c) Within the next 1,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 1,000 landings from the last inspection, inspect the door locking mechanism of each entrance door for condition and correct operation, in accordance with paragraph C of P.T.L. No. 112, Issue 2. Repair any found defective before further flight. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each aircraft's hours time in service by the operator's fleet average time from takeoff to landing for the aircraft type. (Vickers-Armstrongs Preliminary Technical Leaflet No. 112, Issue 2, dated August 6, 1964, (800-810 Series) and Modification G.1964 cover this subject.) This directive effective July 26, 1965.
92-17-06: 92-17-06 BRITISH AEROSPACE: Amendment 39-8335. Docket No. 92-NM-63-AD. Applicability: Model BAC 1-11-200 and -400 airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the fuselage pressure vessel, accomplish the following: (a) For airplanes operated up to a maximum cabin pressure differential of 7.5 pounds per square inch, accomplish the following in accordance with British Aerospace Alert Service Bulletin 53-A-PM5989, Issue No. 1, dated October 3, 1991: (1) For airplanes not having modification PM51 installed: Prior to the accumulation of 20,000 landings, or within 1,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual, dye penetrant, or eddy current inspection to detect cracks in the top and bottom corners of the passenger and service door apertures, in accordance withthe service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,600 landings, in accordance with the service bulletin. (ii) If the immediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 3,200 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 5,000 landings, in accordance with the service bulletin. (2) For airplanes having modification PM51 installed: Prior to the accumulation of 30,000 landings, or within 1,200 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual inspection, dye penetrant, or eddy current inspection to detect cracks in the top and bottom corners of the passenger and service door apertures, in accordance with the service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,600 landings, in accordance with the service bulletin. (ii) If the immediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 3,200 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 5,000 landings, in accordance with the service bulletin. (3) For airplanes repaired in accordance with Structural Repair Manual Chapter 53-02-0, Figure 74: Prior to the accumulation of 20,000 landings (for airplanes not having modification PM51 installed), or prior to the accumulation of 30,000 landings (for airplanes having modification PM51 installed), from the date of installation of the repair; or within 1,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual inspection, dye penetrant, or eddy current inspection to detect cracks of the fuselage skin repair plates at the passenger and service door apertures, in accordance with the service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,600 landings, in accordance with the service bulletin. (ii) If the immediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 3,200 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 5,000 landings, in accordance with the service bulletin. (b) For airplanes operated at a cabin pressure differential in excess of 7.5 pounds per square inch, but not exceeding 8.2 pounds per square inch, accomplish the following in accordance with British Aerospace Alert Service Bulletin 53-A-PM5989, Issue No. 1, dated October 3, 1991: (1) For airplanes not having modification PM51 installed: Prior to the accumulation of 14,000 landings, or within 1,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual inspection, dye penetrant, or eddy current inspection to detect cracks in the top and bottom corners of the passenger and service door apertures, in accordance with the service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,100 landings, in accordance with the service bulletin. (ii) If theimmediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 2,250 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 3,500 landings, in accordance with the service bulletin. (2) For airplanes having modification PM51 installed: Prior to the accumulation of 20,000 landings, or within 1,000 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual, dye penetrant, or eddy current inspection to detect cracks in the top and bottom corners of the passenger and service door apertures, in accordance with the service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,100 landings, in accordance with the service bulletin. (ii) If the immediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 2,250 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 3,500 landings, in accordance with the service bulletin. (3) For airplanes repaired in accordance with Structural Repair Manual Chapter 53-02-0, Figure 74: Prior to the accumulation of 10,000 landings (for airplanes not having modification PM51 installed), or prior to the accumulation of 15,000 landings (for airplanes having modification PM51 installed), from the date of installation of the repair; or within 500 landings after the effective date of this AD, whichever occurs later; and thereafter at intervals specified below; perform a close visual, dye penetrant, or eddy current inspection to detect cracks of the fuselage skin repair plates at the passenger and service door apertures, in accordance with the service bulletin. (i) If the immediately preceding inspection was performed using a close visual inspection technique, the next inspection must be performed within 1,100 landings, in accordance with the service bulletin. (ii) If the immediately preceding inspection was performed using a dye penetrant technique, the next inspection must be performed within 2,250 landings, in accordance with the service bulletin. (iii) If the immediately preceding inspection was performed using an eddy current technique, the next inspection must be performed within 3,500 landings, in accordance with the service bulletin. (c) If cracks are found as a result of any inspection required by paragraphs (a) or (b) of this AD, prior to further flight, repair any cracks found; and inspect the door surround structure for associated damage, and, prior to further flight, repair any damage found; in accordance with British Aerospace Alert Service Bulletin 53-A-PM5989, Issue No. 1, dated October 3, 1991. (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, Standardization Branch, ANM-113, 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, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (e) Special 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. (f) The inspections and repair shall be done in accordance with British Aerospace Alert Service Bulletin53-A-PM5989, Issue No. 1, dated October 3, 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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., 7th Floor, Suite 700, Washington, DC. (g) This amendment becomes effective on September 29, 1992.
2016-12-03: We are superseding Airworthiness Directive (AD) 2011-17-10, for all Fokker Services B.V. Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. AD 2011-17-10 required inspecting for a by-pass wire between the housing of each in-tank fuel quantity indication (FQI) cable plug and the cable shield, and corrective actions if necessary. AD 2011-17- 10 also required revising the airplane maintenance program. This new AD removes certain airplanes from the applicability. This new AD applies only to Model F.28 Mark 1000 airplanes and also requires revising the airplane maintenance or inspection program by incorporating the instructions in revised service information. This AD was prompted by the issuance of revised service information to update the critical design configuration control limitations (CDCCLs) that address potential ignition sources inside fuel tanks. We are issuing this AD to prevent potential ignition sources inside the fuel tanks, which, in combination with flammable fuelvapors, could result in fuel tank explosions and consequent loss of the airplane.
90-04-05: 90-04-05 MCDONNELL DOUGLAS: Amendment 39-6504. Docket No. 89-NM-143-AD. \n\n\tApplicability: Model DC-9-80 and MD-88 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent takeoff of an airplane while in an unsafe configuration for takeoff, due to deactivation of the takeoff warning system by the flight crew to eliminate nuisance warnings of the takeoff warning system during single-engine taxi operation, accomplish the following: \n\n\tA.\tWithin 12 months after the effective date of this AD, rewire the takeoff warning system throttle lever switches to place them in series, rather than in parallel, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 31-34, dated December 20, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliancetime, 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: This request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\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-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806. \n\n\tThis amendment (39-6504, AD 90-04-05) becomes effective on March 8, 1990.
92-04-03: 92-04-03 BOEING: Amendment 39-8172. Docket 91-NM-176-AD. \n\n\tApplicability: Model 747 series airplanes, as listed in Boeing Service Bulletin 747-35- 2074, dated June 27, 1991, certificated in any category. \n\n\tCompliance: Required within the next 4,000 flight hours after the effective date of this AD, unless accomplished previously. \n\n\tTo ensure that the passenger oxygen system activates at the proper altitude, accomplish the following: \n\n\t(a)\tInspect the flow control units to determine the serial numbers, in accordance with Boeing Service Bulletin 747-35-2074, Revision 1, dated December 12, 1991. \n\n\t\t(1)\tIf the flow control unit serial number is listed in Table 1 of the service bulletin and the unit has not been reworked, prior to further flight, replace the unit and perform a low pressure leak check and a simulated automatic actuation test, in accordance with paragraph III.C. of the Accomplishment Instructions of the service bulletin. \n\n\t\t(2)\tIf the flow control unit serial number is not listed in Table 1 of the service bulletin, or if the unit has been reworked in accordance with paragraph III.C. of the Accomplishment Instructions of the service bulletin, no further action is necessary. \n\n\t(b)\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. \n\n\tNOTE: The request should 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(c)\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(d)\tThe inspection, replacement, check, and test required by this AD shall be done in accordance with Boeing Service Bulletin 747-35-2074, Revision 1, dated December 12, 1991. Thisincorporation 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, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(e)\tThis amendment (39-8172, AD 92-04-03) becomes effective on March 16, 1992.
2016-10-15: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by a design review that revealed that a wiring failure, external to the center wing fuel tank, could cause a hot short circuit to a maximum level sensor wire, and result in excessive heating of the maximum level sensor element. This AD requires modifying the wiring of the maximum level sensors in the center wing fuel tank, performing after-installation tests, and corrective action if necessary. This AD also requires revising the airplane maintenance or inspection program to incorporate fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
58-20-02: 58-20-02 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required by January 1, 1959. In an emergency such as a wheels up landing, the placing of the ground/flight switch on the "Ground" position to minimize fire risk would isolate the fire extinguisher system. Dove Modification 655 has therefore been introduced which provides an electrical supply to the fire extinguisher circuit from the battery side of the ground/flight switch, even when the switch is in the "Ground" position, thus ensuring that the fire extinguisher system is operative at all times. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (de Havilland TNS CT (104) No. 153 covers the same subject.)
2003-22-14: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) (formerly Rolls- Royce plc) models Tay 650-15 and 651-54 turbofan engines with certain part numbered fan blades and fan discs. That AD currently requires initial and repetitive visual and ultrasonic inspections of fan blades for cracks, and, if necessary, replacement with serviceable parts. In addition, that AD requires recording instances when engines are operated in a stabilized manner in newly prohibited ranges. This ad has the same requirements. In addition, this AD requires recording instances when engines are operated inadvertently in reverse thrust in prohibited ranges, and requires before further flight, initial and repetitive ultrasonic inspections of fan blades for cracks and if necessary, dispositioning of fan blades and fan discs, if certain reverse thrust events occurred. This AD is prompted by updated prohibited ranges of engine operation and the introduction of an N1 Alert System in Fokker Model F.28 Mark 0100 airplanes with Tay 650-15 engines installed. We are issuing this AD to prevent fan blade failures, which can result in an uncontained engine failure, engine fire, and damage to the airplane.