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86-10-02 R1: 86-10-02 R1 CANADAIR, LTD.: Amendment 39-5310 as revised by Amendment 39-6437. Docket No. 89-NM-127-AD. Applicability: Model CL-600-1A11 series airplanes, all serial numbers; Model CL-600- 2A12 series airplanes, all serial numbers; and Model CL-600-2B16 series airplanes, Serial Numbers 5001 through 5033; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure that flutter does not occur in the event of failure of two hydraulic systems, accomplish the following: A. Within 100 flight hours after June 2, 1986 (the effective date of Amendment 39- 5310), inspect the aileron and elevator flutter dampers, replenish the hydraulic fluid, or replace the damper, if necessary, in accordance with Canadair Alert Wire TA600-000-032/194, Revision 1, dated November 21, 1985. 1. Dampers, P/N 600-75135-5 and 600-75134-9, with more than .030 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 2. Dampers, P/N 600-75135-3 and 600-75134-7, with more than .040 inch of green stripe showing, are serviceable and may remain in service until the next inspection required by this AD. 3. Dampers having less green stripe showing than specified in paragraphs A.1. and A.2., above, must be replenished prior to further flight, in accordance with paragraph 3.3. of the Canadair Alert Wire. 4. Dampers having the green stripe entirely covered by the red cup must be replenished prior to further flight, in accordance with paragraph 3.4. of the Canadair Alert Wire, provided that no more than one flutter damper in this condition is fitted to the same control surface. If more than one flutter damper on any control surface is in this condition, prior to further flight, replace it with either a new flutter damper or one which is serviceable under the conditions specified in paragraph A.1., A.2., or A.3., above. B. Repeat the procedures requiredby paragraphs A., above, as follows: 1. At intervals not to exceed 200 flight hours or six months, whichever occurs first, for dampers, Part Numbers (P/N) 600-75134-7 and 600-75135-3, that indicated green at the last inspection. 2. At intervals not to exceed 100 flight hours or 3 months, whichever occurs first, for dampers, P/N 600-75134-7 and -9, and P/N 600-75135-3 and -5, that indicated completely red at the last inspection. 3. At intervals not to exceed 300 flight hours or 12 months, whichever occurs first, for dampers, P/N 600-75134-9 and 600-75135-5, that indicated green at the last inspection. 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 will either concur or comment and thensend it to the Manager, New York Aircraft Certification Office, FAA, New England 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 documents from the manufacturer may obtain copies upon request to Canadair, Ltd., P.O. Box 6087, Montreal, Quebec H3C 3G9, Canada. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This AD revises AD 86-10-02, Amendment 39-5310. This amendment (39-6437, AD 86-10-02 R1) becomes effective on February 9, 1990.
98-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 and 767 series airplanes. This action requires modification of the engine fire detection system. This amendment is prompted by a report of a combustor burn-through event that damaged the engine fire detection system such that no fire warning message was annunciated in the flight deck. The actions specified in this AD are intended to prevent failure of the engine fire detection system to annunciate a fire warning message to the flight crew following a severe engine failure, which could lead to delayed or improper flight crew response to the engine failure.
98-17-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A319, A320, A321, A330, and A340 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to require the flightcrew to discontinue use of any Instrument Landing System (ILS) receiver for which a certain caution message is displayed. This action also requires, for certain airplanes, replacing any faulty ILS receiver with a new, serviceable, or modified unit. This AD also provides for an optional terminating action for the AFM revisions. This amendment is prompted by a pilot's report of errors in the glide slope deviation provided by an ILS receiver. The actions specified in this AD are intended to detect and correct faulty ILS receivers and to ensure that the flightcrew is advised of the potential hazard of performing ILS approaches using a localizer deviation from a faulty ILS receiver, and advised of the procedures necessary to address that hazard.An erroneous localizer deviation could result in a landing outside the lateral boundary of the runway.
2017-17-02: We are superseding Airworthiness Directive (AD) 2014-20-09, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2014-20-09 required an inspection for missing clamps that are required to provide positive separation between the alternating current (AC) feeder cables and the hydraulic line of the landing gear alternate extension, and related investigative and corrective actions if necessary. This new AD requires removing airplanes from the AD applicability. This AD was prompted by reports of missing clamps that are required to provide positive separation between the AC feeder cables and the hydraulic line of the landing gear alternate extension. We are issuing this AD to address the unsafe condition on these products.
83-08-04 R3: 83-08-04 R3 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4712, as revised by letter issued September 23, 1983. Applies to Societe Nationale Industrielle Aerospatiale Model AS355 series helicopters certificated in all categories, equipped with epicyclic planet pinion cages, P/N's 350A32-3147-20 and 350A32-1081-20 or -21 installed. Compliance is required as indicated (unless already accomplished). To prevent loss of drive to the main rotor, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-3147-20, having 150 hours or m;ore total time in service and replace with a serviceable part. (b) For epicyclic planet pinion cages, P/N 350A32-3147-20, with less than 150 hours time in service, replace with a serviceable part prior to accumulation of 160 hours total time in service. (c) Within 10 hours time in service after receipt of this letter, remove from service all helicopter transmission epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, having 350 hours or more total time in service and replace with a serviceable part. (d) For epicyclic planet pinion cages, P/N 350A32-1081-20 or -21, with less than 350 hours time in service, replace with a serviceable part prior to accumulation of 360 hours total time in service. Equivalent means of compliance must be approved by the Manager, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Beligum. Amendment 39-4712 became effective September 6, 1983, to all persons except those persons to whom it was made immediately effective by priority letter AD 83-08-04, issued April 21, 1983, revised July 21, 1983, which contained this amendment. This airworthiness directive becomes effective upon receipt.
62-14-05: 62-14-05 PRATT & WHITNEY: Amdt. 451 Part 507 Federal Register June 14, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1, JT3D-1-MC6, JT3D-1-MC7 and JT3D-3 Turbofan Engines equipped With Fourth Stage Turbine Rotor Blades P/N 395304 Change H or Earlier and P/N 434104 Change C or Earlier. Compliance required at first engine overhaul after the effective date of this AD unless already accomplished. As the result of fourth stage turbine rotor blade failures, the following is required. Rework all P/N 395304 Change H or earlier and P/N 434104 Change C or earlier, fourth stage turbine rotor blades as follows: (a) Rework these blades to incorporate a 55 degree tip shroud lock angle in accordance with P&WA telegraphic message dated August 17, 1961, to all JT3D operators. (b) Rework the first serration of the blade root at both rear corner radii and the entire trailing edge of the airfoil section in accordance with Pratt & Whitney Aircraft Service Bulletin No. 387together with P&WA telegraphic message dated March 15, 1962, to all JT3D operators. Each blade must be fluorescent penetrant inspected prior to and after rework. Blades exhibiting any indications must be rejected. (c) After completing of inspection, stress relieve all reworked blades at 1500 degrees F. plus or minus 25 degrees for four (4) hours. Glass bead peen the reworked area of the airfoil trailing edge in accordance with AMS-2430 to an intensity of 15N2. NOTE: This AD does not apply to engines equipped with blades P/N 395304 Change J or later, P/N 434104 Change D or later, or P/N 434104 which carry the inscription PL-5651 or PL-5670 on the blade root. (Pratt & Whitney Aircraft Service Bulletin No. 387 and P&WA telegraphic messages dated August 17, 1961, March 15, 1962, and March 21, 1962, to all JT3D operators, cover this same subject.) This directive effective July 16, 1962.
2005-22-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Mitsubishi Model YS-11 airplanes, and Model YS- 11A-200, YS-11A-300, YS-11A-500, and YS-11A-600 series airplanes. This AD requires repetitive removal of the spinner; repetitive detailed inspections of the propeller hub to detect fatigue cracking; and replacement of a propeller hub with a new propeller hub, if necessary. This action is necessary to detect and correct fatigue cracking of the propeller hub, which could cause the loss of the propeller. This action is intended to address the identified unsafe condition.
98-17-03: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires replacing the propeller shaft, the bearings, and the front drive belt retaining rings with ones of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the propeller shaft caused by an ineffective design, which could result in loss of glider propulsion during critical phases of flight.
98-16-19: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 747 series airplanes. This action requires, for certain airplanes, revising the Airplane Flight Manual (AFM) to advise the flightcrew of limitations on dry (no fuel) operation of the override/jettison pumps of the center wing fuel tank. This action also requires repetitive inspections for wear or damage of the inlet check valves and inlet adapters of the override/jettison pumps, and replacement of the check valves and pumps with new or serviceable parts, if necessary. Such replacement terminates the AFM revision. This amendment is prompted by a report that inlet adapters of override/jettison pumps were found to be worn excessively, which allowed contact to occur between the inlet check valve and the inducer. The actions specified in this AD are intended to ensure that the flightcrew is advised of the hazards of dry operation of the override/jettison pumps of the center wing fuel tank, and to detect and correct wear or damage to the inlet check valves and inlet adapters of the override/jettison pumps; such conditions, if not corrected, could result in a fire or explosion in the fuel tank during dry operation.
60-03-06: 60-03-06 NAVY: Amdt. 98 Part 507 Federal Register February 3, 1960. Applies to All N3N-3 Aircraft Including Those Certification in the Restricted Category. Compliance required within the next 10 hours' time in service. A fatal accident resulted when a control stick separated from the lower fitting. To preclude recurrence of this condition, the following shall be accomplished: (a) Replace the two rivets which attach the control stick to the bottom fitting with AN steel bolts, undrilled type, of the equivalent diameter of the rivets, AN 960 washers and AN 364 or AN 365 nuts. The bolt grip shall equal the diameter of the control stick plus the washer thickness. The bolt installation shall not interfere with the full range of control stick movement. This applies to the control sticks in both cockpits.
2005-22-01: This amendment adopts a new airworthiness directive (AD) for the Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. This action requires certain inspections of the main rotor lower bifilar arm assembly in the attachment area around the lower bifilar lugs for a crack. If a crack is found on any bifilar lug, this AD requires replacing the bifilar arm assembly with an airworthy bifilar arm assembly. If no crack is found, this AD requires a one-time test for the required torque on the lug nuts and, if necessary, applying the required torque and conducting the torque stabilization tests. This amendment is prompted by four reports of cracked bifilars. The actions specified in this AD are intended to prevent failure of a bifilar lug, damage to the main rotor control system, and subsequent loss of control of the helicopter.
2017-20-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601 Variant), and CL-600-2B16 (CL-601-3A and CL-601-3R Variants) airplanes. This AD was prompted by a report of laminated shims that may have been improperly installed at a certain wing tie beam. This AD requires revising the maintenance or inspection program to incorporate certification maintenance requirement tasks that introduce revised checks of the tie beam. We are issuing this AD to address the unsafe condition on these products.
83-04-03 R1: 83-04-03 R1 EMBRAER: Amendment 39-4632. Applies to Models EMB-110P1 and EMB- 110P2 airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent loss of airplane control in the event of a control wheel failure, accomplish the following: a) Effective immediately, operate the airplane with a minimum flight crew of two. b) Within the next 10 hours time-in-service after the effective date of this AD, insert a temporary revision in the Airplane Flight Manual (AFM), Limitations Section, paragraph 2-19, Minimum Flight Crew, which substitutes the following for the flight crew requirements. "Minimum flight crew for all operations - two pilots" NOTE: Insertion of a copy of this AD at the above location in the AFM satisfies the requirements of paragraph b). c) Incorporation of the temporary AFM revision required by this AD may be accomplished by the owner/operator of the airplane. This person must make the prescribed entry in the aircraft maintenance records, indicating compliance with paragraph b) of this AD. d) If an inspection of the control wheel installation in accordance with EMBRAER Alert Service Bulletin No. 110-027-A070, dated February 10, 1983, verifies that the aircraft has Control Wheel Spindle P/N 111A-500-10-01-10-01 or P/N 110-500-10-01-10-04 installed at both crew stations, or upon installation of either of the above part numbers, the requirements of paragraphs a) and b) of this AD are no longer applicable. e) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-110A, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on April 25, 1983, to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 16, 1983, and is identified as AD 83-04-03.
98-16-15: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Model B.121 Series 1, 2, and 3 airplanes. This AD requires installing an inspection opening in the area of the main spar web, repetitively inspecting the area at the main spar web for cracks, and repairing or replacing any cracked part. This AD also requires installing nuts of improved design at the wing to fuselage main-spar attachment fittings. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent structural failure of the main spar web area caused by fatigue cracking or separation of the wing caused by loose nuts at the wing to fuselage main-spar attachment fittings, which could result in loss of control of the airplane.
98-16-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes. This action requires a one-time inspection for missing fasteners of the splice fitting of the forward inner chord of the Body Station (BS) 2598 bulkhead; and corrective actions, if necessary. This amendment is prompted by a report that fasteners were missing from the splice fitting of the forward inner chord. The actions specified in this AD are intended to prevent accelerated fatigue cracking of the inner chords of the BS 2598 bulkhead, which could result in inability of the structure to carry horizontal stabilizer flight loads, and consequent reduced controllability of the airplane.
98-16-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires repetitive inspections to measure for free play (wear on nut assembly) of the horizontal stabilizer actuator assembly, and corrective actions, if necessary. This amendment is prompted by reports of wear of the horizontal stabilizer actuator assembly due to a jackscrew surface finish that was manufactured incorrectly. The actions specified in this AD are intended to prevent excessive free play and wear of the horizontal stabilizer actuator assembly, which could result in a free-floating horizontal stabilizer, and consequent loss of aircraft pitch control.
89-16-07: 89-16-07 BOEING: Amendment 39-6278. \n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 engines, as listed in Boeing Alert Service Bulletin 747-54A2129 dated June 8, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for a fire due to an inadequately sealed firewall in the outboard struts, accomplish the following: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, modify the existing seal configuration in the aft outboard strut trailing edge fairing door/inconel pan area in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-54A2129, dated June 8, 1989. \n\n\tB.\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\tNOTE: 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, Seattle Aircraft Certification Office. \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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. 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. \n\n\tThis amendment (39-6278, AD 89-16-07) becomes effective on August 11, 1989.
60-11-08: 60-11-08 SENSENICH: Amdt. 166 Part 507 Federal Register May 28, 1960. Applies to M74DM Propellers Installed On Lycoming O-320-B Series Engines Except Propellers With An "A" or "K" prefix to the Serial Number. Compliance required within the next 100 hours of flight time or by August 1, 1960, whichever comes first, and at each periodic inspection thereafter. As a result of three incidents of cracked hubs, the following shall be accomplished: (a) Remove the propeller and visually inspect for cracks originating in the pilot bore. In case of doubt, any of the approved methods for aluminum alloy inspections should be used. If cracks are found, the propeller shall be retired immediately from service. (b) If no cracks are found, polish out any scratches in the bore and break and polish any sharp edges at the front and rear chamfer of the pilot bore. (c) When the propeller is reinstalled, torque retaining bolts to 300 inch-pounds. (Sensenich Service Bulletin No. R-8-1 covers the same subject.) Revised November 14, 1961.
2002-14-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires installing a clipnut and bracket and revising the routing of the wire assembly of the forward lower cargo door. This action is necessary to prevent failure of the wire assemblies and damage of a ballast of a light fixture, and consequent smoke and/or fire in the forward cargo compartment. This action is intended to address the identified unsafe condition.
98-15-23: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Saab Model SAAB 340B series airplanes. This amendment requires adjustment of the cargo baggage net, replacement of baggage net placards, and installation of new baggage net placards. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the cargo bulkhead floor attachments, which could result in damage to the airplane structure and possible injury to passengers and crewmembers.
64-01-01: 64-01-01 AIRBORNE MECHANISMS: Amdt. 666 Part 507 Federal Register January 3, 1964. Applies to All Aircraft Using Vacuum Pumps Models 113A5 and 113A8, Serial Numbers 7G2494 through 7G2678, 8G2679 through 8G2892, 9G2893 through 9G3250 and 10G3251 through 10G3714, and All Vacuum Pumps Models 113A1, 113A2, 113A5 and 113A8 in Which the Splined Drive Coupling, Airborne Mechanisms P/N B1001A2, Has Been Replaced After July 22, 1963. Compliance required within 10 hours' time in service after the effective date of this AD. In order to remove defective splined drive couplings which render the vacuum flight instruments inoperative accomplish the following: (a) On Piper aircraft, unless already accomplished, replace all the vacuum pump splined couplings identified in Piper Service Bulletin No. 218, in accordance with that service bulletin before further flight. (b) On other aircraft, inspect all Airborne Mechanisms P/N B1001A2 couplings for a bright yellow band on the shoulder of the coupling. (The band is visible through the openings in the pump base.) Replace couplings which do not have a yellow band with a coupling having the yellow band before further flight. (Airborne Mechanisms Service Letter No. 5 dated November 5, 1963, and Piper Service Bulletin No. 218 dated November 11, 1963, pertain to this same subject.) This directive effective January 9, 1964.
2000-05-10: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company GE90-85B series turbofan engines. This action requires removing from service aft mount whiffletrees prior to reaching a new cyclic life limit, and replacing with serviceable parts. This amendment is prompted by a reassessment of the low cycle fatigue capability of the engine mount system due to an increase in engine and propulsion system weight. The actions specified in this AD are intended to prevent aft mount whiffletree failure, which if it occurred with other critical aft mount component failures, could possibly result in an engine mount system failure, and separation of the engine from the aircraft.
98-15-16: This amendment adopts a new airworthiness directive (AD) that is applicable to Bombardier-Rotax GmbH 912 F series reciprocating engines. This action requires installation of an improved fuel pump and fuel supply tube. This amendment is prompted by reports of fuel leaks at the outlet port of the fuel pump. The actions specified in this AD are intended to prevent fuel leaks from the fuel pump, which could result in undetected loss of fuel in flight or, an engine fire.
83-03-52: 83-03-52 BOEING: Amendment 39-4584. Applies to Boeing Model 767-200 airplanes certificated in all categories. This AD is required to detect improperly heat treated horizontal stabilizer hinge fittings, which could fail during flight, resulting in a possible reduction in controllability of the airplane. \n\n\tUnless previously accomplished, perform the following prior to further flight on those airplanes listed in Boeing Alert Service Bulletin 767-53A1 dated February 3, 1983, or later FAA approved revision: \n\n\tA.\tInspect the horizontal stabilizer hinge fittings for correct heat treatment in accordance with the accomplishment instructions of paragraph III of Boeing Alert Service Bulletin 767-53A1, dated February 3, 1983, or later FAA approved revision. \n\n\tB.\tReplace any hinge fittings found not to have the correct heat treatment with serviceable fittings prior to further flight.\n \n\tC.\tFerry flights not permitted without prior concurrence of the Manager, Seattle Aircraft Certification Office. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tThis amendment becomes effective March 22, 1983, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T83-03-52 issued February 4, 1983, which contained this amendment.
98-15-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes, and Model MD-88 airplanes, that currently requires an inspection to detect chafing on the FIREX pipe assembly of the number one engine; and either repair of chafed pipe assemblies or replacement of the chafed pipe assemblies with new pipe assemblies; and modification of the FIREX and the pneumatic sense pipe assembly clamp marriage. This amendment revises the applicability of the existing AD to include additional airplanes and remove others. This amendment is prompted by reports of incidents in which the pneumatic sense pipe chafed against the FIREX supply pipe of the number one engine. The actions specified by this AD are intended to prevent chafing of the FIREX supply pipe, which could result in a hole in the pipe and consequently prevent the proper distribution of the fire extinguishing agent within the nacelle in the event of a fire.