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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.
84-13-51 R1: 84-13-51 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4947. Applies to Lockheed Models L-1011 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. A. Unless the inspection requirements of paragraph B., below, have been accomplished within the previous 2,000 flight hours or 1,000 landings, whichever came first, revise the Lockheed L-1011 FAA approved airplane flight manual (AFM) LR-25925 within 5 calendar days after receipt of this airworthiness directive (AD), to add the following and provide to flight crews: SECTION 1 - LIMITATIONS Fuel System 1. In addition to normal fuel reserve requirements, flight planning must be predicated on the following: A) A fuel fitting failure, occurs to engine No. 1 or 3 at any time during the flight; B) 10,000 pounds of fuel will be lost overboard while the flight crew recognizes and reacts to a fuel line failure; C) At the time of fuel line failure, the respective No. 1 or 3 engine is considered to become inoperative; and D) At the time of failure, the flight can be continued to a suitable airport. 2. Cockpit fuel totalizer and fuel quantity indicating systems for tanks 1 and 3 must be operational prior to takeoff. Aircraft equipped with tanks 1A and 3A, when fueled, must have the respective cockpit fuel quantity indicating systems operational prior to takeoff. 3. The fuel quantity must be closely monitored and compared with total fuel used at 5 minute maximum intervals during flight. SECTION 2 - EMERGENCIES Rapidly Decreasing Fuel Quantity Indication Reference. If fuel quantity indication decreases at an abnormally high rate, assume a leak in the fuel line to engine No. 1 or 3 and proceed as follows: 1. All fuel crossfeed valves close 2. All fuel quantity indicators monitor 3A. If fuel quantity indication in tanks 1 and 3 decrease at a normal rate, resume normal operation. 3B. If fuel quantity indication continues to decrease abnormally in tanks 1 or 3: 1.) Fuel tank pumps (in affected tank) off 2.) Affected engine shut down 3.) Affected tank valve close 4.) Fuel quantity indicators (Tank 1 and 3) monitor 5.) Aircraft range check 6.) With tank valve closed, remaining fuel in affected tank is available to the other engines by use of crossfeed procedures. B. Within 1,000 hours time in service, or ninety (90) days after the effective date of this amendment, whichever occurs first, inspect and replace, if necessary, P/N 741266-101 fuel line fittings as specified in Paragraph 2, Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-28-072, dated July 23, 1984; or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Repetitive inspections of P/N 741266-101 fuel line fittings are required at 1000 landing intervals using visual inspections, or 1500 landing intervals using eddy current inspections, until P/N 741266-105 fuel line fittings are installed. NOTE: Installation of P/N 741266-105 fuel line fittings is terminating action for this AD. C. A copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with required AFM revisions. D. Alternate 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. 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 repair requirements of this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. 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. This amendment becomes effective November 14, 1984, and was effective earlier to those recipients of telegraphic AD T84-13-51, dated June 21, 1984.
89-03-04: 89-03-04 PIPER (AEROSTAR): Amendment 39-6119. Applicability: PA-60 series (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the upper cabin door from opening in flight, accomplish the following: (a) Inspect the cabin door for proper rigging in accordance with Piper Maintenance Manual (Part Number 761 732), Revision IR860920, dated September 20, 1986. Prior to further flight, repair any discrepancies. (b) Install cabin door placards in accordance with Piper Service Bulletin 600-74, dated July 3, 1978. (c) Modify the cabin door latching system by the installation of a door ajar warning kit as prescribed in the information listed in either paragraph (c)(1) or (c)(2), as follows: (1) Piper Service Letter 980, dated February 7, 1985, or (2) Supplemental Type Certificate SA1327G1 issued toAir Continental, Inc., which specifies Kit No. 10001, no revision, dated June 6, 1988 (for Model PA-60 600/601 airplanes). (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 the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1669 Phoenix Parkway, Suite 210C, Atlanta, GA 30349. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960, telephone (407) 567-4361; or Air Continental, Inc., One Continental Drive, Norwalk, Ohio 44857, telephone 1-800-321-4409/668-3088; or may examine these documents at the FAA, Office of the Assistant Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6119, AD 89-03-04) becomes effective February 24, 1989.
2010-23-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Some cases of corrosion were detected in the interface between the elevator hinges fittings (metallic) and the horizontal stabilizer (carbon fibre); investigation identified the cause in galvanic corrosion between dissimilar materials. If left uncorrected, this situation could lead to a structural failure of the elevator, which could result in possible loss of control of the aeroplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
87-04-19: 87-04-19 EON CORPORATION: Amendment 39-5552. Applies to EON Corporation TSO C22 safety belt assemblies incorporating E6000 buckle assemblies. \n\n\tCompliance is required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertent opening of safety belt assemblies, accomplish the following: \n\n\t\tA.\tInspect all EON Corporation TSO C22 safety belt assemblies to determine if they use E6000 buckle assemblies. If a safety belt assembly with E6000 buckles is installed, remove and replace it with another FAA-approved safety belt assembly. The removed belts, if not destroyed, must have the TSO approval markings either permanently obliterated or removed. \n\n\tNOTE: This type of buckle assembly has a front cover plate which is pivoted at one end and is pulled at the other end through an arc to release the latch from the buckle. The E6000 buckle assemblies can be identified by the type of catch they use. Figure 1 (following) shows theconfiguration of the catch and how it is located within the buckle assembly. \n\n\t\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis amendment becomes effective March 18, 1987.
87-24-12: 87-24-12 SHORT BROTHERS PLC: Amendment 39-5784. Applies to Short Brothers PLC Model SD3-30 series airplanes, serial numbers SH3002 through SH3107, SH3109 through SH3121, and SH3123 through SH3125 inclusive; and Model SD3-60 series airplanes, serial numbers SH3601 through SH3695 inclusive; certificated in any category. Compliance required within the next 180 days after the effective date of this AD, unless previously accomplished. To prevent fire caused by grounding of certain electrical contactors, accomplish the following: A. For Model SD3-30 series airplanes, modify the ECE electrical contactors on panels 1C and 2C in accordance with the Accomplishment Instructions of Shorts Service Bulletin SD330-24-21, Revision 1, dated October 1986. B. For Model SD3-60 series airplanes, modify the ECE electrical contactors on panels 1C and 2C in accordance with the Accomplishment Instructions of Shorts Service Bulletin SD360-24-06, dated August 1986. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, 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 the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Short Brothers, 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 January 14, 1988.
2010-20-23: The FAA is superseding an existing airworthiness directive (AD) for certain serial numbers (S/Ns) of Bombardier-Rotax GmbH type 912 F and 914 F series reciprocating engines. That AD currently requires initial and repetitive visual inspections of the engine crankcase for cracks. This AD requires those same inspections, adds the 912 S series to the affected population, adds a test procedure to determine the engine suitability for a special flight permit, and changes applicability from engine S/N to crankcase S/N. This AD results from an increase in the affected crankcase population. We are issuing this AD to prevent oil loss caused by cracks in the engine crankcase, which could lead to in-flight failure of the engine and forced landing.
2010-22-06: 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: An A330 experienced an uncommanded engine 1 in flight spool down, which occurred while applying fuel gravity feed procedure, in response to low pressure indications from all fuel boost pumps, in both left and right wings. The investigations revealed that the wing tank pressure switches P/N (part number) HTE69000-1 had frozen due to water accumulated in their external part, causing spurious low pressure indications. As per procedure, the main pumps are then switched off, increasing the level of unavailable fuel. This, in combination with very low fuel quantities or another independent trapped fuel failure scenarios, can lead to fuel starvation on the affected engine(s). * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
89-10-01: 89-10-01 BOEING: Amendment 39-6200. \n\n\tApplicability: Model 737-300 series airplanes, listed in Being Alert Service Bulletin 737-28A1077, dated October 6, 1988, certificated in any category. \n\n\tCompliance: Required within three months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent a fire hazard associated with a fuel leak, due to the fuel feed tube assembly chafing against the thermal anti-ice duct, accomplish the following: \n\n\tA.\tInspect and, if necessary, adjust fuel feed tube assembly clearance, in accordance with Boeing Alert Service Bulletin 737-28A1077, dated October 6, 1988. Replace chafed tubes, before further flight, with a serviceable tube. \n\n\tB.\tAccomplishment of the procedures specified in Boeing Alert Service Bulletin 737-28A1062 Revision 2, dated September 29, 1988, or Boeing Service Bulletin 737-28-1055 Revision 1, dated October 27, 1988, is an approved alternate means of compliance for the requirements of paragraph A., above. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which proves 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 may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with 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 Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents 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 (39-6200, AD 89-10-01) becomes effective on May 30, 1989.
2010-22-05: 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: When preparing for landing, the flight crew of a F28 Mark 0100 (Fokker 100) aeroplane observed a main landing gear (MLG) unsafe indication after landing gear down selection. * * * [T]he right (RH) MLG was partly extended and the left (LH) MLG door was open but without the MLG being extended. * * * Subsequent investigation revealed that the cause of the MLG extension problem was the (partially) blocked hydraulic return line from the MLG selector valve by pieces of hard plastic. These were identified as parts of the poppet seat of PBSOV [parking brake shut- off valve] Part Number (P/N) 70379. * * * This condition, if not detected and corrected, could lead to further events where the MLG fails to extend, possibly resulting in loss of control of the aeroplane during landing. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.