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2010-03-01: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI states: ``Recently, a report was received concerning the discovery of fragments of a plastic blanking plug (fitted to the harness belt buckle 5th attachment point) inside a seat harness belt buckle. Over time, this blanking plug hardens and becomes brittle. This condition, if not corrected, can lead to failure of the plug and fragments being caught inside the buckle, causing interference and preventing the belt from being released during an emergency evacuation of the aircraft." This AD requires actions that are intended to address this unsafe condition.
76-14-08: 76-14-08\tCESSNA: Amendment 39-2671. Applies to Model 177B (Serial Numbers 17702255 through 17702484, 17702486, 17702489, 17702492 and 17702494) and Model 177RG (Serial Numbers 177RG0700 through 177RG0883, 177RG0885 through 177RG0916, 177RG0919, 177RG0920, 177RG0922, 177RG0923, 177RG0925 through 177RG0928, 177RG0930, 177RG0933, 177RG0935 and 177RG0937) airplanes.\n\n\tCompliance: Required as indicated, unless already accomplished.\n\n\tTo assure proper attachment of the stabilator trim tab actuator to the trim tab linkage, accomplish the following prior to next flight:\n\n\tA.\tRemove round access panels located near the stabilator leading edge on the right and left side of the aircraft to gain access to the horizontal stabilator trim tab actuator.\n\n\tB.\t1. Visually inspect the -27 bolt which attaches the P/N 1260074-5 stabilator trim tab actuator to the P/N 1712142-1 bellcrank (refer to Figure 1) to determine if there is a nut installed on the end of the bolt.\n\n\tNOTE: The -27 boltmust have a head on one end and a nut on the other end (refer to Figure 1). \n\n\nFIGURE 1\nAD 76-14-08\n\n\t\t2.\tIf the -27 bolt has a nut installed (castellated nut with a cotter pin or a self-locking nut) and the nut is not loose, reinstall the access panels and accomplish Paragraph C below.\n\n\tNOTE: Except for those aircraft utilized in air carrier service, Paragraphs A, B.1., B.2. and C. may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned and operated by that person.\n\n\t\t3.\tIf the nut is loose or missing a certificated mechanic or certificated agency must install an AN3-6 bolt, AN960-10 washer, AN310-3 nut and MS24665-134 cotter pin in accordance with data in applicable Cessna maintenance manuals; reinstall the access panels; and accomplish Paragraphs C and D.\n\n\tC.\tMake an entry in the permanent maintenance records to be retained and transferred with the aircraft which includes: Identificationof the AD, method of compliance, date of compliance, and name, signature and certificate number of the pilot and/or mechanic or agency accomplishing the AD.\n\n\tD.\tWithin 48 hours after compliance with Paragraph B.3., notify in writing the Chief, Engineering and Manufacturing Branch, FAA, Central Region, Federal Building, 601 East 12th Street, Kansas City, Missouri 64106, of any missing or loose nuts, aircraft serial number, total aircraft time in service and date of last annual or 100-hour inspection on the airplane. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO174.)\n\n\tE.\tAny alternate means of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region.\n\n\tCessna Service Letter No. SE76-14 or later approved revisions covers the subject matter of this AD.\n\n\tThis amendment becomes effective July 22, 1976, to all persons except those to whom it was made effective earlier by air mail letters issued June 28, 1976.
92-07-09: 92-07-09 BOEING: Amendment 39-8205. Docket No. 91-NM-215-AD. Supersedes AD 90- 07-02, Amendment 39-6547. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes; equipped with Sperry SP300 Autopilot Flight Control Computers and Mode Control Panels (MCP); certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent uncommanded changes to the target altitude displayed in the altitude window of the autopilot mode control panel (MCP), accomplish the following: \n\n\t(a)\tFor Model 737-300 series airplanes: Within 10 days after April 5, 1990 (the effective date of AD 90-07-02, Amendment 39-6547), incorporate the following procedures into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t"Autopilot Limitations \n\t\tFor airplanes with SP300 autopilot MCP. Flightcrews must use the following \t\tprocedures: \n\n\t\t1. Check MCPsettings after any electrical power interruptions. \n\t\t2. Following change in ALT selection in the MCP window, check ALT display to \t\tensure desired altitude is displayed. \n\t\t3. Closely monitor altitude during all altitude changes to ensure that the \t\t\tautopilot captures and levels off at the desired altitude. \n\t\tNOTE: Standard 'callouts,' crew coordination, and cross-checking of MCP \t\tsettings and flight instruments are necessary to detect any nonselected MCP \t\tdisplay number changes." \n\n\t(b)\tFor all airplanes: Within 18 months after the effective date of this AD, modify the MCP in accordance with Boeing Alert Service Bulletin 737-22A1098, dated January 17, 1991. \n\n\t(c)\tAfter accomplishment of paragraph (b) of this AD, remove the AFM limitation that is specified in paragraph (a) of this AD. \n\n\tNOTE: For Model 737-400 and -500 series airplanes, this limitation was included in the amended type certificate, and must be deleted in accordance with this paragraph. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 737-22A1098, dated January 17, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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(g)\tThis amendment becomes effective on May 4, 1992.
92-19-11: 92-19-11 BOEING: Amendment 39-8369. Docket No. 92-NM-37-AD. Supersedes AD 90-17-06, Amendment 39-6691. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of cabin pressurization, accomplish the following: \n\n\t(a)\tFor airplanes having line numbers 001 through 1432, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection for cracks in the pressure floor, in accordance with Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981; or Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991. Accomplish the inspection prior to the compliance time specified in paragraph (a)(1) or (a)(2) of this AD, whichever occurs earlier: \n\n\t\t(1)\tPrior to the accumulation of 30,000 landings, or within 2,500 landings after January 20, 1989 (the effective date of AD 88-26-02, amendment 39-6089), whichever occurs later; or \n\n\t\t(2)\tPrior to the accumulation of 20,000 landings or within 2,500 landings after September 17, 1990 (the effective date of AD 90-17-06, amendment 39-6691), whichever occurs later. \n\n\t(b)\tFor airplanes defined as Group 2 in Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, and as Group I that have been modified in accordance with Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981: Prior to the accumulation of 20,000 landings since manufacture or within the next 2,500 landings after September 17, 1990 (the effective date of AD 90-17-06, Amendment 39-6691), whichever occurs later, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection to detect cracks in the pressure floor, in accordance with Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989; or Revision 4, dated June 27, 1991. \n\n\t(c)\tFor all airplanes listed in Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991: Prior to the accumulation of 20,000 landings since manufacture, or within the next 2,500 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection to detect cracks in the pressure floor adjacent to BS 950, outboard of BL 50, in accordance with Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991. \n\n\t(d)\tRepeat the inspection required by paragraphs (a), (b), or (c) of this AD, as applicable, at intervals as follows: \n\n\t\t(1)\tIf the previous inspection was accomplished using a visual or dye penetrant inspection technique, the next inspection must be accomplished within 4,000 landings. \n\n\t\t(2)\tIf the previous inspection was accomplished using an HFEC inspection technique, the next inspection must be accomplished within 5,000 landings. \n\n\t(e)\tIf cracks are detected as a result of any of the inspections required by this AD that do not exceed the limits listed in Table I in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, prior to further flight, repair in accordance with the interim repair described in Part II of the Accomplishment Instructions, or the permanent repair described in Part III of the Accomplishment Instructions of the service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992. The interim repair must be replaced within 600 landings after accomplishment with the permanent repair. \n\n\t(f)\tIf cracks are detected as a result of any of the inspections required by this AD that exceed the limits listed in Table I in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, prior to further flight, accomplish the permanent repair described in Part III of the Accomplishment Instructions of the service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision A. \n\n\t(g)\tBlind fasteners installed in accordance with Part III of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, are to be used as an interim repair only. The blind fasteners have a life limit of 10,000 landings before they must be replaced with solid fasteners in accordance with Part III of the service bulletin. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 2,500 landings. Blind fasteners installed prior to the effective date of this AD must be replaced prior to the accumulation of 10,000 landings or within 3,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(h)\tTerminating action for the repetitive inspection requirements of this AD is as follows: \n\n\t\t(1)\tIncorporation of the permanent repairs in accordance with paragraphs (e) or (f) of this AD terminates the repetitive inspection requirements of paragraph (d) of this AD for that area. Incorporation of the preventative modification described in Part IV of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, terminates the repetitive inspection requirement of paragraph (d) of this AD for that area. \n\n\t\t(2)\tRepair or modification in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t(i)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Seattle ACO. \n\n\t(j)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(k)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992; Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991; Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989; as applicable; and Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981, which contains the specified effective pages: \n\n\n\nPage Number\nRevision Level\nShown on Page\nDate\nShown on Page\n1-22, 25-26, 28-54 \n2\nMarch 20, 1981\n23-24, 27,\n1\nSeptember 19, 1980 \n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis amendment 39-8369, AD 92-19-11, supersedes AD 90-17-06, amendment 39-6691, which superseded AD 88-26-02, amendment 39-6089. \n\n\t(l)\tThis amendment becomes effective on December 14, 1992.
71-21-04: 71-21-04 GENERAL DYNAMICS: Amdt. 39-1308. Applies to Models 340, 440 and C- 131E Airplanes including those using turbopropeller power. Compliance required as indicated. To prevent failure of lockpins retaining the piston upper bearing and possible subsequent loss of the piston assembly from the main landing gear, accomplish the following: (a) Within the next 300 hours' time in service from the effective date of this AD, unless already accomplished within the last 1200 hours' time in service, and at intervals not to exceed 1500 hours' time in service thereafter, inspect the piston upper bearing retaining lockpins on those main landing gears known to have a single lockpin configuration or unknown lockpin configuration. 1. If loose or damaged lockpin(s) are discovered, replace lockpins before further flight. 2. Aircraft may be flown per FAR 21.197 to a base for rework. (b) Within 1000 hours' time in service from the effective date of this AD, unless already accomplished within the last 2000 hours' time in service, and thereafter at intervals not to exceed 3000 hours' time in service, inspect the piston upper bearing retaining lockpins on those main landing gears known to have more than a single lockpin configuration. 1. If loose or damaged lockpin(s) are discovered, replace lockpins before further flight. 2. Aircraft may be flown per FAR 21.197 to a base for rework. (c) The repetitive inspection intervals in (a) and (b) may be extended to 8000 hours when rework has been accomplished per Paragraph 2B, General Dynamics/Convair Service Bulletin No. 32-5, dated 3 September 1971, or later FAA approved revision, or a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Upon request of the operator, an FAA Air Carrier Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified inthis AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. This amendment becomes effective October 28, 1971.
2010-06-15: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines with certain low-pressure turbine (LPT) stage 3 disks installed. This AD requires fluorescent penetrant inspection (FPI) of the LPT stage 3 disk under certain conditions and removal of the disk from service before further flight if found cracked. This AD also requires initial and repetitive borescope inspections of the high-pressure turbine (HPT) rotor stage 1 and stage 2 blades for wear and damage, including excessive airfoil material loss. This AD results from three reports of uncontained failures of LPT stage 3 disks and eight reports of cracked LPT stage 3 disks found during shop visit inspections. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2010-06-16: We are adopting a new airworthiness directive (AD) for certain Model 767 series airplanes. This AD requires inspections for scribe lines in the fuselage skin at skin lap joints, the skin at certain external approved repairs, the skin around external features such as antennas, and the skin at decals; and related investigative and corrective actions if necessary. This AD results from reports of scribe lines found at skin lap joints and butt joints, around external repairs and antennas, and at locations where external decals had been cut. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin and cause sudden decompression of the airplane.
54-01-02: 54-01-02 HAMILTON STANDARD: Applies to Hamilton Standard Reversing Propellers Models 43D, 43E, 34D, 34E, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Return Springs; and Models 43E, 34D, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Inserts, on Boeing 377, Convair 240 and 340 Series, Douglas DC-6 Series, Lockheed 49 Series, Martin 202 and 404 Series Aircraft. Compliance required as indicated. Investigations of three recent incidents in commercial service in which the propeller inadvertently reversed during approach, have indicated the possibility that the low pitch stop wedge, under vibratory conditions, can move forward from its position under the stop levers, allowing the propeller to travel into the reverse range upon governor demand for lower pitch. Therefore, to minimize the forward forces applied against the stop wedge by piston-to-stop-lever contact at the low pitch position, it is necessary to remove the 2 degree pitch angle fromthe stop lever and wedge contact surfaces. Prior to June 1, 1954, rework all low pitch stop levers and wedges as specified in Hamilton Standard Service Bulletin No. 273 and its Supplement No. 273A. This supersedes AD 53-15-01.
2010-06-09: We are adopting a new airworthiness directive (AD) for certain Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD requires installing new operational program software for the autopilot flight director computers. This AD results from reports of rejected takeoffs at speeds above takeoff decision speed following inadvertent autopilot engagement on the ground, and from the discovery during flight simulations that the climb gradient is less than optimal for obstacle clearance during a performance-limited takeoff situation. We are issuing this AD to prevent inadvertent engagement of the autopilot during takeoff roll, which could result in rejected takeoff at rotation speed, and consequent possible overrun of the runway. We are also issuing this AD to prevent a lower-than-optimal climb gradient during takeoff, and consequent failure to clear obstacles on the ground during a performance-limited takeoff.
90-02-02: 90-02-02 BOEING: Amendment 39-6459. Docket No. 89-NM-260-AD. \n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure structural integrity of certain overhead stowage bin installations, accomplish the following: \n\n\tA. Deactivate the affected overhead stowage bins in accordance with paragraph III.A. of Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, Revision 1, dated December 21, 1989. The bins may be reactivated after modification of the upper deck floor beam/intercostals is accomplished in accordance with paragraph III.C. of the Alert Service Bulletins. \n\n\tB. 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, Seattle Aircraft Certification Office, 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, Seattle Aircraft Certification Office. \n\n\tC. 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 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 the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6459, AD 90-02-02) becomes effective on January 22, 1990.