Results
95-25-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to limit the revolutions per minute (RPM) of the propeller during ground operation, and removing and installing a new placard. This AD also requires revising the FAA-approved maintenance program to limit the maximum RPM of the propeller during ground operations. This amendment is prompted by reports of failures of in-service propellers and subsequent testing, which revealed that operating the propeller at or near certain nominal propeller RPM produces high vibration stress. The actions specified in this AD are intended to limit exposure to high vibration stresses during ground operations under certain weather conditions; this situation could accelerate fatigue cracking if corrosion is present in the propeller, which could lead to the failure of the propeller and subsequent reduced controllability of the airplane.
2012-04-08: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-102, -103, and -106 airplanes and Model DHC-8-200, -300, and -400 series airplanes. This AD was prompted by reports of cracking of the DHC-8 Series 100 rudder actuator mounting bracket. This AD requires modifying the mounting adapters of the power control unit (PCU). We are issuing this AD to prevent loss of both rudder PCU actuators which could result in free play of the rudder control surface and loss of controllability of the airplane.
98-18-05: This amendment adopts a new airworthiness directive (AD) that applies to all Alexander Schleicher Segelflugzeugbau (Alexander Schleicher ) Models K 8 and K 8 B sailplanes. This AD requires inspecting the canopy hood lock assembly to assure that the height of the cam is at least 2 millimeters (mm), and modifying or replacing any canopy hood lock assembly where the cam is less than 2 mm in height. 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 the canopy from coming open in flight because the height of the locking cam is less than 2 mm, which could result in loss of the canopy with consequent pilot injury.
97-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires a one-time inspection for damage caused by arcing and overheating of the electrical ground posts ("earth posts") and ground cables for the direct current (DC) power generation and propeller de-icing systems of the left and right engines; and repair and replacement, if necessary. This amendment also requires the eventual replacement of earth posts with new posts. This amendment is prompted by reports indicating that earth posts on some airplanes have failed due to overheating. The actions specified by this AD are intended to prevent potential consequences of overheating, such as failure of the DC power generation and propeller de-icing systems.
91-13-07: 91-13-07 BRITISH AEROSPACE: Amendment 39-7038. Docket No. 91-NM-27-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes, pre-modifications HCM01159A and HCM00967A, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent inadvertent application of the parking brake, and subsequent reduced controllability of the airplane during takeoff or landing, accomplish the following: A. Within 90 days after the effective date of this AD, install a new washer in the parking brake selector assembly, in accordance with British Aerospace Service Bulletin 32-104-01159A, dated October 1, 1990 (Modification No. HCM01159A). B. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This Amendment (39-7038, AD 91-13-07) becomes effective on July 15, 1991.
2012-04-04: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines, including models with any dash number suffix. This AD was prompted by an engine overspeed event that occurred during taxi and resulted in a high-pressure compressor surge and tailpipe fire. This AD requires replacing Pratt & Whitney fuel metering units (FMUs), part numbers (P/Ns) 53T335 (HS 801000-1), 55T423 (HS 801000-2), and 50U150 (HS 801000-3) at the next shop visit after the effective date of this AD. We are issuing this AD to prevent engine overspeed on these engines, which could result in an uncontained engine failure and damage to the airplane.
2012-03-12: We are adopting a new airworthiness directive (AD) for all GE CF6-80C2 model turbofan engines, including engines marked on the engine data plate as CF6-80C2B7F1. This AD was prompted by a report of a supplier shipping a batch of nonconforming No. 3 bearing packings that had incorrect cooling holes and by subsequent reports of nonconforming No. 3 bearing packings being installed on engines in service. This AD requires a one-time inspection of the No. 3 bearing packing for an incorrect cooling hole size and, if it is found nonconforming, removing the packing and removing certain engine rotating life-limited parts (LLPs), if they were operated with unacceptable rotor bore cooling flow for a specified number of cycles. We are issuing this AD to prevent an uncontained failure of the high-pressure compressor (HPC) rotor or the low-pressure turbine (LPT) rotor, or both, which could cause damage to the airplane.
90-07-08 R1: 90-07-08 R1 S.E.L.A. LABORATOIRE ABADIE (SELA): Amendment 39-6546 as revised by Amendment 39-6627. Applicability: Fluorescent lighting lamp connectors, Part Number (P/N) 3185-1A, and Remote Power Units (RPU), P/Ns TR 992, TR 992A, TR 992-1, TR 992-3, TR 992-4, and TR 992-5, manufactured by SELA, and installed in, but not limited to AMD-BA Falcon Models 10, 20, 50, 900, BAe Jetstream Models 3101 and 3201, CASA Model 235, Embraer Model EMB-120, and SAAB-Scania Model SF 340A airplanes certificated in any category. NOTE 1: SELA and Aerospace Lighting Corporation (ALC) components are similar in size, shape and color and have similar part numbers. They may be identified by trademark. The SELA RPU can be identified by a starburst pattern incorporating the text "laboratoire, abadie, France." The ALC RPU can be identified by a stylized ALC logo with "Aerospace Lighting Corp" in smaller print beneath the logo. The ALC lamp connector has "ALC" molded into the gray body of theconical piece of the connector body with a black lock ring. The SELA lamp connector is stamped in yellow ink on a black connector body with a gray lock ring. The ALC lamp can be positively identified by the presence of a small hole in the locking channel of each blue plastic end piece. Compliance: Required as indicated in the body of the AD, unless already accomplished per AD 90-07-08. To prevent smoke, fire, and possible electrical shock, or electromagnetic interference to flight critical or essential systems, accomplish the following: (a) If the cabin fluorescent lighting system is not deactivated, within the next 30 days after the effective date of this AD, and thereafter until the actions described in paragraph (b) of this AD are accomplished, insert a copy of this AD into the limitations section of the airplane flight manual, and prior to each takeoff where cabin fluorescent lights are used: Visually check the cabin fluorescent lighting, and remedy as follows:(1) Replace all failed lamps prior to further flight. (2) Replace all failing lamps which have noticeably less illumination (darker) than adjacent lamps within the next 10 hours time-in-service after the lamp condition is found. (b) If the cabin fluorescent lighting system is not deactivated, within the next 120 days after the effective date of this AD, visually inspect all cabin fluorescent lighting system components, and prior to further flight remedy all defects found following the instructions in this AD. If the cabin fluorescent lighting system is deactivated as described in paragraph (c) of this AD, the inspection described in this paragraph is not required until the fluorescent lighting system is reactivated. NOTE 2: The aircraft manufacturer's maintenance manual, the installer's maintenance manual, other service information, SELA Technical Data Sheet (TDS) REF 90/11980, dated February 9, 1990, or Bigorre Aerospace Corporation (BAC) "How To" Number 1Manual, dated May 10, 1989, contains information which supplements the instructions described in this AD. This information is important to proper maintenance and replacement of defective components. (1) Insure that the aircraft manufacturer's instructions regarding electrical safety precautions are followed. NOTE 3: Hazardous voltages may exist in the fluorescent lighting system. (2) Visually inspect all installed SELA RPUs (P/Ns) TR992, TR 992A, TR 992-1, TR 992-3, TR 992-4, and TR 992-5 wiring harnesses: (i) If charred, burned, or peeling insulation on wires is found, replace the RPU assembly as a unit. No repairs of the high voltage wires may be made except for the installation of the lamp connector. (ii) Remove and discard any foil insulation installed around the RPU. (iii) Remove all tywraps where wires may be bundled together and inspect the wire insulation for crimps, kinks, or abrasion. Replace the RPU if the insulation is damaged. Donot fold the wire harness against itself. (iv) Insure that the wire insulation is protected from abrasion against the aircraft structure by use of grommets, standoffs, or similar items. (v) Measure the length of the output wires from the RPU termination to the lamp connectors. Insure that each high voltage wire does not exceed 78 inches (2M) in length. If the wire exceeds 78 inches, cut the lamp connector end of the wire and install a new fitting (P/N 3185-5) by stripping between 0.12 inch (3mm), and 0.20 inch (5mm) of the insulation from the end of the wire and crimping the fitting onto the wire with Deutsch crimping pliers P/N 15500 and SELA positioner P/N 3185-8 in place of Deutsch positioner 20 MS (red), or Burndy M10S-1 crimping tool with S-6A die, or SELA/BAC approved equivalent. Do not solder the wire into the fitting. (3) Each lamp shall be installed only into 2 connectors made by the same manufacturer as the lamp. (4) Visually inspect all lamp connector assemblies and for each such assembly: (i) Replace all burned, melted, cracked, or incorrectly installed lamp connectors, (SELA TDS REF 90/11980 dated February 9, 1990, provides installation criteria). (ii) Insure that the lamp connector spring (P/N 3185-22), is free to move within the connector, is unbroken and undamaged, and the wire does not bind within the connector. After the lamp connector is correctly installed on the lamp, the spring will not move freely. (iii) Insure that the contact fitting (P/N 3185-5) is properly crimped and is not soldered onto the wire. (iv) Insure that the contact fitting is installed flush over the end of the lamp contact with no gap between the fitting and the mating end of the lamp. (v) Insure that the lamp connector body (P/N 3185-7) is installed first over the lamp until it "clicks" into position. There should be no more than a 0.04 inch (1mm) gap between the connector body and the lamp end. Slide thelocking sleeve (P/N 3185-15) over the connector body. Do not slide the locking sleeve onto the connector before installation on the lamp. (vi) Insure that there are no bare wires or stray wire strands at the end of the connector after assembly. NOTE 4: High voltage potentials may exist between adjacent output wires and hasten the formation of arcing damage. (5) Insert the lamp into no more than 2 clips insuring a snug fit. Insure that lamp clips are properly secured to the airplane structure. Reposition any lamps that contact this structure. (c) The cabin fluorescent lighting system may be deactivated in accordance with the following instructions: (1) If the deactivation is accomplished by tripping a circuit breaker (CB), then the CB must be tywrapped in the tripped position, or a collar installed which prevents resetting of the CB. NOTE 5: Some airplane installations may power this system through more than one switch or circuit. In those cases,the fluorescent lighting system power lead must be removed, capped, and stowed so that no combination of switch selections will power the cabin fluorescent lights. (2) A placard is placed in proximity to the cabin fluorescent lighting system control stating that the system is deactivated. (3) That prior to each boarding of passengers at night or during reduced light conditions, the flight crew must ensure that one passenger reading light per row and all vestibule lights are illuminated. (4) That prior to deplaning passengers at night or during reduced light conditions, the flight crew: (a) Request that all passengers turn on the reading light above their seat, and (b) Ensure that the vestibule lighting is illuminated. (5) All other cabin lights are required to be operable. (d) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) The visual check, only, required by paragraph (a) of this AD, may be accomplished by a certificated flightcrew member. NOTE 6: When the checks required by paragraph (a) of this AD are accomplished by a flightcrew member pursuant to the restrictions specified in paragraph (e) of this AD, maintenance records must be maintained as required by FAR 91.173, 121.380, or 135.439 as applicable and a maintenance record is not required unless a defect is found. (f) An alternate method of compliance or adjustment of the compliance times which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. NOTE 7: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. All persons affected by this directive may obtain copies of the documents referred to herein upon request to S.E.L.A. Laboratoire Abadie, BP No. 1 65500, Vic En Bigorre, France; Telephone (33) 62.96.71.56; Facsimile (33) 62.96.23.09, or Bigorre Aerospace Corporation (BAC), Suite 1107, 6543-46th Street North, Pinellas Park, Florida 34665; Telephone (813) 525-8115; Facsimile (813) 522-5820; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment revises AD 90-07-08, Amendment 39-6546. This amendment (39-6627, AD 90-07-08 R1) becomes effective on July 2, 1990.
98-18-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires modification of the wiring of the strake ice protection system (SIPS). This amendment is prompted by a report of a fire in the electrical and electronic compartment of a Model MD-90-30 series airplane. The actions specified by this AD are intended to prevent an electrical short circuit of the wiring of the SIPS, which could result in a fire in the electrical and electronic compartment of the airplane.
2018-04-03: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD was prompted by a report that a jammed control cable prevented the full extension of the nose landing gear (LG). This AD requires a general visual inspection of the LG handle teleflex cable conduit connector for the presence of a grease nipple, a maintenance records check of affected airplanes, a detailed inspection for [[Page 7969]] corrosion and damage of the LG handle teleflex cable, and corrective actions if necessary. This AD also requires revising the maintenance or inspection program, as applicable. We are issuing this AD to address the unsafe condition on these products.