Results
71-17-06: 71-17-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-1262. Applies to all Pratt & Whitney Aircraft JT12A-6, JT12A-6A, JT12A-8, and J60P-5B Turbojet engines. Compliance required as indicated. To prevent cracking and possible failure of stage 2, 3, 7 and 8 compressor rotor discs of life limits on these parts have been reduced below the figures currently approved. Unless already accomplished, remove from service stage 2, 3, 7 and 8 compressor rotor discs prior to reaching the revised life limit below or, within the next 30 cycles in service after the effective date of this airworthiness directive, whichever comes later. Part Number Previous Life Limit Cycles Revised Life Limit Cycles 406302 8000 6000 541902 8000 6000 406203 7500 4000 541903 7500 4000 426107 4000 2500 541907 4000 2500 406208 8000 5000 541908 8000 5000 NOTE: (The disc hour life limit as specified in Pratt & Whitney Aircraft Overhaul Manual Part No. 435108 Table of Limits Section XI has not been revised.) (Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time.) NOTE: P&WA Telegram PSE/AMG/1-7-13-1 covers this same subject. This amendment is effective August 17, 1971.
2014-15-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of a fractured wing-to-fuselage strut attachment joint bolt. This AD requires a torque check of all wing-to-fuselage strut attachment joint bolts, and repair or replacement if necessary. For certain airplanes, this AD also requires a detailed inspection for corrosion, damage, and wear of each wing-to-fuselage strut attachment joint bolt and associated hardware, and replacement if necessary; and a borescope inspection for corrosion and damage of the bore hole and barrel nut threads, and repair or replacement if necessary. We are issuing this AD to detect and correct fractured strut attachment joint bolts, which could result in reduced structural integrity of the wing-to-fuselage strut attachment joint and subsequent loss of the wing.
96-09-03: This amendment adopts a new airworthiness directive (AD), applicable to Societe Nationale Industrielle Aerospatiale and Eurocopter France Model SA-365N, N1, and N2 helicopters, that requires an inspection of the door jettison systems to determine if the handle shafts are locked to the jettison systems. If the inspection indicates the handle shafts are locked to the jettison systems, this AD requires installation of a snapwire on the jettison systems and a visual inspection of the door jettison handles to determine whether two spring pins are installed, and installation of a second spring pin, if necessary. If the initial inspection indicates that the handle shafts are not locked to the jettison systems, this AD requires replacement of the sheared spring pin with two spring pins. This amendment is prompted by a factory inspection performed by the manufacturer that revealed that the forward passenger door jettison handles may have been fitted with one spring pin instead of two spring pins at the door jettison handle attachment points. The actions specified by this AD are intended to prevent a loss of the doors in flight and subsequent damage to the horizontal stabilizer, main fin, or lateral fins.
2014-13-08: We are superseding Airworthiness Directive (AD) 2013-24-14 for Diamond Aircraft Industries GmbH Models DA40 and DA40F airplanes. 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 the fatigue strength found in the aft main spar not ensuring unlimited lifetime structural integrity. We are issuing this AD to require actions to address the unsafe condition on these products.
69-12-04: 69-12-04 BELLANCA: Amdt. 39-779. Applies to Models 14-19-3A (Serial Numbers 4229 thru 4342) and 17-30 (Serial Numbers 30001 thru 30164) Airplanes. Compliance: Required as indicated. To prevent failures of the stabilizer rear strut clevises, unless already accomplished, perform either A or B below: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, and thereafter at intervals of not to exceed 25 hours' time-in-service from the date of the last inspection, conduct a magnetic particle inspection of both P/N 193101-9 rear strut attach clevises in the area of the threaded shank. The clevises must be removed from the airplane to perform the inspection. If a crack is found during any inspection, before further flight, perform the replacement required by Paragraph B of this airworthiness directive. B) Within 25 hours' time-in-service after the effective date of this airworthiness directive, replace both P/N 193101-9 rear strutattach clevises with redesigned P/N 193130 rear strut attach clevises, in accordance with instructions contained in Bellanca Service Letter No. 50, dated May 28, 1969, or any other method approved as an equivalent by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Central Region. C) When the replacement described in Paragraph B of this airworthiness directive has been accomplished on both rear strut attach clevises, the inspections required by Paragraph A of this airworthiness directive are no longer required. This amendment becomes effective June 13, 1969.
2014-14-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD requires modification of the engine by removing an electronic engine control (EEC) incorporating EEC software standard A14 or earlier and installing an EEC eligible for installation. This AD was prompted by an uncontained multiple turbine blade failure on an RR RB211 Trent 772B turbofan engine. We are issuing this AD to prevent failure of the intermediate-pressure (IP) turbine disk drive arm or burst of the high-pressure turbine disk, which could lead to uncontained engine failure and damage to the airplane.
57-26-02: 57-26-02 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required not later than July 1, 1958. To preclude the possibility of the flap idler sprocket retaining nut, P/N 60903-39 and 60903-1151 from becoming unscrewed, the improved locking means for the sprocket shaft nuts at Nos. 1, 2, and 3 flap units should be incorporated. This consists of the installation of a screwed collar P/N 70103-4227 and a split pin, P/N SP9E10. Vickers PTL No. 174 and Modification Bulletin No. 2439 cover the same subject. Modification No. 2439 has been classified as essential by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
70-15-12: 70-15-12 SHORT BROTHERS AND HARLAND, LIMITED: Amdt. 39-1043. Applies to Model SC-7, Series III airplanes. To prevent cracking around the drain boss of the engine plenum chamber, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, incorporate Modification No. 1034 by installing flexible drain lines between the engine plenum chamber and bottom heat shield on both engines in accordance with Shorts Bulletin No. 71-56, Revision 1, dated May 20, 1970, or a later ARB-approved issue or an FAA approved equivalent. This amendment becomes effective July 23, 1970.
56-18-03: 56-18-03 DOUGLAS: Applies to All Models A-26B and A-26C Aircraft. Compliance required prior to September 5, 1956, and each periodic inspection thereafter. Numerous cases have been discovered of cracks in the nose gear cross beam assembly of certificated A-26 aircraft, developing at the inboard end of the trunnion journal. Accordingly, to reduce the possibility of failure of the wheel cross beam assemblies, the following inspection is required. (a) Remove the nose wheel cross beam assembly, P/N 5280335, or 5280336, or 5123942 or 5123943. (b) Using magnetic particle, dye penetrant or x-ray inspection equipment, inspect the 5-inch outboard portion of the beam and trunnion assembly for cracks, measuring from the trunnion journal inboard and paying particular attention to the area around the trunnion's shoulder and inboard of the welded area of the strap. (c) Cross beam assemblies found cracked during this inspection must be replaced. (USAF Technical Order 1B-26-519, dated April 9, 1956, covers this same subject.)
2014-12-12: We are adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC120B and EC130B4 helicopters. This AD requires replacing parts of the sliding door star support attachment assembly, depending on the outcome of required inspections. This AD is prompted by a report that passengers in a helicopter were forced to exit through the pilot door after landing because they could not open the sliding door from the inside. The actions of this AD are intended to prevent failure of the sliding door star support attachment, which could inhibit operation of a sliding door from inside, delaying the evacuation of passengers during an emergency.