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2010-17-12R1: The FAA is revising an existing airworthiness directive (AD) for the products listed above. This AD revision results from the need to correct the applicability paragraph of that AD, and 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: Strip results from some of the engines listed in the applicability section of this AD revealed excessively corroded low- pressure turbine disks stage 2 and stage 3. The corrosion is considered to be caused by the environment in which these engines are operated. Following a life assessment based on the strip findings it is concluded that inspections for corrosion attack are required. The action specified by this European Aviation Safety Agency (EASA) AD 2008-0122 was intended to avoid a failure of a low- pressure turbine disk stage 2 or stage 3 due to potential corrosion problems which could result in uncontained engine failure and damage to the airplane. It has been later realized that the same unsafe condition could potentially occur on more serial numbers for the Tay 650-15 engines and on the Tay 651-54 engines. This AD, superseding EASA AD 2008-0122, retaining its requirements, is therefore issued to expand the Applicability in adding further engine serial numbers for the Tay 650-15 engines and in adding the Tay 651-54 engines. We are issuing this AD to detect corrosion that could cause the stage 2 or stage 3 disk of the LP turbine to fail, uncontained engine failure, and damage to the airplane.
2008-19-05: The FAA is adopting a new airworthiness directive (AD) for Lycoming Engines (formerly Textron Lycoming) models 320, 360, and 540 series, ``Parallel Valve'' reciprocating engines, with certain Engine Components, Inc. (ECi) cylinder assemblies, part number (P/N) AEL65102 series ``Titan'', installed. This AD requires initial and repetitive visual inspections and compression tests to detect cracks at the head- to-barrel interface, replacement of cylinder assemblies found cracked, and replacement of certain cylinder assemblies, at new reduced times- in-service. This AD results from reports of 45 failures with head separations of ECi cylinder assemblies. We are issuing this AD to prevent loss of engine power due to cracks at the head-to-barrel interface in the cylinder assemblies and possible engine failure caused by separation of a cylinder head, which could result in loss of control of the aircraft.
92-24-07: 92-24-07 BOEING: Amendment 39-8412. Docket No. 92-NM-38-AD. \n\n\tApplicability: Boeing Model 747-300, 747-400, and 747-100B series airplanes delivered with stretched upper decks, and Boeing Model 747 series airplanes modified to have stretched upper decks; as listed in Boeing Service Bulletin 747-53-2327, dated December 5, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent reduced controllability of the airplane as a result of failure of the upper floor beams and probable interference with the control cables, accomplish the following: \n\n\t(a)\tConduct a high frequency eddy current inspection of the Body Station (BS) 860 and BS 980 upper deck floor beams to detect cracks, in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 1991, at the applicable time specified in subparagraph (a)(1) or (a)(2) of this AD. If cracks are found as a result of this inspection, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(1)\tFor Boeing Model 747-300, -400, and -100B series airplanes delivered with stretched upper decks: Prior to the accumulation of 20,000 flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor Boeing Model 747 series airplanes modified to have stretched upper decks: Prior to the accumulation of 20,000 flight cycles after incorporation of the stretched upper deck modification, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t(b)\tIf no cracks are found as a result of the inspection required by paragraph (a) of this AD, reinforce the BS 860 and BS 980 upper deck floor beams in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 1991, at the applicable time specified in subparagraph (b)(1) or (b)(2) of this AD. \n\n\t\t(1)\tFor Boeing Model 747-300, -400, and -100B series airplanes delivered with stretched upper decks: Prior to the accumulation of 20,000 flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor Boeing Model 747 series airplanes modified to have stretched upper decks: Prior to the accumulation of 20,000 flight cycles after incorporation of the stretched upper deck modification, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later. \n\n\t(c)\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), FAA, Transport Airplane Directorate. 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 Seattle ACO. \n\n\t(d)\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(e)\tThe inspection and reinforcement shall be done in accordance with Boeing Service Bulletin 747-53-2327, dated December 5, 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 98124-2207. 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\t(f)\tThis amendment becomes effective on December 15, 1992.
95-01-06 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -300 series airplanes, that currently requires inspections to detect cracking in the radii on the support angles on the lower jamb (latch lug fittings) of the main deck cargo door, and replacement of cracked parts. That amendment was prompted by reports of premature fatigue cracking on the support angles on the lower jamb of the main deck cargo door. The actions specified in that AD are intended to prevent in-flight separation of the main deck cargo door from the airplane due to fatigue cracking on the support angles on the lower door jamb. This amendment requires a change in the cognizant aircraft certification office for requesting approvals of alternative methods of compliance with the provisions of this AD.
86-09-07 R1: 86-09-07 R1 BOEING: Amendment 39-5306 as amended by Amendment 39-5580. Applies to Model 747 series airplanes listed in Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, certificated in any category. \n\n\tTo prevent a condition that could lead to depressurization of the airplane accomplish the following, unless already accomplished: \n\n\tA.\tPerform an external visual inspection of lower longitudinal lap joint areas for corrosion in accordance with Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA- approved revision. \n\n\t\t1.\tInspect within the next 100 landings after the effective date of this amendment, or within 4,000 flight hours or 15 months from the last inspection of each lap joint area, provided no corrosion was found at that inspection, whichever is later. \n\n\t\t2.\tIf corrosion is found and is associated with cracks, skin penetration, or missing fasteners; or if it exceeds a total length of 20 inches along any 40-inch distance; repair before further flight in accordance with paragraph C., below. Reinspect airplanes with less severe corrosion at intervals not to exceed 1,000 flight hours or 6 months, whichever is sooner. \n\n\t\t3.\tIf no corrosion is found, reinspect at intervals not to exceed 4,000 flight hours or 15 months, whichever is sooner. \n\n\tB.\tIf corrosion is found in the longitudinal lap joint area, perform an internal inspection of the body frames for cracking in the vicinity of each corroded lap joint area before further flight in accordance with Boeing Alert Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA- approved revision, unless already accomplished within the last 1,000 landings. Repeat the frame inspections thereafter at intervals not to exceed 1,000 landings until terminating action is performed on the lap joints in accordance with paragraph C., below. Repair cracks before further flight in accordance with an FAA-approved method. \n\n\tC.\tTerminating action for the repetitiveinspections of paragraphs A. and B., above, is repair of the lap joints in accordance with Boeing Service Bulletin 747-53A2267, dated March 28, 1986, or later FAA-approved revision. \n\n\tD.\tApply organic corrosion inhibiting compound in accordance with Boeing Service Bulletin 747-53A2267, Revision 1, dated September 25, 1986, or later FAA-approved revisions. \n\n\tE.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 2.0 psi. \n\n\tF.\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\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of inspections and/or modifications requiredby this AD. \n\n\tH.\tFor Boeing Model 747SR airplanes only, based on continued mixed operation of cabin pressure differentials, the reinspection intervals specified in paragraph B. of this AD may be multiplied by a 1.2 adjustment factor. \n\n\tAll persons affected by this proposal who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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. \n\n\tAmendment 39-5306 superseded AD 76-05-05, Amendment 39-2538, as amended by Amendments 39-2698, 39-2961, and 39-3430. \n\n\tAmendment 39-5306 became effective May 27, 1986. \n\tThis amendment, 39-5580, becomes effective March 30, 1987.
95-23-09: This amendment supersedes an existing airworthiness directive (AD), applicable to McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes, that currently requires the implementation of a program of structural inspections to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This amendment requires clarification of some Principle Structural Elements (PSE) and some non-destructive inspection (NDI) procedures. This amendment is prompted by new data submitted by the manufacturer indicating that certain revisions to the program are necessary in order to clarify some PSE's and some NDI procedures. The actions specified by this AD are intended to prevent fatigue cracking that could compromise the structural integrity of these airplanes.
87-26-02 R1: 87-26-02 R1 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-5795 as revised by Amendment 39-6313. (Docket No. 87-SW-39-AD) \n\n\tApplicability: Model BO-105 series helicopters, certificated in any category, equipped with main rotor blade rotating control rod ends, P/N's 105-13141.01 and 105-13142.01. \n\n\tCompliance: Required as indicated unless already accomplished. \n\n\tTo detect and prevent fatigue cracks in the threads of the main rotor pitch links rod ends, accomplish the following: \n\n\t(a)\tBefore the first flight of each day after the effective date of this AD, check the main rotor control rods for binding of the spherical bearings as follows: \n\n\t\t(1)\tCheck the bearings on each control rod by rotating the rod about its longitudinal axis by hand. This check may be conducted by the pilot and must be recorded in accordance with Section 43.9. \n\n\tNOTE: The pilot, when complying, must make appropriate entries and the record must be maintained per Section 91.173 or Section 135.439. \n\n\t\t(2)\tInspect and rework control rods containing a binding bearing in accordance with paragraphs (b)(1) through (b)(7) before further use. \n\n\t(b)\tWithin the next 50 hours' time in service after the effective date of this AD, conduct the following main rotor control rod inspection for cracks and spherical bearing torque determination: \n\n\t\t(1)\tRemove the control rods from the helicopter. \n\n\t\t(2)\tRemove the rod ends from the control rods. \n\n\t\t(3)\tMeasure the force required to rotate the inner race of the rod end bearings in the circumferential direction around a bolt centerline (ref. figure No.1). \n\n\t\t(4)\tIf the bearing torque (force X moment arm) required to rotate the bearing inner race is more than 1.5 NM (13.3 in-lbs), accomplish either of the following-- \n\n\t\t\t(i)\tReplace the affected bearing and repeat the step in paragraph (b)(3); or \n\n\t\t\t(ii)\tReduce the bearing friction by installing a bolt through the bearing inner race and tighten with a nut. Then, using a drill, spin the bearing at 60 to 100 RPM for 1- or 2-minute periods until friction torque is reduced to 1.5 NM (13.3 in-lbs) or below. Monitor temperature constantly to avoid overheating. (Bearing axial and radial play is not allowed.) \n\n\t\t(5)\tInspect the rod end threads as follows: \n\n\t\t\t(i)\tWrap the spherical bearing and rod in suitable adhesive tape to prevent cleaning solvent and wet developer from entering the bearing (ref. figure No.2). \n\n\t\t\t(ii)\tRemove residual sealing compound, grease, and dirt from the threaded area of the rod ends. \n\n\t\t\t(iii)\tVisually inspect the threaded area of the rod ends for corrosion. \n\n\t\t\t(iv)\tInspect the threaded area of the rod ends for cracks by fluorescent magnetic particle or fluorescent dye penetrant inspection methods. \n\n\t\t(6)\tReplace before further flight any rod ends found to be cracked or corroded. Install serviceable parts. \n\n\tNOTE: Operators are asked to submit rod ends removed as a result of this AD to MBB, DepartmentLV52, together with the helicopter serial number, flight hours, and service time, if known. \n\n\t\t(7)\tInstall serviceable main rotor control rods in accordance with the applicable maintenance manual instructions. \n\n\tNOTE: MBB ASB No. BO-105-10-103 dated October 28, 1987, pertains to this inspection and rework. \n\n\t(c)\tRepeat the inspections of paragraphs (b)(3) through (b)(6) after each rod end bearing replacement. \n\n\t(d)\tReport pitch link cracks by the inspections of paragraph (b) of this AD to the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100 within 10 days of the inspection. Provide aircraft serial number, total time, and time since the last pitch link rework, if any. (Reporting is approved by the Office of Management and Budget under OMB No. 2120-1156.) \n\n\t(e)\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Aircraft Certification Division, Federal Aviation Administration, Southwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period if the request contains substantiating data to justify the increase for that operator. \n\n\t(f)\tAn alternate method of compliance which provides an equivalent level of safety with the requirements of this AD may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100 or by the Manager, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, APO NY 09667. \n\n\t(g)\tIn accordance with FAR Section 21.197 and 21.199, flight is permitted to a base where the inspections required by this AD may be accomplished. \n\n\tThis amendment (39-6313) revises Amendment 39-5795 (52 FR 46991; December 11, 1987), AD 87-26-02, which became effective on December 31, 1987. \n\n\tThis amendment (39-6313, AD 87-26-02 R1) becomes effective on September 26, 1989. \n\n\n\n\n\t\t\t\tBEARING FRICTION MEASUREMENT \n\t\t\t\t\tFIGURE NO. 1 \n\t\t\t\t\tAD 87-26-02 R1 \n\n\n\n\n\n\t\t\t\tROD END WITH BEARING TAPED \n\n\t\t\t\t\tFIGURE NO. 2 \n\t\t\t\t AD 87-26-02 R1
2010-22-07: This amendment supersedes an existing airworthiness directive (AD) for the Eurocopter Deutschland GmbH (ECD) Model MBB BK 117 C-2 helicopters. This amendment results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD states there was an in- flight incident in which a dynamic weight broke off the control lever leading to considerable vibrations. A visual inspection revealed that the threaded bolt of the control lever had broken off. The actions specified by this AD are intended to prevent separation of dynamic weights, severe vibration, and subsequent loss of control of the helicopter.
2010-22-09: 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: This Airworthiness Directive (AD) is prompted due to an occurrence when an aircraft had a partial in-flight separation of the aileron outboard bearing support. The aileron outboard bearing supports are attached with two forward attachment bolts and two aft attachment bolts. The forward attachment bolts are approximately 3.2 mm (0.125 inch) longer than the aft attachment bolts. If the aileron outboard bearing supports have been removed, it is possible that during the reinstallation of the aileron outboard bearing supports, the attachment bolts can be installed in wrong positions. Bolts that are installed in wrong positions can damage the threads in the rear attachment anchor nuts. Such a condition, if left uncorrected, could lead to in-flight separation of the aileron outboard bearing support, and as a consequence, the loss or limited controllability of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-26-02: 90-26-02 BOEING: Amendment 39-6829. Docket No. 90-NM-244-AD. \n\n\tApplicability: Model 747-400 series airplanes listed in Boeing Alert Service Bulletin 747-26A2170, dated July 5, 1990; and Model 767 series airplanes listed in Boeing Alert Service Bulletin 767-26A0068, Revision 1, dated September 18, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent insufficient cargo fire protection, which could result in significant damage to the airplane in the event of a cargo compartment fire, accomplish the following: \n\n\tA.\tFor Model 747-400 series airplanes, within 30 days after October 1, 1990 (the effective date of Amendment 39-6736, AD 90-19-11), inspect the cargo compartment fire extinguisher orifices in accordance with Boeing Alert Service Bulletin 747-26A2170, dated July 5, 1990. If the part number does not match any number specified as the correct number in the service bulletin, prior to further flight withcargo in that compartment, replace with a correct part. \n\n\tB.\tFor Model 767-300 series airplanes listed in Boeing Alert Service Bulletin 767- 26A0068, dated July 5, 1990: \n\n\t\t1.\tWithin 30 days after October 1, 1990 (the effective date of Amendment 39-6736, AD 90-19-11), inspect the forward cargo compartment fire extinguisher orifices to determine the part number installed, in accordance with Boeing Alert Service Bulletin 767- 26A0068, dated July 5, 1990. If the part number does not match any number specified as the correct number in that service bulletin, prior to further flight with cargo in that compartment, replace with a correct part. \n\n\t\t2.\tWithin 30 days after the effective date of this amendment, inspect the aft cargo compartment fire extinguisher orifices to determine the part number installed, in accordance with Boeing Alert Service Bulletin 767-26A0068, Revision 1, dated September 18, 1990. If the part number does not match any number specified as the correct numberin that service bulletin, prior to further flight with cargo in that compartment, replace with a correct part. \n\n\tC.\tFor Model 767 series airplanes listed in Boeing Alert Service Bulletin 767- 26A0068, Revision 1, dated September 18, 1990, other than those that are subject to paragraph B. of this AD, within 30 days after the effective date of this amendment, inspect the cargo compartment fire extinguisher orifices to determine the part number installed, in accordance with that service bulletin. If the part number in the service bulletin does not match any number specified as the correct number in the service bulletin, prior to further flight with cargo in that compartment, replace with a correct part.\n\n\tD.\tWithin 10 days after the inspection required by paragraph A., B., or C. of this AD, if configuration discrepancies are discovered, submit a report of findings to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 1601Lind Avenue S.W., Renton, Washington 98055-4056. The report must include the airplane serial number. \n\n\tE.\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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tF.\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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information maybe examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-26-02 supersedes AD 90-19-11, Amendment 39-6736. \n\tThis amendment (39-6829, AD 90-26-02) becomes effective on December 27, 1990.