Results
77-15-13: 77-15-13 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2983. Applies to Model DH-114 airplanes certificated in all categories. Compliance is required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent the possible seizure of the main landing gear damper ram, and consequent damage to the aircraft upon landing, accomplish the following: (a) Modify the damper ram, P/N AC11164, in accordance with Part A of the section entitled "Accomplishment Instructions" of Dunlop Aviation Division Service Bulletin 32-824, dated April 5, 1973, or an FAA-approved equivalent. (b) Upon completion of the modification specified in paragraph (a) of this AD, reidentify the modified damper ram as P/N AC65528, Mod. 1. (Hawker Siddeley Aviation, Ltd., Series: Heron (114), TNS. U.15, Issue 2, dated April 30, 1973, refers to this same subject.) This amendment becomes effective August 24, 1977.
2021-22-19: The FAA is superseding Airworthiness Directive (AD) 2011-07-02 for all Pratt & Whitney (P&W) JT8D-209, JT8D-217, JT8D-217A, JT8D-217C, and JT8D-219 model turbofan engines. AD 2011-07-02 required initial and repetitive torque inspections of the 3rd-stage and 4th-stage low- pressure turbine (LPT) blades. AD 2011-07-02 also required replacement of the LPT blade if wear limits are exceeded, replacement of the LPT- to-exhaust case bolts and nuts, and installation of crushable sleeve spacers on the bolts. This AD was prompted by a report of an MD-82 airplane, equipped with a JT8D-217C model turbofan engine, experiencing an engine surge that resulted in the fracture of the LPT blade and uncontained release of the LPT blade. This AD retains certain requirements of AD 2011-07-02, while revising the inspection thresholds and replacement intervals for the 3rd-stage and 4th-stage LPT blades. The FAA is issuing this AD to address the unsafe condition on these products.
91-18-01: 91-18-01 AIRBUS INDUSTRIE: Amendment 39-8004. Docket No. 91-NM-135-AD. Applicability: Model A300 B2-1C, B2K-3C, and B2-203 series airplanes, on which Modification Number 7811H1110 (described in Airbus Industrie Service Bulletin A300-57-165, dated May 21, 1990) has not been accomplished, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wings, accomplish the following: (a) Prior to the accumulation of 11,000 landings, or within the next 25 landings after the effective date of this AD, whichever occurs later, perform a high frequency eddy current inspection of the vertical web of the front spar of both wings between ribs 10 and 11 to detect cracks, in accordance with Airbus Industrie All-Operators Telex (AOT) 57-03, Issue 2, dated June 13, 1991. Repeat this inspection at intervals not to exceed 25 landings thereafter, in accordance with AOT 57-04, dated June 21, 1991.(b) If cracks are found as a result of the initial or repetitive inspections, repair prior to further flight, in accordance with Airbus Industrie All-Operators Telex 57-03, Issue 2, dated June 13, 1991. (c) 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. (d) 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. (e) The inspection and repair requirements shall be done in accordance with Airbus Industrie All-Operators Telex (AOT) 57-03, Issue 2, dated June 13, 1991, and AOT 57-04, dated June 21, 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8004, AD 91-18-01) becomes effective on September 3, 1991.
98-25-09: 98-25-09 BOMBARDIER, INC. (Formerly de Havilland, Inc.): Amendment 39-10935. Docket 98-NM-237-AD. Applicability: Model DHC-7-1, -100, -101, -102, and -103 series airplanes, having serial numbers (S/N) 003 through 113 inclusive; and Model DHC-8-100, -200, and -300 series airplanes, having S/N's 003 through 498 inclusive; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the brake shuttle valves, and consequent loss of the brake effectiveness, due to installation of improper filter fittings, which could reduce controllability of the airplane during taxi, takeoff, and landing roll, accomplish the following: (a) Within 3 months after the effective date of this AD, perform a one-time visual inspection to determine the serial numbers of the brake shuttle valves of the main landing gear (MLG), in accordance with Bombardier Alert Service Bulletin S.B. A7-32-102, Revision `A,' dated November 26, 1997 (for Model DHC-7 series airplanes), or S.B. A8-32-139, Revision `A,' dated December 19, 1997 (for Model DHC-8 series airplanes), as applicable. If any brake shuttle valve having S/N 2162A through 2244A inclusive is installed, prior to further flight, replace the filter fittings with new filter fittings, in accordance with the applicable alert service bulletin. (b) As of the effective date of this AD, no person shall install a brake shuttle valve having part number 5084-1 on any airplane, unless it has been inspected and any defective filter fitting replaced, in accordance with the requirements of this AD. (c) An 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspection and replacement shall be done in accordance with Bombardier Alert Service Bulletin S.B. A7-32-102, Revision `A,' dated November 26, 1997, or Bombardier Alert Service Bulletin S.B. A8-32-139, Revision 'A,' dated December 19, 1997, as applicable. 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 Bombardier, Inc., Bombardier Regional Aircraft Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. NOTE 3: The subject of this AD is addressed in Canadian airworthiness directive CF-98-05, dated March 2, 1998. (f) This amendment becomes effective on January 14, 1999.
94-15-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42-300 and -320 series airplanes. This action requires an inspection to verify that the cables supplying power to the aileron trim are adequately protected and to detect any damage to these cables. This amendment also requires installation of protective sleeves on unprotected cables, and replacement of damaged cables. This amendment is prompted by reports of a short circuit of these cables due to worn protective sleeves. The actions specified in this AD are intended to prevent short circuiting of the cables that supply power to the aileron trim, which could lead to loss of aileron trim control.
93-16-01: 93-16-01 AEROSPATIALE: Amendment 39-8658. Docket 92-NM-218-AD. Applicability: Model ATR72-100 and -200 series airplanes, equipped with main landing gear (MLG) side braces having part number (P/N) D23207000 or D23207000-1, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent collapse of the landing gear, accomplish the following: (a) Prior to the accumulation of 7,500 landings on the MLG side brace or within the next 100 landings after the effective date of this AD, whichever occurs later, replace any side brace having P/N D23207000 or D23207000-1 with a repaired or modified side brace having P/N D23207000-2, in accordance with Aerospatiale Service Bulletin ATR72-32-1011, dated August 7, 1992. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Standardization Branch, ANM-113. (c) Special 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. (d) The replacement shall be done in accordance with Aerospatiale Service Bulletin ATR72-32-1011, dated August 7, 1992. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. 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. (e) This amendment becomes effective on October 7, 1993.
2009-09-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2009-09-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (Eurocopter) Model EC225LP helicopters by individual letters. This AD requires, before further flight, determining if the "CHIP'' detector light on the instrument panel (Vehicle Monitoring System Screen) previously illuminated. If the "CHIP'' detector light did illuminate and it illuminated because of a metal particle on the magnetic plug of the epicyclic reduction gear module (module) of the main gearbox (MGB), or if you cannot determine from the maintenance records which chip detector caused the "CHIP'' detector light to illuminate or whether the detector light stayed illuminated after the "CHIP'' detector switch was turned to the "CHIP PULSE'' setting, replacing the module with an airworthy module is required before further flight. Also required before further flight is inspectingthe MGB module magnetic chip detector electrical circuit and determining whether the system is functioning properly, including whether the "CHIP'' detector light annunciates on the instrument panel (Vehicle Monitoring System Screen). Finally, this AD requires replacing the module with an airworthy module if the "CHIP'' detector light illuminates, stays illuminated after the "CHIP'' detector switch is turned to the "CHIP PULSE'' setting, and you determine that a metal particle on the module magnetic plug caused that illumination. This amendment is prompted by 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. EASA notified us of an accident that occurred April 1, 2009 on a Eurocopter Model AS332L2 helicopter and EASA advises that the "cause of the accident seems to be connected with degradation of the epicyclic module of the MGB, the root cause ofwhich is still to be determined.'' The actions specified by this AD are intended to prevent failure of the MGB and subsequent loss of control of the helicopter. DATES: Effective December 28, 2009, to all persons except those persons to whom it was made immediately effective by Emergency AD 2009-09-51, issued on April 17, 2009, which contained the requirements of this amendment. Comments for inclusion in the Rules Docket must be received on or before February 9, 2010.
2006-18-09: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAe Systems (Operations) Limited Model ATP airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA) to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures; to incorporate new inspections to detect fatigue cracking of certain significant structural items (SSIs); and to revise life limits for certain equipment and various components. This new AD requires revising the ALS of the ICA to include additional and revised inspections of the fuselage. This AD results from the manufacturer review of fatigue test results that identified additional and revised inspections of the fuselage that are necessary in order to ensure the continued structural integrity of the airplane. We are issuing this AD to detect and correct fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane and consequent rapid decompression of the airplane.
72-07-07: 72-07-07 DOWTY ROTOL: Amdt. 39-1417. Applies to all propellers with blade root sizes Nos. 20 and 30. These propellers are installed on but not limited to Fairchild F-27 Series; Fairchild Hiller F-227 Series; Armstrong Whitworth Argosy Type AW 650 Series; Vickers Viscount 745 and 810 Series; and Grumman G-159 Series airplanes. Compliance is required as indicated unless already accomplished. To prevent possible fatigue failure of propeller blades or blade bearings as a result of loss of bearing pre-load due to discrepancies in the ground tracks or improper assembly of the propeller blade bearing, accomplish the following: (a) For propellers with any bearing identified by one of the Bearing Identification Numbers listed in subparagraph (3) that has not been last reground by an FAA-approved repair facility subsequent to April 21, 1971, or by the bearing manufacturer, comply with paragraph (c)(1) within the next 400 hours' time in service after the effective date of thisAD, or at the next disassembly of a bearing from a blade for cause, whichever occurs sooner. Thereafter, comply with paragraph (c)(2) at the following intervals: (1) For propellers for which there is a scheduled blade overhaul, at each disassembly of a bearing from a blade for cause, including disassembly at overhaul. (2) For propellers for which there is no scheduled blade overhaul, at each disassembly of a bearing from a blade for cause, and at intervals not to exceed 5,000 hours' time in service on a blade from the last inspection. (3) Bearing Identification Numbers: BRGS. BRGS. BRGS. BRGS. BRGS. BRGS. 11309 10449/R 16726 16331/R/R 18305/R 4696/R/R 16350 9660/R 15071/R 947/R/R 18328/R 13098 13917/R/R 15337 13345/R 17078/R N16672/R 18077/R N15311 1237/R/R/R 2280/R/R 2847/R/R N8225/R N17430 3670/R/R N13981 N15427 16970/R 11781/R N17368 7801/R/R N14011 16498/R N17313 2629/R N13980 N4629/R 15523/R/R 12825/R N17424 N13977 20448/R 15959/R N17829/R N16327 12794/R N11240/R N15257/R N16078/R N16167/R 5901/R/R 10571 N21240N/R 14731/R N14495/R N16490/R 7060/R/R N9730/R N16898/R 17082/R 5756/R 18119 1298/R N16532 16831/R N18287 3626/R/R 21243 15309/R N18236 18081/R 11766/R 16790 3258/R 16512/R N12714 11838/R/R 9180/R 4416/R 20441/R/R N18094 2489/R 15302/R N10966 N11149 14352/R 3054/R 16339/R N3682/R/R 18055 N15574 N11761 1400/R/R 11751/R/R 16295 N13837 16179/R/R N14938 11346/R/R N13821 14163 7049/R N11778/R/R N13822 4786/R/R/R 14165/R 14734 N13833 1989/R/R 12749/R/R 1851/R/R/R/R N16977/R N20911N 315/R/R 13347/R 9048/R 4709/R N9296 4354/R/R N4689/R 14019/R/R N15489/R 20045N/R N15890 13969 N434/R/R 21280N/R/R 13993/R N20340 N16773 14386/R/R 15567 17018 11764/R 10422/R/R N16706 15220/R14364/R 10554/R N16647/R 5801/R 2753/R/R 14213/R N15285 11765 N11358/R/R 13559/R/R 16981/R 15275 12038 N21248N/R 12746/R 20449/R/R 15538 11754/R N18103 12571/R/R N15703 N21048N/R 9668 13853/R N15691 20823/R/R 4131/R/R 11756 N16858 5235 5155/R N7479/R N17408 N5007/R/R N11724/R (b) For all other propellers, comply with the following: (1) For propellers for which there is a scheduled blade overhaul - (i) Comply with paragraph (c)(1) at the next disassembly of a bearing from a blade for cause, including disassembly at overhaul; and (ii) Thereafter comply with paragraph (c)(2) at each disassembly of a bearing from a blade for cause, including disassembly at overhaul. (2) For propellers for which there is no scheduled blade overhaul - (i) Comply with paragraph (c)(1) at the next disassembly of a bearing from a blade for cause or before the accumulation of 5,000 hours'time in service on the propeller from the last inspection, whichever occurs sooner; and (ii) Thereafter comply with paragraph (c)(2) at each disassembly of a bearing from a blade for cause and at intervals not to exceed 5,000 hours' time in service on a blade from the last inspection. (c) Inspect blade bearings in accordance with either subparagraph (1) or (2), as applicable. (1) For the initial inspections required by paragraphs (a) and (b) disassemble the propeller to the stage where the assembly of blades complete with bearings are removed from the hub and inspect each blade bearing in accordance with paragraph (d). (2) For the repetitive inspections required by paragraphs (a) and (b), inspect affected blade bearings in accordance with paragraph (d). (d) Measure and record the bearing torque and the center race spigot mean diameter before and after removal of bearing pre-load; and compute the spigot expansion, in accordance with the procedures specified in Dowty Rotol Service Letter No. SER/SSL/1, dated August 12, 1971, or an FAA-approved equivalent. If the spigot expansion, for a bearing size and blade bearing assembly specified in Columns 1 and 2, respectively, of the following table, is - (1) Equal to or greater than Expansion Value A (Column 4), the bearing assembly, blade, and blade bolt may be returned to service. (2) Less than Expansion Value B (Column 5), remove the bearing assembly, blade, and blade bolt from service and mark them in a manner that will prevent their further use. (3) Less than Expansion Value A, but equal to or greater than Expansion Value B (Column 5), before further operation of the blade, blade bolt, and bearing assembly return the bearing assembly to Dowty Rotol, Inc., Arlington, Virginia, or Dowty-Rotol Ltd., Service Department Cheltenham Road, Gloucester, England, for a load-expansion torque test to determine the remaining service life of the blade and blade bolt. The measurements of bearing torque and the mean spigot diameter before and after removal of the blade bearing preload required by this paragraph must accompany the parts. (Col. 1) Bearing Size (Col. 2) Blade Bearing Assembly (Col. 3) Normal Spigot Expansion (Col. 4) Expansion Value A (Col.5) Expansion Value B RA38965 .0055 RA38965Z to .0050 .0035 RA38965Z-1 .0060 No. 20 RA54100 .0050 RA54100Z to .0040 .0030 RA54100Z-1 .0055 RA57099 .0040 RA57099Z to .0035 .0025 RA57099Z-1 .0045 No. 30 RA22355/1 .0035 RA22355/2 to .0030 .0022 .0040 (e) An inspection performed following any period in service since the last installation of the propeller, may be accepted in lieu of the initial inspection required by paragraph (a) to be performed within the next 400 hours' time in service after the effective date of this AD, if the records of thatinspection are submitted to an FAA Maintenance Inspector and he determines that the inspection included a computation of spigot expansion performed in accordance with the procedures specified in paragraph (d) which established that the spigot expansion values were equal to or greater than the applicable Expansion Value A (Column 4) specified in paragraph (d) for the bearing size and blade bearing assembly. This amendment becomes effective March 29, 1972.
90-01-04: 90-01-04 SIKORSKY AIRCRAFT: Amendment 39-6458. Docket No. 89-ASW-29. Applicability: Sikorsky Model S-61 series helicopters certificated in any category, equipped with part number (P/N) S6110-23300 main rotor head. Compliance: Required within the next 150 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the main rotor hub upper plate, which could result in the loss of the helicopter, accomplish the following: (a) Conduct a one-time inspection of the main rotor head, P/N S6110-23300, installed with a bifilar assembly, P/N S6112-23039, as follows: (1) Remove main rotor fairing to provide access to the upper hub arms. (2) Loosen the bifilar attachment bolt (NAS630-84) and nut (EB108) a minimum of two turns, one bolt at a time. (3) Using a 0.010-inch feeler gage or equivalent, insert tip of feeler gage between washer stackup and bifilar lug. Accomplish this check on both sides of lug. (i) If tip of feeler gage does not contact shank of attachment bolt, washer stackup and lug clearance are acceptable. Torque attachment nut to 1,690 inch-pounds. (ii) If tip of feeler gage contacts shank of attachment bolt, reshim bifilar support assembly to provide a 0.000 to 0.004 inch clearance. Torque attachment nut to 1,690 inch-pounds maximum. NOTE: The Sikorsky Model S-61 Maintenance Manual contains shimming instructions. (4) Repeat the requirements of paragraphs (a)(2) and (3) individually on the four remaining hub arms for each bifilar support assembly attachment hardware. (5) Reinstall main rotor fairing. (b) Conduct a one-time visual inspection for cracks in area of the 10 main rotor hub upper plate arm bifilar attachment bolt holes. Conduct a visual inspection for cracks on the outside surfaces of each of the 5 hub arms, adjacent to the 10 bifilar attachment holes. The rotor head does not require disassembly for these inspections.(1) If a crack indication is found by the visual inspection, clean immediate area and reinspect using a dye penetrant or equivalent inspection method. (2) If a crack is verified, remove main rotor hub assembly prior to further flight, and replace with an airworthy component. (c) Upon request, an alternate means of compliance which provides an equivalent level of safety to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (d) Upon submission of substantiating data by an owner or operator through an FAA Aviation Safety Inspector, the Manager of the Boston Aircraft Certification Office may adjust the compliance time specified in this AD. NOTE: Sikorsky Aircraft Co. Alert Service Bulletin No. 61B10-46, dated February 7, 1989, pertains to this subject. This amendment (39-6458, AD 90-01-04) becomes effective on February 5, 1990.