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58-10-09: 58-10-09 VICKERS: Applies to all Viscount 700 Series Aircraft Equipped With 14-Inch Stroke Landing Gear Oleos. Compliance required as indicated. On aircraft equipped with 14-inch stroke oleos, cases of circumferential cracks have occurred in the main oleo cylinder, P/N 74450-3. The cracks were at the radius, where the cylinder intersects with the 30-degree taper and 2-3/8 inches above the torsion link lugs, either side of the fore and aft center line. Vickers-Armstrongs has issued the following corrective measures which the British Air Registration Board considers mandatory: 1. On aircraft which have reached a total of 1,000 flying hours and each subsequent 200 landings, the oleos should be visually inspected for cracks around the cylinder circumference. If cracks are suspected, the area should be checked with dye penetrant or approved equivalent. 2. Where cracks are confirmed, the part is considered serviceable subject to a daily visual inspection, providing the combined total length of cracks does not exceed 3 inches and individual cracks do not exceed 1-1/2 inches each in length. 3. Where combined total length of cracks exceeds 3 inches but is not greater than 5 inches, and length of individual cracks not greater than 2-1/2 inches, cracks must be blended out before next flight and area reprotected with seaplane varnish or approved equivalent. Maximum depth of blending or crack must not exceed 0.050 inch. The part is then considered serviceable subject to a check by dye penetrant or approved equivalent every 135 hours. 4. If the length of depth of the cracks exceed the limits quoted in item 3, the part is no longer considered serviceable and must be replaced with new cylinder, in accordance with Vickers Mod. No. D.2694. 5. After embodiment of the new cylinders to either Part (a) or (c) of Mod. D.2694, the above inspections may be discontinued. 6. If no cracks are found during the initial inspection and the cylinderis shotpeened in accordance with PTL 191, Issue 3, the cylinder may be reinspected using dye penetrant or approved equivalent every 1,000 landings. 7. Cylinders having a total length of cracks exceeding 3 inches but not greater than 5 inches, with the length of individual cracks not greater than 2-1/2 inches and the depth of cracks not exceeding 0.050 inch, which have been reworked as follows may be reinspected using dye penetrant or FAA approved equivalent every 500 landings. Rework consists of: (a) Blend out the crack using a radius of blending not less than 0.5 inch with the maximum depth of blending not to exceed 0.050 inch. (b) Shotpeen the cylinder in accordance with PTL 191, Issue 3. (c) Reprotect the reworked area with seaplane varnish or FAA approved equivalent. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs PTL No. 191, Issues 2 and 3, and Modification D.2694 cover this subject.) This supersedes AD 58-07-05.
63-07-04: 63-07-04 ROLLS-ROYCE: Amdt. 549 Part 507 Federal Register April 2, 1963. Applies to All Model Dart Engines. Compliance required as indicated. To prevent failures in service of combustion chamber air casings of Pre-Modification 553 standard, which failures have been attributed to fatigue cracks originating around suspension pin soleplates, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, on engines with combustion chamber air casings not incorporating Modification 553 standards except engines with air casings of Pre-Modification 97 standards, accomplish (1) or (2): (1) Install strengthened air casing incorporating Rolls-Royce Modification 553 standards; or (2) Install air casing straps using: (i) Mod. 612 standards which modification sets forth a positive location for antitear straps for Pre-Mod 553 air casings; or (ii) Mod. 1021 standards which modification covers Pre-Mod. 553 air casings which have been modified to Mod. 855 standards providing an additional boss for burner cleaning. (b) Remove air casings of Pre-Mod. 97 standard at the next engine overhaul and replace with air casings conforming to the standards set forth in (a). (Rolls-Royce Notice to Operators Dart Engines No. 99 Issue 3 dated June 29, 1962, covers the same subject.) This directive effective May 2, 1963.
2013-05-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes. This AD was prompted by reports of cracks of the hinge bearing lugs of the center section ribs of the horizontal stabilizer. This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking of the left and right rib hinge bearing lugs of the aft face of the center section of the horizontal stabilizer; measuring crack length and blending out cracks; and replacing the horizontal stabilizer center section rib, if necessary. We are issuing this AD to detect and correct cracking in the hinge bearing lugs of the horizontal stabilizer center section ribs, which could result in failure of the lugs, and consequent inability of the horizontal stabilizer to sustain the required limit loads and loss of control of the airplane.
98-19-21: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce, plc RB211 Trent 800 series turbofan engines. This action requires initial and repetitive ultrasonic inspections of fan blade roots for cracks, and replacement, if necessary, with serviceable parts. This amendment is prompted by reports of multiple fan blade root cracks in several factory test engines. The actions specified in this AD are intended to prevent fan blade failure, which could result in multiple fan blade release, uncontained engine failure, and possible damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of October 7, 1998. Comments for inclusion in the Rules Docket must be received on or before November 23, 1998.
88-08-02: 88-08-02 DeHAVILLAND: Amendment 39-5889. Applies to all Model DHC-2 Mk. I (including L-20A, YL-20, U-6, and U-6A) and DHC-Mk. III (Turbo Beaver) (all serial numbers) airplanes with wing strut assemblies C2W1103, C2W1103A, C2W1104 and C2W1104A, certified in any category. COMPLIANCE: Required as indicated after the effective date of this AD, unless already accomplished. To detect cracks due to stress corrosion in wing lift strut assemblies, accomplish the following: (a) Within 100 hours time-in-service (TIS), or one month, whichever occurs first after the effective date of this AD, and thereafter at intervals not to exceed 500 hours TIS, or 12 calendar months, whichever occurs first: (1) Remove wing strut assemblies, C2W1103 or C2W1103A and C2W1104 or C2W1104A from the airplane and prepare the assemblies for inspection as described in the "ACCOMPLISHMENT INSTRUCTIONS" section of DeHavilland Service Bulletin (S/B) No. 2/41, Revision A, dated August 14, 1987.(2) Conduct a dye penetrant inspection with a 10-power glass for cracks in the lugs of the lower attachment clevis fitting. (3) If cracks are found, prior to further flight replace the complete strut assembly with a strut assembly of the same part number that has had the lower clevis fitting inspection using the dye penetrant procedure and has been found free of cracks, or strut assembly C2W1115-1 or C2W115-2, as appropriate. (4) If no cracks or found, clean the lower clevis fitting and reinstall the wing strut assembly. (5) If wing strut assembly C2W1115-1 or C2W1115-2 is installed, the recurring visual inspection specified in Paragraph (a) of this AD is no longer required. (b) The airplane may be flown in accordance with FAR 21.197 to a location where the requirements of this AD may be accomplished. (c) Upon submission of substantiating data by owner or operator through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office,FAA, New England Region, may adjust the repetitive inspection intervals specified in this AD. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive may obtain copies of the document referred to herein upon request to the DeHavilland Aircraft Company of Canada, a Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario, Canada, M3K 1Y5; telephone: (416) 633- 7310, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 87-01-04, Amendment 39-5488 (51 FR 45306; December 18, 1986). This amendment, 39-5889, becomes effective on May 11, 1988.
2022-09-05: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-300, and -400 airplanes. This AD was prompted by a report of premature failures of the alternating current motor pump (ACMP) 3A at hydraulic system #3 due to excessive wear of the ACMP tail bearing. This AD requires repetitive replacement of the hydraulic system ACMP 3A having a certain part number with a serviceable part, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-13: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by a report that certain ceramic terminal blocks, through which the wiring for the engine fire extinguishers, fire detection circuits, and engine and intake anti-ice system are routed, have been found to have moisture ingress, which can degrade the insulation resistance of the ceramic terminal blocks. This AD requires a one-time insulation resistance test of ceramic terminal blocks, and if necessary, replacement of the blocks. We are issuing this AD to prevent latent failure of the number 2 fire bottle, which, in the event of an engine fire, could result in failure of the fire bottle to discharge when activated and possibly preventing the flightcrew from extinguishing an engine fire.
98-20-20: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment continues to require certain repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment removes certain repetitive inspections for cracking of the bulkhead web to Y-ring lap joint area but retains the initial inspection for cracking in that area. This amendment also adds a one-time inspection from the forward side of the bulkhead to detect fatigue cracking of the upper segment of the bulkhead web, and follow-on corrective actions, if necessary. This amendment is prompted by reports indicating that the inspections required by the existing AD may not detect cracking of the bulkhead web in a timely manner. The actions specified in this AD are intended todetect and correct fatigue cracking of the upper segment of the bulkhead web, which could result in rapid depressurization of the airplane, and consequent reduced controllability of the airplane.
98-20-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B series airplanes, that requires a one-time inspection for moisture or other contamination of a certain wiring harness, electrical relay, and relay socket; a one-time inspection for electrical damage of the same electrical relay and socket; corrective actions, if necessary; and replacement of certain nut plates with new, improved parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent a short circuit caused by fluid leakage, which could result in inability to retract the landing gear or require the use of emergency extension.
69-22-03: 69-22-03 AVIONS MARCEL DASSAULT: Amdt. 39-866. Applies to all Fan Jet Falcon and Fan Jet Falcon Series D Airplanes having Serial Numbers 73 and subsequent on which the production microswitch has been replaced with a switch that has not been modified. Compliance is required as indicated, unless already accomplished. To prevent the ingress of moisture in the landing gear microswitch assembly, within the next 50 hours' time in service after the effective date of this AD, replace the unmodified microswitch with a modified switch in accordance with Avions Marcel Dassault Service Bulletin No. 333, Revision 2, dated March 28, 1969, or later SGAC-approved issue, or an FAA-approved equivalent as follows: (a) NOSE LANDING GEAR, TELESCOPIC BAR Replace the switch P/N A1.23802 with modified switch P/N A1.23802 V1 V2. (b) NOSE LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A1.23801 with modified switch P/N A1.23801 V1 V2. (c) MAIN LANDING GEAR,DRAG STRUT ACTUATOR CYLINDER Replace the switch P/N A2.23802 with modified switch P/N A2.23802 V1 V2. (d) MAIN LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A2.23801 with modified switch P/N A2.23801 V1 V2. This amendment becomes effective November 26, 1969.