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54-16-01: 54-16-01 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. 1. (a) The rear accessory covers of main transmission S14-35-4000 and S14- 35-4300 should be inspected for cracks in the areas surrounding the points of attachment of the generator to the cover. Prior to the inspection, the paint in these areas should be removed. The inspections should be accomplished by the dye penetrant method. Covers found with cracks should be replaced immediately. These inspections are to be accomplished at every intermediate inspection. (b) Vibration isolators S14-35-4442 and S14-35-4443 have been designed by the manufacturer to prevent further failures. When these parts are installed in accordance with Sikorsky Information Circular No. 1435-443, the inspection outlined in item 1. (a) will be required at every major inspection for the first two inspections and then at every second major inspection if the cover has been operated without the isolator.If the cover has never been operated without the isolator, the inspection should be accomplished at the regular transmission overhaul period. (c) The retirement time for vibration isolators is specified in Sikorsky Information Circular S14-00-354, Rev. Z. 2. (a) The upper and lower ends of the main transmission support assembly, S14-20-2503, both fore and aft, must be inspected visually for cracks at every intermediate inspection. Particular attention should be directed at the underside of the attachment points, the welded joints and the small drive screws. Assemblies found with cracks are to be replaced immediately. (b) Prior to or at the next intermediate inspection and at every transmission overhaul thereafter, the S14-20-2503 support assemblies must be subjected to a Magnaflux inspection. Any cracks detected are cause for replacement. 3. The forward and aft lugs, to which the S14-20-2503 supports are attached, on the upper housing of the main transmissionmust be inspected at every major inspection. This inspection should be directed at each face of each lug in the area surrounding the bushing. Any crack detected is cause for replacement. 4. (a) The main rotor control servo brackets, S14-40-2113, S14-40-2143 and S14-40-2411 should be inspected for cracks in the area of the bracket ears. Prior to the inspection, all paint should be removed. The inspections should be accomplished by the dye penetrant method. Parts found with cracks should be replaced immediately. The exposed surfaces of brackets found satisfactory for return to service should be protected with several coats of zinc chromate primer. Extreme care should be taken in the installation procedure of either new or old brackets. These inspections are to be accomplished every 30 hours. (b) The inspections of 4. (a) will no longer be necessary when steel servo brackets S14-40-2415 are installed in accordance with Sikorsky Service Information Circular No. 1440-457 dated March 24, 1954. 5. The main rotor scissors bracket assembly S10-14-1447, should be inspected for sufficient edge distance at the bolt hole through which the scissors assembly S10-10-4350, is secured. A minimum edge diameter of 5/32 inch is allowable. Any S10-10-1447 brackets with less than 5/32-inch edge distance should be replaced. These inspections are to be performed on those helicopters with the S10-10-1400 Timken rotor head and are to be accomplished every 30 hours. (Sikorsky Service Information Circular No. 1435-383 dated September 3, 1953, as amended by revision A dated April 28, 1954, and revision B dated June 18, 1954, covers the same subject, except that section II of the Circular is amended by paragraph 1. (c).) This supersedes AD 53-25-02.
93-16-11: 93-16-11 BRITISH AEROSPACE: Amendment 39-8669. Docket 93-NM-33-AD. Applicability: Model 146-100A, -200A, and -300A series airplanes; equipped with Hosiden Besson Limited "Cybertone" smoke warning horns; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a fire in the lavatory from not being discovered and extinguished promptly, accomplish the following: (a) Within 5 months after the effective date of this AD, modify the smoke warning horns for the forward and aft lavatory smoke detectors in accordance with British Aerospace Modification Service Bulletin SB.26-32-36128A, dated April 30, 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 MaintenanceInspector, 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 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 modification shall be done in accordance with British Aerospace Modification Service Bulletin SB.26-32-36128A, dated April 30, 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 British Aerospace, Inc., Avro Division, 22070 Broderick Drive, Sterling, Virginia 20166. 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 13, 1993.
2022-12-05: The FAA is superseding Airworthiness Directive (AD) 2020-26- 01, which applied to all Airbus SAS Model A318-111, -112, -121, and - 122 airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; and Model A320-211, -212, -214, -216, -231, -232, and - 233 airplanes. AD 2020-26-01 required repetitive general visual inspections of the affected main landing gear (MLG) sliding tubes for cracks, and replacement if necessary. This AD was prompted by reports of cracks found on MLG sliding tubes that may have been subject to improperly performed magnetic particle inspection. This AD requires repetitive general visual inspections of the affected MLG sliding tubes (both retained affected parts and additional affected parts) for cracks, and replacement if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also adds airplanes to the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2014-03-13: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by three reports of cracking in the rear pressure bulkhead (RPBH) web. This AD requires inspecting the RPBH web for cracking, and repairing if necessary. We are issuing this AD to detect and correct cracking of the RPBH web, which could result in in-flight decompression of the airplane and possible injury to the occupants.
99-20-07: This amendment supersedes an existing airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070 and Mark 0100 series airplanes, that currently requires revising the Airplane Flight Manual to provide the flightcrew with instructions not to arm the liftdumper system prior to commanding the landing gear to extend. This amendment requires modification of the grounds of the shielding of the wheelspeed sensor wiring of the main landing gear (MLG) and installation of new electrical grounds for the wheelspeed sensor channel of the anti-skid control box of the MLG. 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 electromagnetic interference generated by electrical wiring that runs parallel to the wheelspeed sensor wiring, which could result in inadvertent deployment of the liftdumpers during approach for landing or reduced brake pressure during low speed taxiing, and consequent reduced controllability and performance of the airplane.
87-18-01: 87-18-01 FOKKER B.V.: Amendment 39-5719. Applies to Model F28 airplanes certificated in any category, serial numbers 11003 through 11195, 11991, and 11992. Compliance required as indicated, unless previously accomplished. To prevent uncommanded movement of the horizontal stabilizer as a result of fatigue failure of certain bolts within the horizontal stabilizer control unit, accomplish the following within one year after the effective date of this AD: A. Replace the horizontal stabilizer control unit in accordance with the Accomplishment Instructions in Fokker Service Bulletin No. F28/F27-168, Revision 1, dated June 30, 1986. B. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base forthe accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Fokker Aircraft, 1199 North Fairfax Street, Alexandria, Virginia 22314. This document 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. This amendment becomes effective October 7, 1987.
2014-04-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of chaffing, arcing, and burning damage to the control cabin overhead wiring and ducting with smoke and fire caused by metal clamps installed on certain hoses. This AD requires inspecting for the presence of metal clamps, replacing metal clamps installed on the hoses to the air conditioning temperature sensor, gasper air outlet, and diffuser on the left side of the control cabin with plastic tie straps, and inspecting for and repairing damaged wire bundles. We are issuing this AD to prevent damage to wire bundles, which could cause electrical arcing that could result in a fire or smoke in the control cabin of the airplane.
91-23-13: 91-23-13 GENERAL ELECTRIC COMPANY: Amendment No. 39-8082. Docket No. 91- ANE-38. Applicability: General Electric Company (GE) CF6-50 series and CF6-80A series turbofan engines, installed on, but not limited to, Airbus A300 and A310, Boeing 747 and 767, and McDonnell Douglas DC10-15 and DC10-30 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent an uncontained engine failure and damage to the aircraft, accomplish the following: (a) Within 30 days after the effective date of this AD, remove from service stage 1 fan disks identified by the following part number (P/N) and serial number (S/N): ENGINE MODEL PART NUMBER SERIAL NUMBER CF6-50 9253M66P02 MPON2919 9253M66P02 MPON2920 9253M66P02 MPON2921 9253M66P02 MPON2922 CF6-80A 9319M28P03 MPON4290 1327M57P02 MPON4291 9319M28P02 MPON4292 9319M28P03 MPON7740 9319M28P03 MPON7742 9319M28P03 MPON8452 9319M28P03 MPON8453 Prior to returning affected engines to service replace with a serviceable part. (b) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (c) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. This amendment (39-8082, AD 91-23-13) becomes effective on November 22, 1991.
99-20-04: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT9D-7R4 series turbofan engines, that requires an initial and repetitive inspections of certain High Pressure Turbine (HPT) stage 1 and stage 2 disks utilizing an improved ultrasonic inspection method performed at an approved facility when the disks are exposed during a shop visit, and if a crack indicating a subsurface anomaly is found, removal from service and replacement with a serviceable part. This amendment is prompted by the results of a stage 1 HPT disk fracture investigation which has identified a population of HPT stage 1 and 2 disks that may have subsurface anomalies formed during the forging process. The actions specified by this AD are intended to prevent an HPC disk fracture, which could result in an uncontained engine failure, damage to the airplane, and an in-flight engine shutdown. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of October 29, 1999.
99-20-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070 and 0100 series airplanes, that currently requires Airplane Flight Manual (AFM) and maintenance program revisions, modifications, and repetitive checks associated with ensuring the integrity of the thrust reverser system. This amendment continues to require the modifications and repetitive checks, and adds an AFM revision, repetitive operational tests, and other modifications related to the thrust reverser system. The new modifications terminate the repetitive operational checks and tests. This amendment is prompted by results of a review, which indicated that a potential latent failure of the secondary lock actuator switch 1 of the thrust reverser system in the open position may occur, in addition to the potential failure of the secondary lock relay 1 in the energized position. The actions specified by this AD are intended to ensure protection against inadvertent deployment of the thrust reversers during flight, which could result in reduced controllability of the airplane.