Results
2009-25-07: We are adopting a new airworthiness directive (AD) for the Eurocopter France (ECF) Model EC120B helicopters. This AD 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 that operators have reported that latching push buttons on the Emergency Floatation Gear Lighting and Ancillary Control Unit (LACU) used to arm the emergency floatation gear are unreliable, and the `FLOAT ARM' pushbutton does not latch in the depressed (LACU armed) position. These actions are intended to prohibit flight over water if a functional test indicates that the emergency floatation gear cannot be armed, which would preclude deployment of the floats in an emergency water ditching that could result in helicopter damage and a fatality.
93-24-10: 93-24-10 LEARJET: Amendment 39-8759. Docket 93-NM-95-AD. Applicability: Model 55, 55B, and 55C airplanes; serial numbers 55-003 through 55-147, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of both generators during flight, accomplish the following: (a) Within 100 hours time-in-service or 90 days after the effective date of this AD, whichever occurs later, modify the wiring inside the left- and right-hand generator interface boxes and between these two boxes, and perform an operational test of the DC power distribution system in accordance with Learjet Service Bulletin SB 55-24-4, dated May 3, 1993. (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, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (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 and operational test shall be done in accordance with Learjet Service Bulletin SB 55-24-4, dated May 3, 1993. 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 Learjet Corporation, Customer Services, P.O. Box 7707, Wichita, Kansas 67277-7707. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Small Airplane Directorate, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 18, 1994.
2008-05-18 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. ThisAD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective November 23, 2009. On April 16, 2008 (73 FR 13071, March 12, 2008), the Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD. We must receive comments on this AD by December 21, 2009.
92-02-03: 92-02-03 BOEING: Amendment 39-8139. Docket No. 91-NM-259-AD. \n\n\tApplicability: Model 727 and 727-100 series airplanes; equipped with a main cargo deck door installed in accordance with Supplemental Type Certification (STC) SA1368SO; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent an inadvertent in-flight opening of the main deck cargo door, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD and thereafter prior to takeoff, each time the cargo door is cycled, verify that all seven cargo door latch lockpins are operative. Inoperative latch lockpins must be repaired, prior to further flight, in accordance with an FAA- approved method. \n\n\t(b)\tAn 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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Small AirplaneDirectorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Atlanta ACO, ACE-115A. \n\n\t(c)\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(d)\tThis amendment (39-8139, AD 92-02-03) becomes effective on January 21, 1992.
2009-25-08: We are adopting a new airworthiness directive (AD) for the BHTC Model 407 and Model 427 helicopters. This AD results from mandatory continuing airworthiness information (MCAI) ADs issued by the aviation authority of Canada. The MCAI ADs state that some hydraulic pump driveshaft assemblies may have been delivered with a missing internal plug or fastening rivet. This condition, if not corrected, could result in a loss of hydraulic pressure and subsequent loss of control of the helicopter.
2009-22-14: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747-200C and 747-200F series airplanes. This AD requires installing larger moisture shrouds and additional drain lines in the electrical/electronic equipment center. This AD results from reports of water contamination in the electrical/electronic units in the main equipment center. We are issuing this AD to prevent water contamination in the electrical/electronic units in the main equipment center, which could result in an electrical short and potential loss of several functions essential for safe flight.
2000-23-03: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires a one-time general visual inspection for proper rigging of the liftdumper micro switches installed in the left- and right-hand sides of the pedestal; a functional check of the micro switches; and re-rigging the cam, if necessary. The actions specified by this AD are intended to detect and correct improper rigging of the liftdumper micro switches, which could result in inadvertent extension of the liftdumpers during takeoff roll. This action is intended to address the identified unsafe condition.
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.
94-15-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F-27 series airplanes, that requires the implementation of a corrosion prevention and control program either by accomplishing specific tasks or by revising the maintenance inspection program to include such a program. This amendment is prompted by reports of incidents involving corrosion and fatigue cracking in transport category airplanes that are approaching or have exceeded their economic design goal; these incidents have jeopardized the airworthiness of the affected airplanes. The actions specified by this AD are intended to prevent degradation of the structural capabilities of the airplane due to the problems associated with corrosion.
88-09-03: 88-09-03 LOCKHEED-GEORGIA: Amendment 39-5903. Applies to Model 382 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the control column and loss of control of the airplane, accomplish the following: A. Within the next 250 hours time-in-service after the effective date of this AD, perform an eddy current (non-destructive) inspection of the left and right control column bases on the forward side of each control column at approximately floor level, as follows: NOTE: The control column base is shown in the Lockheed Hercules Component Overhaul Manual, SMP 850, Item 27-26, figure 1, page 4, as Figure Item No. 235 (see Figure 1, below). The inspection area is around the 1.25-inch diameter hole located on the forward side of the base approximately at the lower end of the control column tube support (Figure Item No. 185). The control column bases are fabricated from either magnesium or aluminum. Earlier airplanes were delivered with AZ916-T6 magnesium alloy sand castings per MIL-M-4204. The magnesium castings are finished with an anodic treatment, a wash primer per MIL-C-8514, and two coats of epoxy primer per LAC 37-722, Type I, followed by an epoxy enamel per LAC 37-722 of appropriate color. The aluminum bases are A356-T6 aluminum castings per MIL-A- 21180, Class 10, with an initial sulfuric acid anodize, and finished with two coats of zinc chromate primer, followed by two coats of Camouflage lacquer per TT-L-190. Fatigue cracking may initiate at the sharp edge formed by thickness transition approximately mid-way up from the bottom of the 1.25-inch diameter hole on the forward side of the base. Cracks will propagate aft around the perimeter of the base along the thickness transition. 1. Prior to performing the eddy current inspection, assemble the following equipment: a. Crack Detector, Magnaflux P/N ED-520, or equivalent. b.Probe, surface, shielded, 1/8-inch diameter, 8 inches long, VM products P/N VM200-8, or equivalent. c. Probe, surface, shielded, right angle, 1/8-inch diameter, 1/2-inch drop, 8 inches long, VM Products P/N VH202BA-1/2-8, or equivalent. d. Cable, 6 foot, Microdot/BAC, Mastercraft Enterprises P/N NMT 7-41-BM, or equivalent. e. Standard, aluminum, as furnished with the Magnaflux instrument, or Lockheed-Georgia Company P/N PDL 457A. 2. Prior to performing the eddy current inspection, prepare the airplane in the following manner: WARNING: Ensure that power is isolated from all systems in the inspection area prior to approaching the inspection area. Failure to comply may result in serious injury to personnel. a. Isolate power from all systems in the inspection area in accordance with applicable maintenance manuals. b. Remove screws retaining Dust Seal Boot (Figure Item No. 20, Item 27-26 of SMP 850) to the cockpit floor. Loosen clamp retaining the Dust Seal Boot to the Support Tube, and push the Dust Seal Boot up approximately 6 - 8 inches and secure to Support Tube temporarily. Repeat for opposite control column installation. 3. Gain access for the inspection inside of the airplane in the cockpit, using normal ingress provisions. 4. Prepare the area to be inspected as follows: a. Remove oil grease, residual, sealant, and other materials by wiping the control column base around the 1.25-inch diameter hole on the forward side of the base with Federal Specification 0-T-620, Type I, Trichloroethane, or commercial equivalent, and dry with clean cotton cloth. WARNING: Federal Specification 0-T-620, Type I, Trichloroethane is toxic to skin, eyes, and respiratory tract. Skin and eye protection is required. Avoid repeated or prolonged contact. Good general ventilation is normally adequate. Failure to comply could result in injury to personnel. b. Visually inspect area to be inspected, looking for rough surface conditions which could adversely affect the eddy current inspection. If surface appears rough, smooth surface using 320 grit sandpaper until a reliable eddy current inspection can be achieved. 5. Set up and calibrate the eddy current instrument as specified in Lockheed Service Manual SMP-515-A or SMP-515-C, Work Card SP-76, Appendix A, for surface scanning on aluminum. The eddy current instrument must be recalibrated when probes are changed. Calibrate on aluminum for inspection of the magnesium casting. 6. Perform the eddy current inspection in the following manner: a. With the control column in the full aft position, surface scan around the entire circumference of the 1.25-inch diameter hole at the front of the control column base casting, using both eddy current probes. Scan in both clockwise and counterclockwise directions. b. Repeat this inspection on the opposite control column base. 7. If any suspected defects in thecontrol column base casting are found during the eddy current inspection, indicated by a sharp meter deflection noted during calibration, mark the suspected defect. a. To confirm suspected defects, proceed to paragraph B., below. b. If no defects are suspected, proceed to paragraph C., below (System Securing). B. To confirm suspected defects, perform a fluorescent penetrant inspection as follows: 1. Prior to performing the fluorescent penetrant inspection, assemble the following equipment: NOTE: All chemicals shall use the "family concept" - they shall all be from the same manufacturer for Type I, Group VI, Method C, per MIL-I-25135. a. Penetrant, fluorescent, Magnaflux P/N ZL-22A, or equivalent. b. Remover, penetrant, Magnaflux P/N SKC/NF/ZC-7B, or equivalent. c. Developer, penetrant, Magnaflux P/N ZP-9b, or equivalent. d. Black light, portable, Magnaflux P/N ZB-26, or equivalent. 2. Prior to performing the fluorescent penetrant inspection, prepare the airplane by removing the control column assembly from the airplane in accordance with the applicable maintenance document. 3. Gain access for the inspection inside of the airplane in the cockpit, using normal ingress provisions. 4. Prepare the area to be inspected, in accordance with Lockheed Service Manual SMP 515-A or SMP 515-C, Work Card SP-76, Appendix A, for stripping finish around the 1.25-inch diameter hole in the suspect area. WARNING: Paint strippers are dangerous chemicals to humans and aircraft. Every effort must be made to prevent inadvertent contact with any portion of the person or aircraft. Should accidental contact be made, immediately flood the contacted area with water, and, in the case of personal contact, seek immediate medical attention. 5. Perform the fluorescent penetrant inspection in the following manner: NOTE: If the temperature of the part or inspection materials to be used is below 60 degrees F (16 degrees C), preheat and maintain the temperature at or above 60 degrees F (16 degrees C) during application of penetrant materials. The surface may be heated with a hot air heater. a. Pre-clean the area to be inspected with the solvent cleaner (Remover, SKC/NF/ZC-7B) and wipe with a clean, dry, lint free cotton cloth. b. Apply warm air to the inspection area to remove all moisture. c. Apply penetrant to the control column base with penetrant sprayed onto a cotton swab and brushed onto the part. Do not spray the part from the penetrant spray can. Allow a minimum dwell time of 10 minutes before proceeding to the next step. d. Wipe inspection area with a clean, dry, lint free cotton cloth. Wipe remaining penetrant from part with a clean, lint free cotton cloth dampened with the penetrant remover. Check the area to be inspected with the black light to ensure that excess penetrant has been removed prior to applying the developer. e. Spray alight film of developer over the area to be inspected. Allow a minimum dwell time of 5 minutes. f. Using the black light, inspect the suspect area for defects. 6. If defects are confirmed, prior to further flight replace the control column base with a serviceable unit free of cracks. After replacement of the control column base, or if no defects are found, proceed to paragraph C., below (System Securing). C. System Securing: Restore finishes and sealants, reinstall removed components, remove equipment and supplies from the inspection area; rig control system in accordance with applicable maintenance manual; and perform operation checkouts as required in accordance with applicable maintenance instructions. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. E. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed-Georgia Company, 86 South Cobb Drive, Marietta, Georgia 30063. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia. This amendment 39-5903 becomes effective June 7, 1988.
93-02-06: 93-02-06 FOKKER: Amendment 39-8488. Docket 92-NM-192-AD. Applicability: Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 3 years after the effective date of this AD, remove each bolt, part number AN3- 15A or AN3-16A, attaching the truss members to the ribs at wing stations 4800, 5950, 7200, 8350, and 9397, and install two bolts, part number NAS1303, in accordance with Fokker Service Bulletin F27/57-25, Revision 1, dated August 1, 1991. (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 bolt installation shall be done in accordance with Fokker Service Bulletin F27/57-25, Revision 1, dated August 1, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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 March 12, 1993.
87-25-13: 87-25-13 BRITISH AEROSPACE: Amendment 39-5799. Applies to all Model H.S. 748 series airplanes with Modification 1472 incorporated, but without Modification 7513 incorporated, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent inability to lower or lock down the nose gear for landing, accomplish the following: A. Prior to the accumulation of 7,000 landings or within the next 90 days after the effective date of this AD, whichever occurs later, replace nose landing gear jack support bracket bearing cap attachment studs, Part Number 2cD13248, in accordance with British Aerospace Alert Service Bulletin A53/53 Revision 1, dated May 1987. B. Replacement studs must, in turn, be replaced prior to accumulation of 7,000 landings. C. Until studs exceeding a life of 7,000 landings have been replaced, nose landing gear jack support structure must be inspected prior to each day's first flight to ensure each stud and bearing cap are secure and correctly fitted in accordance with British Aerospace Alert Service Bulletin A53/53, Revision 1, dated May 1987. D. On assemblies where the bearing caps or studs are found loose, all four bearing cap attachment studs must be replaced before the next flight, in accordance with British Aerospace Alert Service Bulletin A53/53, Revision 1, dated May 1987. E. Incorporation of Modification 7513, as described in British Aerospace Alert Service Bulletin A53/53, Revision 1, dated May 1987, constitutes terminating action for requirements of paragraphs A., B., C., and D., above. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective January 25, 1988.
2007-10-10 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Airbus Model A300-600 series airplanes. That AD currently requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane. DATES: This AD is effective December 28, 2009. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 28, 2009. On June 27, 2007 (72 FR 28827, May23, 2007), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD. We must receive any comments on this AD by January 25, 2010.
76-20-03: 76-20-03 PRATT & WHITNEY AIRCRAFT: Amendment 39-2731 as amended by Amendment 39-3070. Applies to all Pratt & Whitney Models JT9D-3A, -7, -7H, -7A, -7AH, -7F and -20 turbofan engines incorporating labyrinth solid land seals P/N's 589733, 589741, 647189 or 729774. I. To prevent possible engine fires due to excessive No. 3 bearing compartment labyrinth seal clearances, accomplish the following: A. Measure the breather air temperature in accordance with Pratt & Whitney Alert Service Bulletin No. 4391, dated February 19, 1975, or later FAA approved revision, or Service Bulletin No. 4703, dated July 1, 1977, or later FAA approved revision, whenever any of the following major engine sections have been or are removed or replaced: 1. Intermediate case. 2. Rear compressor rotor and stator assembly. 3. Rear compressor drive turbine rotor assembly due to: a. Turbine blade root fracture. b. Multiple turbine blade airfoil fracture. c. Failure that causes release of any other rotating part. 4. Front compressor drive turbine rotor assembly due to loss of complete blade. 5. Turbine exhaust case due to loose or missing tailcone. 6. Diffuser case. B. Compare the measured breather air temperature with the limit defined by Pratt & Whitney Curve 4391, for on-ground temperature checks, or Curve 4703, for in-flight temperature checks, and accomplish the following: 1. If the measured breather air temperature is above the limit, remove the engine from service prior to further flight. 2. If the measured breather air temperature is below the limit, accomplish a repetitive temperature check in accordance with the following schedule, or 200 hours after the effective date of this revision, whichever is later: TEMPERATURE MARGIN INSPECTION INTERVAL Less than 5 degrees C 200 hours 5 degrees C but less than 10 degrees C 500 hours 10 degrees C or greater 1000 hours II. To improve the capability of promptly detecting compartment fires, replace main bearing breather tube steel elbow P/N 708237 with magnesium elbow P/N 613265 in accordance with Pratt & Whitney Service Bulletin 4560, dated March 9, 1976, or later FAA approved revision, no later than March 31, 1977. Upon request of the operator, an equivalent method of compliance with the requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, New England Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. The manufacturer's specifications and procedures identified and described in this directive areincorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at New England Region. Amendment 39-2731 supersedes Amendment 39-2109 (40 FR 8544), AD 75-05-16, as amended by Amendment 39-2137 (40 FR 12773). Amendment 39-2731 became effective 30 days after publication in the Federal Register. This amendment 39-3070 becomes effective November 16, 1977.
94-17-06: This amendment adopts a new airworthiness directive (AD) that applies to GROB Luft und Raumfahrt (Grob) Models G102, G103, G109, and G109B gliders. This action requires inspecting (one-time) the airbrake stops for cracks in the surrounding gelcoat and to ensure that the outer airbrake swivel levers are in contact with the stops during operation, and repairing any gelcoat cracks or any airbrake stops not in contact with the swivel levers. Excessive wear caused the airbrake fence to jam on the upper shell of the wing on one of the affected gliders, resulting in an accident. The actions specified by this AD are intended to prevent airbrake failure caused by jamming of the airbrake fence, which could result in loss of control of the glider.
84-24-51 R1: 84-24-51 R1 THE DeHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5030 as amended by Amendment 39-5661. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance is required as indicated, unless previously accomplished. To ensure correct operation of the airplane during flight in icing conditions, accomplish the following: A. Within 60 days after the effective date of this AD, revise Section 2 of the FAA- approved DHC-7 Airplane Flight Manual (AFM), Revision 29, dated July 26, 1985, as follows, and provide this information to the flight crews: 1. Change the title of paragraph 2.21 to read: "2.21. Flight in Icing Conditions (Visible Moisture and/or Precipitation at Temperatures Below Plus 5 Degrees Centigrade True Outside Air Temperature, or Plus 13 Degrees Centigrade Indicated Outside Air Temperature When Correction Chart Figure 4-4-4 is Not Used)." 2. Change item 8 in paragraph 2.21.1 toread: "8. Ignition switch - Manual (if required)." 3. Add the following note at the end of paragraph 2.21.1: "NOTE: Manual (continuous) engine ignition is an automatic function when AIRFRAME - FAST/SLW switch is at fast or slow position." B. 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. C. 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, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. Amendment 39-5030 became effective April 16, 1985. This amendment, 39-5661, becomes effective August 3, 1987.