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2013-25-07: We are superseding Airworthiness Directive (AD) 2007-18-09 for all Airbus Model A318, A319, A320, and A321 series airplanes. AD 2007- 18-09 required repetitive inspections of the upper support of the nose landing gear (NLG), and related investigative and corrective actions if necessary; and also provided an optional terminating action for the [[Page 54580]] repetitive inspections. This new AD adds installation of a new enhanced manufacturing and maintainability (EMM) braking and steering control unit (BSCU) standard, and adds airplanes to the applicability. This AD was prompted by a determination that previously allowed terminating actions no longer address the unsafe condition and that a new terminating action is necessary. We are issuing this AD to prevent landings with the NLG turned 90 degrees from centerline, which could result in reduced controllability of the airplane.
2010-17-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several low pressure turbine (LPT) shafts have been found with cracks originating from the rear cooling air holes. The cracks were found at normal component overhaul, by the standard Magnetic Particle Inspection (MPI) technique defined in the associated engine manual. The cracks have been found to initiate from corrosion pits. Propagation of a crack from the rear cooling air holes may result in shaft failure and subsequently in an uncontained Low Pressure Turbine failure. For the reasons stated above, this AD requires the inspection of the affected engines' LPT shafts and replacement of the shaft, as necessary. We are issuing this AD to detect cracks, initiated by corrosion pits, originating from the rear cooling air holes, which could result in shaft failure and subsequently in an uncontained failure of the LPT and damage to the airplane.
2010-17-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A PW617F-E engine powered twin engined aircraft had recently experienced an uncommanded power reduction on one of its engines. Investigation showed that the Fuel Filter Bypass Valve poppet in the Fuel Oil Heat Exchanger (FOHE) on that engine had worn through the housing seat, allowing unfiltered fuel and debris to contaminate the Fuel Metering Unit (FMU), resulting in fuel flow drop and subsequent power reduction. Pratt & Whitney Canada Corp. issued an Alert Service Bulletin (ASB) No. PW600-72-A66019 to inspect and replace any discrepant valve with the same type new valve. The inspection results confirmed that failure of a worn through poppet is dormant and it can affect both engines at the same time that could result in an unsafe condition on PW617F-E powered aircraft. We are issuing this AD to prevent uncommanded power reduction, which could result in the inability to continue safe flight and safe landing.
2000-03-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a one-time detailed visual inspection to detect discrepancies of the wire expando sleeve of the wire bundles adjacent to the landing gear control lever module; certain follow-on actions and repair, if necessary; and wrapping the wire expando sleeve with tape, or with zippertubing and tape. This amendment is prompted by reports indicating that the landing gear failed to extend on an in-service airplane, and that the landing gear control cable was severed on a second in-service airplane. The actions specified by this AD are intended to prevent interference between the landing gear control lever and wire bundles adjacent to the landing gear control lever module, and to prevent wire chafing and arcing between the landing gear control cable and adjacent wire bundles, which could result in the inability to extend the landing gear prior to landing.
91-25-02: 91-25-02 BOEING: Amendment 39-8103. Docket 91-NM-07-AD. \n\n\tApplicability: Model 747 series airplanes; equipped with BFGoodrich single-piece ramp/slide, part numbers (P/N) 7A1418-1 through -16, for Door 3 evacuation system; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the Door 3 evacuation system, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD: \n\n\t\t(1)\tModify the regulator assembly, P/N 4A3474-1 (a subassembly of reservoir assembly P/N 4A3416-1), to the P/N 4A3474-2 or 4A3474-3 configuration, by installing improved internal components in accordance with paragraph 2., Accomplishment Instructions, of BFGoodrich Service Bulletin No. 4A3416-25-233, dated December 14, 1990; or Revision 1, dated October 1, 1991. \n\n\t\t(2)\tReidentify the Door 3 ramp/slide in accordance with paragraph 3.B.,Identification, of BFGoodrich Service Bulletin No. 4A3416-25-233, dated December 14, 1990; or Revision 1, dated October 1, 1991. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with requirements of this AD. \n\n\t(d)\tThe modification requirements shall be done in accordance with BFGoodrich Service Bulletin No. 4A3416-25-233, dated December 14, 1990; or BFGoodrich Service Bulletin No. 4A3416-25-233, Revision 1, dated October 1, 1991. This incorporation by reference was approved bythe Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from BFGoodrich Company, Aircraft Evaluation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(e)\tThis amendment (39-8103), AD 91-25-02, becomes effective on January 9, 1992.
2014-18-01: We are adopting a new airworthiness directive (AD) for certain Rockwell Collins TDR-94 and TDR-94D Mode select (S) transponders that are installed on airplanes. This AD was prompted by instances where the TDR-94 and TDR-94D Mode S transponders did not properly respond to Mode S Only All-Call interrogations when the airplane transitioned from a ground to airborne state. This AD requires inspecting the setting of the airplane type code category strapping and requires either modifying the airplane type code category setting or installing the software upgrade to convert the affected transponders to the new part number. We are issuing this AD to correct the unsafe condition on these products.
90-03-13: 90-03-13 MCDONNELL DOUGLAS: Amendment 39-6493. Docket No. 89-NM-277-AD. \n\n\tApplicability: Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and Model MD-88 series airplanes, as listed in McDonnell Douglas Alert Service Bulletin A35-17, Revision 1, dated October 31, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: Work already accomplished in accordance with AD 89-20-05 satisfies the requirements of this AD. \n\n\tTo prevent the possibility of the forward cabin attendant being deprived of oxygen in the event of depressurization, accomplish the following: \n\n\tA.\tWithin 30 days after October 13, 1989 (the effective date of Amendment 39-6338), for those airplanes listed in McDonnell Douglas Alert Service Bulletin A35-17, dated August 22, 1989, inspect the forward cabin attendant oxygen box door for interference and, if interference exists, modify before further flight, in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A35-17, dated August 22, 1989. \n\n\tB.\tWithin 30 days after the effective date of this AD, for those airplanes listed in McDonnell Douglas Alert Service Bulletin A35-17, Revision 1, dated October 31, 1989, not included in paragraph A., above, inspect the forward cabin attendant oxygen box door for interference and, if interference exists, modify before further flight, in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A35-17, Revision 1, dated October 31, 1989. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, LosAngeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90801-0001, ATTN: Business Unit Manager, Technical Publications, HCW (54-60). This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or FAA, Northwest Mountain Region, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tThis AD supersedes AD 89-20-05, Amendment 39-6338. \n\n\tThis amendment (39-6493, AD 90-03-13) becomes effective on February 15, 1990.
2000-02-12: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2000-02-12, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron Canada (BHTC) Model 407 helicopters by individual letters. This AD requires inspecting engine oil cooler blower shaft bearings (bearings) for roughness at specified time intervals and replacing any rough bearings before further flight. This amendment is prompted by several bearing failures. The actions specified by this AD are intended to prevent bearing failure, loss of tail rotor drive, and a subsequent forced landing.
92-06-07: 92-06-07 BOEING: Amendment 39-8187. Docket No. 91-NM-210-AD. \n\tApplicability: Model 747 series airplanes, listed in Boeing Alert Service Bulletin 747- 52A2237, dated July 11, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure operation of the emergency door power assist system and door opening when required for emergency evacuation, accomplish the following: \n\n\t(a)\tWithin the next 60 days after the effective date of this AD, perform a visual inspection and test of the guide arm assembly and associated hardware for the main entry doors, numbers 1 through 5, left and right sides, in accordance with Section III. of Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991. \n\n\t\t(1)\tIf all the conditions specified in subparagraphs a. through g., paragraph 4., Section III., of Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991, are found to exist, no further action is required. \n\n\t\t(2)\tIfany of the conditions specified in subparagraphs a. through f., paragraph 4., Section III., of Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991, do not exist, repair or replace before further flight, in accordance with Section III. of the service bulletin. \n\n\t\t(3)\tIf the condition specified in subparagraph g., paragraph 4., Section III., of Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991, does not exist, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(b)\tWithin 7 days after the completion of the inspection required by paragraph (a) of this AD, submit to the FAA a report specifying the number of bearings in the guide arm assemblies of each airplane on which any of the condition specified in subparagraphs a., b., or c., paragraph 4., Section III., of Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991, were not found to exist. The report must be submitted to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056. (Facsimile messages may be sent via telephone: (206) 227- 1181.) A copy of the report should also be submitted to the FAA Principal Maintenance Inspector (PMI). A report is not necessary for those airplanes on which all of the specified conditions are found to exist. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq) and have been assigned OMB Control Number 2120-0056. \n\n\t(c)\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspection, test, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-52A2237, dated July 11, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on April 21, 1992.
90-09-06: 90-09-06 BOEING: Amendment 39-6581. Docket No. 89-NM-148-AD. \n\tApplicability: Model 747 series airplanes, line number 001 and subsequent, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inadvertent opening of lower lobe forward and aft cargo doors and the main deck side cargo door, if installed, accomplish the following, (paragraphs A. through D. apply to lower lobe cargo doors only):\n \n\tA.\tWithin the next 10 days after April 3, 1989 (the effective date of Amendment 39-6166, AD 89-05-54), install Boeing placards, P/N 27EBY115 for hook operation, and P/N 27EBY114 for latch operation, or equivalent, adjacent to the respective drive ports. \n\n\tB.\tExcept for airplanes that have been modified in accordance with Boeing service bulletins specified in paragraph D., below, or on which a production equivalent has been installed, within the next 10 days after April 3, 1989, accomplish the following: \n\n\t\t1.\tVisuallyinspect for broken, bent, or otherwise damaged lock sectors which could affect the integrity of the door locking mechanism, and repair or replace damaged sectors prior to further flight, in accordance with FAA-approved procedures. This inspection must be repeated at intervals not to exceed 30 days, and after the next door opening following each manual operation of the door. \n\n\t\t2.\tConduct the mechanical and electrical system tests specified in Boeing Service Bulletin 747-52A2206, Revision 3, Revision 4, or Revision 5, paragraphs III.A. and B. Airplanes which fail mechanical and/or electrical tests must be repaired prior to further flight, in accordance with FAA-approved procedures. Repeat these tests at intervals not to exceed 30 days and repeat the electrical test after restoration of electrical power following manual operation. \n\n\tC.\tWithin the next 14 days after April 3, 1989, change the operating procedures for the lower lobe cargo door to include the requirements specifiedbelow, and thereafter comply with those revised procedures. The procedures required by this paragraph must be accomplished by qualified and trained mechanics, and the training program must be approved by the FAA Principal Maintenance Inspector (PMI). Methods for documentation of compliance with the following procedures must be approved by the FAA PMI. \n\n\t\t1.\tPrior to takeoff following each operation of the door, conduct a visual verification, through the external viewports, to ensure proper engagement of the latching cams to ensure the door is fully latched closed. This information must be relayed to and acknowledged by the flight crew. \n\n\t\t2.\tWhen operating the door manually, the cranking torque shall not exceed 70 inch-pounds, and power tools shall not be used to operate latch and hook mechanisms in the manual mode. \n\n\tD.\tWithin the next 30 days after April 3, 1989, accomplish the following: \n\n\t\t1.\tFor those airplanes specified in Boeing Alert Service Bulletin 747-52A2206,Revision 3, dated August 27, 1987, Revision 4, dated April 14, 1988, or Revision 5, dated March 30, 1989: Modify the doors in accordance with paragraphs III.H. through III.O. of the applicable revision of the service bulletin. \n\n\t\t2.\tFor those airplanes specified in Boeing Alert Service Bulletin 747-52A2209, dated August 27, 1987, Revision 1, dated April 14, 1988, or Revision 2, dated March 30, 1989: Modify the doors in accordance with paragraphs III.E. through III.L. of the applicable revision of the service bulletin. \n\n\tAccomplishment of these modifications constitutes terminating action for the repetitive requirements of paragraph B., above. \n\n\tE.\tWithin the next 18 months after the effective date of this Amendment, install a system which provides visual warning signals to alert flight crewmembers and ground crew personnel when forward and aft lower lobe cargo doors, and side main deck cargo door, if installed, are not fully closed, the latch cams are not rotated to the closed position, or the locks are not in the locked position. The warning system must monitor the door closed, latched, and locked condition directly. An amber visual warning signal for flight crewmembers must be located on a forward cockpit panel. Incorrect indication, either open or closed, must be improbable. The modification must be approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Accomplishment of this modification constitutes terminating action for the special operating procedure required by paragraph C.1., above. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Amendment 39-6166, AD 89-05-54. \n\tThis amendment (39-6581, AD 90-09-06) becomes effective on May 29, 1990.