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98-21-14: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3101 airplanes. This AD requires modifying the airplane s navigational system by shortening and re-clipping the cable looms to the No. 1 and No. 2 vertical gyroscopes, installing a warning label adjacent to the gyroscopes, and performing an operational check on the system. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent a cross connection in the No. 1 and No. 2 vertical gyroscopes, which could result in navigational errors during flight.
64-24-04: 64-24-04 MCCAULEY: Amdt. 822 Part 507 Federal Register October 20, 1964. Applies to McCauley Constant Speed Models 2A36, B2A36, C2A36, D2A36, 2D36 Series Propellers Installed on Various Single-Engine Tractor-Type Aircraft Except Propellers with Blade Serial Numbers with a "K" prefix Above Serial Number K25150 and to All Propellers with a "Y" Following the Blade Serial Number. Also Excluded Are All Propellers with Blades with Plain Serial Numbers Above 27064 and Below 21298. (A Plain Serial Number is One Without a Prefix or Suffix Letter.) These may be found on such aircraft as Bellanca 14-19-2, 14-19-3; CallAir A-6; Cessna 180 Series, 182 Series, 185 Series, 210 Series, 305B, 321; Cessna 172 "Doyn" Conversion; Fletcher FU-24 Series; Lockheed 402-2; Meyers 200, 200A; Mooney Mark 20A, 20B, 20C; Navion B, D, E, F, G; Piper PA-24-180, PA-24-250; and Taylorcraft 20.) Compliance required as indicated. Because of the occurrence of cracks in the blade threaded shank on several propellers, accomplish the following: (a) Propellers with affected blades not having accumulated the maximum time listed in Table II-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, before the effective date of this AD and which have not been previously inspected in accordance with AD 63-8-4 shall be equipped with new blades prior to the accumulation of 100 hours' time in service after the accumulation of the maximum time in service listed in Table II-C of McCauley Service Bulletin No. 48-C dated July 6, 1964. (b) Propellers with affected blades having accumulated a total time in service less than 1,000 hours when inspected in accordance with AD 63-8-4 and having accumulated less than 75 hours over the total service hours listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades prior to the accumulation of 100 hours' time in service over the total service hours listed inTable III-C. (c) Propellers with affected blades having accumulated a total time in service less than 1,000 hours when inspected in accordance with AD 63-08-04 and having accumulated more than 75 hours over the total service hours listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades within the next 25 hours' time in service. (d) Propellers with blades having accumulated a total time of less than 1,000 hours when inspected in accordance with AD 63-08-04 and which have not accumulated the maximum time in service listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades prior to the accumulation of 100 hours' time in service after the accumulation of the maximum time in service listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964. (e) Propellers with blades having accumulated a total time in service of 1,000 hours or more when inspected in accordance with AD 63-08-04 shall be equipped with new blades at the next propeller overhaul, or prior to the next 1,000 hours after the last blade thread inspection, whichever occurs first. (f) Identification of propeller blade serial numbers shall be determined in accordance with McCauley Service Bulletin No. 48-C dated July 6, 1964. (McCauley Service Bulletin No. 48-C dated July 6, 1964, including Supplemental Revisions, and Service Manual 620215 cover this same subject.) This supersedes AD 63-08-04. This directive effective November 20, 1964.
67-14-08: 67-14-08 RATIER-FIGEAC: Amdt. 39-393, Part 39, Federal Register April 11, 1967. Applies to Model FH 76-1 Propellers Installed on Pilatus Model PC-6 Series Airplanes. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished, or previously modified by Ratier Fageac (Amendment No. 1018). To prevent failure of the magnesium pitch change reduction gear housing, P/N 76-300- 01, rework the housing in accordance with Ratier Figeac Service Bulletin 61-44, dated December 1966, or later SGAC-approved revision. This directive effective May 11, 1967.
98-09-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive inspections to detect corrosion of the brake hydraulic accumulators in the vicinity of the mounting straps; and corrective actions, if necessary. 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 detect and correct corrosion of the brake hydraulic accumulators, which could lead to loss of hydraulic pressure and consequent loss of braking capability of the airplane.
2003-11-02: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-90-30 airplanes, that requires replacement of the starter relay of the auxiliary power unit (APU) with a new, improved relay. The actions specified by this AD are intended to prevent failure of the APU starter relay, which could result in depleted main airplane batteries, overheated APU starters, and damage to the wiring adjacent to the APU starter. This action is intended to address the identified unsafe condition.
2013-09-03: We are adopting a new airworthiness directive (AD) for certain DASSAULT AVIATION Model FALCON 2000, FALCON 2000EX, MYSTERE-FALCON 900, and FALCON 900EX airplanes; and all Model MYSTERE-FALCON 50 airplanes. This AD was prompted by reports that collapse of the main landing gear (MLG) could cause wing tank structure failure, which could result in fuel spillage and consequent fire hazard. This AD requires modification of the wing fuel tanks in the area of the wheel well. We are issuing this AD to prevent fuel spillage in the event of a MLG collapse, and consequent fire hazard.
2013-11-17: We are superseding airworthiness directive (AD) 2010-14-14 that applies to certain Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. AD 2010-14-14 currently requires, for certain airplanes, repetitively replacing the low-stage check valve and associated seals of the right hand (RH) engine's engine bleed system with a new check valve and new seals, replacing the low pressure check valves (LPCVs), and revising the maintenance program. For certain other airplanes, AD 2010-14-14 requires replacing a certain low-stage check valve with an improved low-stage check valve. For certain airplanes, this new AD adds replacing certain LPCVs of the left hand (LH) and RH engines, which would be an option for other airplanes. This AD was prompted by reports of uncommanded engine shutdowns on both Model ERJ 170 and ERJ 190 airplanes due to excessive wear and failure of LPCVs having certain part numbers. We are issuing this AD to prevent the possibility of a dual engine in-flight shutdown due toLPCV failure.
74-25-11: 74-25-11 LOCKHEED-CALIFORNIA: Amendment 39-2042. Applies to L-1011-385-1 Series airplanes, certificated in all categories. Compliance required as indicated. To provide protection in the event of unknown incipient failure condition in the housing of the fire pull handle module assembly, P/N 1520324, accomplish the following: Within 72 hours of receipt of this AD, adopt the following changes to the operator's operation manual, or its equivalent. (1) Change the EMERGENCY OPERATING PROCEDURES section to read, in pertinent part: 'Engine Fire or Severe Damage.' Reschedule reference step "Fuel Tank Valve - Check Closed" to be accomplished as the first referenced item prior to, "If warning persists after 30 seconds, discharge second bottle." NOTE: The manufacturer is issuing a revision to the FAA- approved airplane flight manual which covers the same subject. (2) Incorporate and comply with the following operating limitation: "Any APU operation in flight shall be with the APU auto-fire shutdown system armed and operative", until Lockheed Service Bulletin 093-26-010, Part 2E, has been accomplished for the APU fire pull handle, P/N 1520324. This amendment is effective December 16, 1974, and was effective November 20, 1974, for all recipients of the telegram dated November 20, 1974, which contained this amendment.
75-01-06: 75-01-06\tAIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-2064 as amended by Amendment 39-2079. Applies to model GTCP660-4 (prior to Serial No. P37808) and GTCP660-4R (Prior to Serial No. P133) Auxiliary Power Units installed in, but not limited to, Boeing B-747 airplanes, certificated in all categories. \n\n\tTo detect fatigue cracks in the fuel pump body, P/N 968502-2 and -3, and provide for replacement of assemblies, accomplish the following. \n\n\tCompliance required as indicated. \n\n\t(a)\tFor APU fuel pump bodies, P/N 968502-2 or -3, with less than 7500 operating cycles time in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD, install a placard in view of the flight crew to prohibit all inflight operation of the APU. Thereafter, the APU may not be used during flight but may be used for ground operations. \n\n\t\t(2)\tWithin 500 APU operating cycles after the effective date of this AD, check the fuel pump ultimate relief valve setting in accordance with paragraph 2.B. and C. of AiResearch Service Bulletin GTCP660-49-A3673, dated December 13, 1974, or later FAA approved revisions. \n\n\tNote 1. For the purposes of this AD, a fuel pump body operating cycle is any operation consisting of an APU start and shutdown. The number of cycles may be determined by actual count, or subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing the fuel pump assembly time in service by the operator's fleet average APU operating time per APU cycle. If the actual fuel pump total time is unknown, APU operating time on which this pump is installed may be substituted for this figure. \n\n\t\t(3)\tIf the relief valve setting determined in (a)(2) above is in excess of the limits shown on line one, table one, of the above referenced service bulletin, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be cracked per (a)(3) above must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4, which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. \n\n\tNote 2. Observe fuel pump body interchangability restrictions detailed in paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(5)\tUnits found to be free of cracks per (a)(3) above may be returned to, or placed in, service after having determined that the relief valve has been properly adjusted and recording the total operating cycles on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(6)\tNew or serviceable units returned to service in accordance with those requirements described in (a)(5), above, must be inspected for cracks before accumulating 7,500 cycles total time in service, andat intervals not to exceed 2,500 cycles thereafter. \n\n\t\t(7)\tOperators whose maintenance records show verification that they have been correctly setting this fuel pump ultimate relief valve using a procedure corresponding with paragraphs 2.B. and C. of the above referenced service bulletin are not required to install the placard or perform the pressure setting check required by (a)(1) and (a)(2) above. \n\n\t\t(8)\tThe operating restriction prescribed in (a)(1) above may be discontinued and the placard may be removed when the ultimate relief valve pressure check is conducted in accordance with (a)(2) through (a)(6) above. \n\n\t(b)\tFor fuel pump bodies, P/N 968502-2 or -3, with 7500 or more cycles in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD install a placard in view of the flight crew to prohibit all taxi and inflight operation of the APU. Thereafter, the APU may not be used during taxi or flight but may be used for static ground operation. \n\n\t\t(2)\tWithin 500 APU operating cycles in service after the effective date of this AD, unless already accomplished, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(3)\tUnits found to contain cracks must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4 which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. Prior to the installation of these units, it must be determined that the ultimate relief valve has been properly adjusted and the total operating cycles must be recorded on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be free of cracks per (b)(2) above may be returned to, or placed in service after having determined that the ultimate relief valve has been properly set in accordance with paragraphs 2.B. and C. of the above referenced service bulletin. \n\n\t\t(5)\tFor crack free units returned to service in accordance with (b)(4) above, repeat the fuel pump body crack inspections at intervals not to exceed 2,500 cycles thereafter. If cracks are found, remove from service and replace the unit as prescribed in (b)(3) above. \n\n\t\t(6)\tNew or serviceable crack free units installed to replace cracked units in accordance with those requirements described in (b)(3), above, must be inspected for cracks at or before accumulating 7500 total cycles, and at or before 2500 cycle intervals thereafter. \n\n\t\t(7)\tThe operating restriction prescribed in (b)(1), above, may be discontinued and the placard may be removed when the fuel pump body inspection is conducted in accordance with (b)(2) through (b)(6) above. \n\n\t(c)\tFuel pump bodies may be continued in service beyond 7,500 cycles, and the recurring inspections andoperational restrictions required by paragraphs (a) and (b) above may be discontinued, when: \t \n\n\t\t(1)\tA relief bleed down valve, P/N 3603770-1, is incorporated per Service Bulletin GTCP660-49-3662, with either a new fuel pump body or a serviceable fuel pump body which has been inspected and determined to be crack free. \n\n\t\t(2)\tAn APU log book entry describing this modification must be made. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. \n\n\t(e)\tAircraft may be flown to a base for the accomplishment of maintenance required by this AD, per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2064 became effective January 13, 1975. \n\n\tThis amendment 39-2079 becomes effective January 31, 1975.
2021-05-16: The FAA is adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4164, PW4164-1D, PW4168, PW4168-1D, PW4168A, PW4168A-1D, and PW4170 model turbofan engines. This AD was prompted by several reports of low-pressure turbine (LPT) 4th- stage vane cluster assemblies leaning back and notching into the rotating LPT 4th-stage blades, causing some blades to fracture and release. This AD requires initial and repetitive replacements of the LPT 4th-stage air sealing ring segment assemblies with parts eligible for installation. This AD also requires initial and repetitive dimensional inspections of the LPT case for bulging and, depending on the results of the dimensional inspections, repair or replacement of the LPT case. The FAA is issuing this AD to address the unsafe condition on these products.