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91-14-16: 91-14-16 BRITISH AEROSPACE: Amendment 39-7057. Docket No. 91-NM-20-AD. Applicability: Viscount Model 744 and 745D series airplanes (Post Modification D2267, Part B), and Model 810 series airplanes (Post Modification FG611, Part B), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wings, accomplish the following: A. Within 200 hours time-in-service or within 90 days after the effective date of this AD, whichever occurs first, inspect the upper break-joint for an incorrectly manufactured shear pin, Part No. 80203-3009, in accordance with British Aerospace Viscount Preliminary Technical Leaflet (PTL) No. 322, Issue 1 (for the Model 700 series airplanes), and PTL No. 191, Issue 1 (for the Model 810 series airplanes), both dated November 2, 1989. If damaged components or unserviceable short pins are found, prior to further flight, replace with serviceable parts in accordance with the appropriate PTL. B. 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. C. 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. D. The inspection and replacement requirements shall be done in accordance with British Aerospace Viscount Preliminary Technical Leaflet (PTL) No. 322, Issue 1 (for Model 700 series airplanes), or PTL No. 191, Issue 1 (for Model 810 series airplanes), both dated November 2, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. 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 (39-7057, AD 91-14-16) becomes effective on August 9, 1991.
2000-23-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires modification of the rib 1/wing center spar attachment. This amendment is necessary to prevent fatigue cracking at the rib 1/center spar angle and bottom corner fitting, which could result in reduced structural capability of the wing. This action is intended to address the identified unsafe condition.
2000-23-29: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B series airplanes, that requires a one-time inspection to detect discrepancies of the flight idle stop override mechanism, and corrective action, 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 prevent increased braking distance for landings that require the flight idle stop override, resulting from the combination of failure of the override mechanism and inability of the power levers to be moved below the flight idle position after touchdown.
88-24-15: 88-24-15 HARTZELL: Priority letter AD issued November 18, 1988. Applies to Hartzell Propeller Model HC- B3TN-5( )/T10282( ), installed on Fairchild Models SA226-TC and SA226-AT aircraft, modified by AiResearch Aviation Company STC SA344GL-D, or either Par Air or Superior Aircraft, Inc., STC SA4872SW, with Garrett Model TPE331-10UA engines. Compliance is required as indicated. To prevent possible blade separation near the hub which can result in engine separation from the aircraft, accomplish the following in accordance with the compliance schedule contained herein. Propeller blade category (Hours given as time in service) Propeller blade initial inspection (Hours given as time in service) Propeller blade repetitive inspections (Hours given as time in service) Less than 1000 hours since new, and have not complied with Hartzell Service Bulletin (SB) No. 136( ) Prior to the accumulation of 1000 hours since new or within 400 hours after receipt of this priority letter, whichever occurs later Thereafter at intervals not to exceed 500 hours Greater than or equal to 1000 hours, and less than or equal to 2000 hours since new, and have not complied with Hartzell SB No. 136( ) Prior to the accumulation of 2,200 hours since new, or within 400 hours after receipt of this priority letter, whichever occurs first Thereafter at intervals not to exceed 500 hours Greater than 2000 hours since new, and have not complied with Hartzell SB No. 136( ) Within 200 hours or 30 days after receipt of this priority letter, whichever occurs later Thereafter at intervals not to exceed 500 hours Less than 300 hours since overhaul or compliance with Hartzell SB No. 136( ) Prior to the accumulation of 500 hours since overhaul or compliance with Hartzell SB No. 136( ) Thereafter at intervals not to exceed 500 hours Greater than or equal to 300 hours since overhaul or compliance with Hartzell SB No. 136( ) Within 200 hours or 30 days after receipt of this priorityletter, whichever occurs later Thereafter at intervals not to exceed 500 hours (a) Remove propeller from aircraft. (b) Accomplish the following, in accordance with Hartzell SB No. 136E, dated October 14, 1988: (1) Disassemble propeller and visually inspect the blade pilot tube bore area. Particular attention shall be made to the area between the outboard smaller diameter needle bearing assembly and bearing spacer. (2) Remove all evidence of scratches, tool marks, corrosion, etc., in the blade pilot tube bore area. Do not exceed the maximum rework limitations defined in the service bulletin. (3) Etch the blade pilot tube bore area prior to penetrant inspection. Ensure removal of all etching solution. (4) Penetrant inspect the blade pilot tube bore area. Ensure removal of all penetrant materials after inspection. (5) Coat the blade pilot tube bore area with alodine. (6) Install bearing spacer and needle bearing assemblies. Pilot tube boremust be lubricated to facilitate bearing installation. (c) Replace, prior to further flight, all blades showing evidence of cracks or other unairworthy conditions, as noted in Hartzell Service Bulletin 136E, dated October 14, 1988, with airworthy blades. (d) Report cracks or other unairworthy conditions found to the Manager, Chicago Aircraft Certification Office, within 10 days of the inspection. Information collection requirements contained in this regulation (Section 39.13) have been approved by the Office of Management and Budget under the provisions of the Paperwork Reduction Act of 1980 (Pub. L. 96- 511) and have been assigned OMB Control Number 2120-0056. (e) Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon request, an equivalent means of compliance with the requirements of this priority letter AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (g) Upon submission of substantiating data by an owner or operator, through an FAA Airworthiness Inspector, the Manager, Chicago Aircraft Certification Office, may adjust the compliance time specified in this priority letter AD. Documents pertinent to this AD may be obtained from Hartzell Propeller, Inc., One Propeller Place, Piqua, Ohio 45356, or may be examined at the Office of Assistant Chief Counsel, Federal Aviation Administration, Attn: Rules Docket No. 88-ANE-42, 12 New England Executive Part, Burlington, Massachusetts 01803. This priority letter AD 88-24-15, issued November 18, 1988, is effective immediately upon receipt.
87-06-01: 87-06-01 VALENTIN GmbH: Amendment 39-5573. Applies to Model Taifun 17E motor gliders equipped with tailplane (horizontal stabilizer) front mounting swivel head P/N KA10IHV certificated in any category. Compliance is required as indicated unless already accomplished. To prevent the failure of the tailplane front mounting swivel head P/N KA10IHV which could result in the glider becoming uncontrollable, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD and thereafter at intervals not to exceed 25 hours time-in-service after the last inspection unless compliance with Paragraph (c) has been accomplished, visually inspect the threaded shank of the tailplane front mounting swivel head P/N KA10IHV, using a 5 power or greater magnifying glass, for cracks or deformation in accordance with Action 1 of Valentin Technical Note 10/818, dated June 20, 1986. (b) If a cracked or deformed mounting is found during the inspection required by Paragraph (a) of this AD, before further flight, replace the tailplane front mounting with a serviceable tailplane front mounting installation P/N F1-2313 in accordance with Action 2 of Valentin Technical Note No. 10/818, dated June 20, 1986, and Installation Instruction to Technical Note No. 10/818 dated June 20, 1986. (c) Prior to April 20, 1987, replace any tailplane front mounting not replaced in accordance with Paragraph (b) of this AD, with an improved tailplane front mounting installation P/N F1-2313 in accordance with Action 2 of Valentin Technical Note No. 10/818, dated June 20, 1986, and Installation Instruction to Technical Note No. 10/818 dated June 20, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de Ia Loi B-1040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. 516-791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Valentin Technical Note No. 10/818, dated June 20, 1986, and Valentin Installation Instruction to Technical Note No. 10/818, dated June 20, 1986, identified and described in this document, are incorporated 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 Morris Aviation Ltd., Statesboro Airport, Box 718, Statesboro, Georgia 30458. These documents also may be examined at the Office of Regional Counsel, Rules Docket No. 86-ANE-51, Room 311, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 am and 4:30 pm, Monday thru Friday, except federal holidays. This amendment becomes effective on March 27, 1987.
2000-23-10: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model 188A and 188C series airplanes, that requires a revision of the Airplane Flight Manual (AFM) to add procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated. The actions specified by this AD are intended to prevent incapacitation of the flightcrew as a result of lack of oxygen and consequent loss of control of the airplane due to absence of AFM procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated.
56-03-02: 56-03-02 PRATT & WHITNEY: Applies to All Double Wasp CA and CB, and Military R-2800-34, -52W, -57, -73, -77, -83, and -101 Series Engines Using Water Injection. Compliance required as indicated. As a result of engine fires reported due to fuel leakage of the derichment valve cover of PR58 carburetors, the following must be accomplished to reduce the possibility of the derichment valve cover loosening with subsequent fuel leakage: A. At each scheduled inspection which requires the engine cowl to be opened (approximately 100-hour intervals), inspect for fuel leakage while subjected to boost pump pressure. If leakage is noted, either retorque derichment valve cover screws to stop leakage as outlined in B, or replace derichment valve diaphragm as outlined in C. This leakage inspection may be made at alternate scheduled inspections which require the engine cowl to be opened (approximately 200-hour intervals) provided four locating screws with a shank to act as dowelsare installed to eliminate lateral movement of the derichment valve cover. B. The first time leakage is noted it is permissible to retighten the derichment valve cover screws to 20 to 30 inch-pounds torque. If this retorquing corrects the leakage, it will be satisfactory to continue to use the subject diaphragm. NOTE: This retightening can be accomplished only once on a leaking diaphragm. C. At overhaul and whenever a derichment valve diaphragm is replaced: 1. The derichment valve diaphragm holding surfaces of the derichment valve body and diaphragm cover should be lapped to assure that they are flat and to roughen their surfaces. This lapped surface roughness will aid in holding the diaphragm by minimizing cold flow of the diaphragm rubber. 2. The derichment valve diaphragm and the surfaces which clamp it should be dry when the parts are assembled and in particular should be free of oil. 3. During assembly of the parts, the derichment valve cover screws should be tightened to a torque of 20 to 30 inch-pounds. After a period of at least 20 minutes the screws should be retightened to the same torque value. CAUTION: Do not loosen the screws before retightening. P&W Alert Bulletin No. 43 also covers this subject.) When the two new dowel pins described in Bendix Aircraft Carburetor Service Bulletin No. 816 (Advance) or equivalent are accomplished, the inspections in part A. will no longer be required. (P&W Service Bulletin No. 1625 also covers this subject.)
2016-04-01: We are superseding Airworthiness Directive (AD) 2015-26-02 for all Airbus Model A330-200, A330-200 Freighter, and A330-300 series airplanes; and Airbus Model A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2015-26-02 required, for certain airplanes, identification of the part number, serial number, and standard of the ram air turbine (RAT) pump, RAT module, RAT actuator, and RAT lower gearbox assembly; replacement of the balance [[Page 8135]] weight screw, modification of the actuator coil spring, modification of the actuator, an inspection of the anti-stall valve for correct installation in the RAT pump housing; and corrective actions if necessary. For certain other airplanes, AD 2015-26-02 required re- identification or replacement of the RAT module. This new AD requires the same actions as AD 2015-26-02. This new AD was prompted by a report of a typographical error in the regulatory text of AD 2015-26-02. We are issuing this AD to prevent loss of theimpeller function and RAT pump pressurization capability, which, if preceded by a total engine flame-out, could result in loss of control of the airplane.
76-16-03: 76-16-03 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2689 as amended by Amendment 39-3405. Applies to DH-114 "Heron" airplanes, all series and approved variants, certificated in all categories. Compliance required as indicated. To prevent possible failure of the wing to fuselage attachment and loss of the wing in flight, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, inspect the upper lugs of the left and right hand side of the upper carry through boom, P/N 14FS345, for cracks using an ultrasonic method of inspection, in accordance with Appendix 1 of Hawker Siddeley Aviation Ltd., Technical News Sheet TNS F.19, Issue 1, dated July 26, 1976, or an FAA approved equivalent. Note: This inspection can be conducted with the wing installed. (b) If no cracks are found during the inspection required by paragraph (a) of this AD, repeat the inspection at intervals not to exceed 1200 flight hours or 2 calendar years, whichever occurs sooner, until the wings are removed for compliance with AD 72-15-01 at which time the area must be further inspected using the ultrasonic and dye penetrant methods in accordance with Appendix 2 of Hawker Siddeley Aviation, Limited, Technical News Sheet TNS F.19, Issue 1, dated July 26, 1976, (hereinafter referred to as the Technical News Sheet) or an FAA-approved equivalent. Thereafter, if no cracking is found, continue to inspect the area as follows: (1) In accordance with the method specified in paragraph (a) of this AD at an interval not to exceed 3 calendar years from each time the area is inspected in conjunction with the wing removal required by AD 72-15-01; and (2) In accordance with the ultrasonic and dye penetrant methods specified in Appendix 2 of the Technical News Sheet or an FAA-approved equivalent at each time the wings are removed for compliance with AD 72-15-01. (c) If any cracks are found during any inspection required by this AD to be performed in accordance with the method specified in paragraph (a) of this AD, further inspect by ultrasonic and dye penetrant methods in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed. (d) If, during any inspection required by this AD, cracking of the lugs is found which is confined to only one of the lugs per side of the aircraft and exists only from the bolt hole towards the outboard end of the lug, the center section carry through boom may remain on the aircraft and continued flight is permitted provided the wing is removed at intervals not to exceed 300 flight hours or 3 months, whichever is sooner, and the cracked lug is inspected for crack propagation and the remaining two lugs are inspected for cracking, all in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent, until the boom is replaced with a new boom of the same part number or a usedboom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. (e) If, during any inspection required by this AD, cracking is found in more than one lug per side of the aircraft or the cracking of any one lug extends to both sides (inboard and outboard) of the bolt hole or runs from the bolt hole in an inboard direction only, before further flight, replace the carry through boom with a new boom of the same part number or a used boom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. Replacement booms must continue to be inspected in accordance with the following schedule: (1) For used replacement booms, within 3 years from replacement, inspect the lug area in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-15-01 during that period, inspect in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent concurrently with that wing removal. Thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. (2) For new replacement booms, inspect the lug area in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed prior to accumulating 6 years in service and thereafter in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. However, if the first inspection required after replacement is not performed in conjunction with a wing removal required by AD 72-15-01, within the next 3 years after that inspection, inspect in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-15-01 during that period, inspect in accordance with Appendix 2 of the Technical News Sheetor an FAA-approved equivalent concurrently with that wing removal and thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. (f) Report the findings of the inspection specified in paragraph (a) of this AD to Chief, Aircraft Certification Staff, FAA, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by OMB No. 04-R-0174.) Amendment 39-2689 became effective August 16, 1976. This amendment 39-3405 becomes effective February 8, 1979.
2000-23-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires inspecting the connector on the refuel/defuel panel and the electrical connector on the illuminated placard to detect signs of fluid ingression or corrosion, and corrective actions. The actions specified by this AD are intended to prevent electrical shorts or arcing at the illuminated placard connector at the refuel/defuel panel, which could result in a potential ignition source for fuel vapors during fueling procedures. This action is intended to address the identified unsafe condition.
2000-23-16: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes. This action requires repetitive inspections and torque checks of the hanger fittings and strut forward bulkhead of the forward engine mount and adjacent support structure, and corrective actions, if necessary. This action also provides for optional terminating action for the repetitive inspections and checks. This action is necessary to detect and correct loose fasteners and associated damage to the hanger fittings and bulkhead of the forward engine mount, which could result in separation of the engine from the airplane.
2016-04-03: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-400F series airplanes. This AD was prompted by an analysis of the production methods used to increase fatigue resistance of the upper closure fittings at the nose cargo door portal's C-3 frame, which showed that cracking could start too early to be caught in a timely manner by the inspection or maintenance program. This AD requires inspections of the upper closure fitting and connected strap and doubler at the nose cargo door portal for cracking, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct such cracking, which could result in sudden decompression and loss of the airplane's structural integrity.
2016-03-04: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-535E4-37, RB211-535E4-B-37, and RB211-535E4- C-37 turbofan engines. This AD requires recalculating the cyclic life for certain engine life-limited rotating parts and removing those parts that have exceeded their cyclic life limit within specified compliance times. This AD was prompted by a review of operational data that determined certain RR RB211-535E4-37 engines have been operated to a more severe flight profile than is consistent with the flight profile used to establish the cyclic life limits for the rotating parts. We are issuing this AD to prevent failure of life-limited rotating parts, uncontained parts release, damage to the engine, and damage to the airplane.
2000-23-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Learjet Model 60 airplanes, that requires inspecting the routing of oxygen tubing to ensure that there is adequate clamping of the tubing and adequate clearance between the tubing and electrical wiring or electrical contacts, and taking corrective action, if necessary. The actions specified by this AD are intended to prevent electrical arcing between the oxygen tubing and an electrical source, which could result in an oxygen fire.
48-02-01: 48-02-01 BELL: Applies to All 47B Series, Through Serial Number 78. Compliance required before next 25 hours of operation. Reinforce the tail rotor drive shaft bearing hangers by riveting reinforcement plates, Bell P/N 47-267-001-152, -153, -154, -155, -156, and -157, to the appropriate hangers with AN 470- AD3-4 rivets. (Bell Service Bulletin 47C56 dated September 10, 1947, also covers this subject.)
2016-03-05: We are superseding airworthiness directive (AD) 2014-13-01 for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 helicopters with a certain Goodrich rescue hoist damper unit (damper unit) installed. AD 2014-13-01 required repairing or replacing the damper unit or deactivating the rescue hoist. AD 2014-13-01 was prompted by a report of an uncommanded detachment of a damper unit from the cable. This new AD retains the optional requirement of deactivating the rescue hoist, expands the applicability, and requires either replacing or modifying the damper unit with a newly developed single- piece retainer. These actions are intended to prevent the hoist damper unit detaching from the cable resulting in loss of an external load or person from the helicopter hoist and injury to persons being lifted by the hoist.
81-13-04: 81-13-04 ROCKWELL INTERNATIONAL: Amendment 39-4167. Applies to Models NA-265-60 (S/N 306-5, -6, -12, -16, -24, -47, -50, -71, -73, -81, -109, -116, -119, and -122); NA- 265-70 (S/N 370-1 through -9); and NA-265-80 (S/N 380-1 through -72) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. Reflect this AD compliance by an appropriate entry in the aircraft maintenance records. A) Prior to next flight, clean interior of (MLG) shock strut trunnion and measure inside diameter of trunnion from aft side of gear using an internal micrometer. (Ref. Fig. 1 Sabreliner Service Bulletin 81-4, dated June 11, 1981.) 1. If measurement is 2.948 inches or less, return the airplane to service with an appropriate entry in the aircraft maintenance record. 2. If the measurement exceeds 2.948 inches, either replace the outer cylinder with an airworthy part (P/N 1127L001-3, -4, -5, or -6) and return the aircraft to service with an appropriate entry in the aircraft maintenance record, or remove the airplane from service and contact the FAA Aircraft Certification Program Office at telephone (316) 942-4219. B) A special flight permit, in accordance with Federal Aviation Regulation (FAR) 21.197 for a flight by the most direct route to a base where maintenance can be performed, is authorized provided a dye penetrant check of the shaded area of the main landing gear shock strut outer cylinder as shown on Figure 1 of Sabreliner Service Bulletin No. 81-4, dated June 11, 1981, is conducted and no cracks are found. If cracks are found, a ferry flight will not be authorized unless the defective outer cylinder is replaced with an airworthy part (P/N 1127L001-3, -4, -5, or -6). The airplane shall be limited to a maximum gross weight of 20,500 pounds and a landing weight of 17,500 pounds for this special flight. C) The owner/operator shall report defects found to the Chief, Aircraft Certification Program at the address shown in Paragraph D) below, within 48 hours of the inspection. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) D) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 942-4285. Saberliner Service Bulletin No. 81-4, dated June 11, 1981, pertains to the subject matter of this AD. This amendment becomes effective on July 30, 1981, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated June 16, 1981, and is identified as AD 81-13-04.
2009-03-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires modification of the installation wiring for the electric motor-operated auxiliary hydraulic pumps in the right wheel well area of the main landing gear; repetitive inspections of the numbers 1 and 2 electric motors of the auxiliary hydraulic pumps for electrical resistance, continuity, mechanical rotation, and associated airplane wiring resistance/voltage; and corrective actions if necessary. This new AD also requires, for certain airplanes, modifying and rerouting, as applicable, certain components of the wiring of the electric motor for the auxiliary hydraulic pump located in the right wheel well. This AD results from reports of failure of the electric motor for the auxiliary hydraulic pump. We are issuing this AD to prevent failure of the electric motors of the hydraulic pump and associated wiring, which could result in fire at the auxiliary hydraulic pump and consequent damage to the adjacent electrical equipment and/or structure.
2000-23-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 series airplanes, that requires replacement of certain components. The actions specified by this AD are intended to prevent corrosion of the axle of the main landing gear, which could result in cracking and failure of one or more axles, loss of the wheels on the axle, and loss of controllability of the airplane on the ground. This action is intended to address the identified unsafe condition.
98-09-16 R1: This amendment rescinds an existing Airworthiness Directive (AD), applicable to all Aerospatiale Model ATR-42 and ATR-72 series airplanes. That AD currently requires revising the Airplane Flight Manual to add specific flightcrew instructions to be followed in the event of failure of the first generator, which could lead to the loss of main battery power and result in the loss of all electrical power, except the emergency battery supply, during flight. The requirements of that AD were intended to prevent failure of the second of two direct current generators after the failure of the first generator. Since the issuance of that AD, the FAA has received further information indicating that the incident that prompted that AD was an isolated case.
98-18-10: 98-18-10 GENERAL ELECTRIC COMPANY: Amendment 39-10726. Docket 98-ANE-18-AD. Applicability: General Electric Company (GE) CF6-6 series turbofan engines, installed on but not limited to McDonnell Douglas DC-10-10 series aircraft. Note 1: This airworthiness directive (AD) applies to each engine 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 engines 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 (d) 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 low pressure turbine (LPT) stage 4 disk cracking, which could result in an uncontained engine failure and damage to the aircraft, accomplish the following: (a) Remove from service LPT stage 4 disks, part numbers (P/Ns) 9010M40P01, 9010M40P02, 9010M40P07, 9010M40P09, and 9010M40P12, and replace with serviceable parts, in accordance with the following schedule: (1) For disks with 12,300 or more cycles since new (CSN) but less than 24,000 CSN on the effective date of this AD, remove from service affected disks at the earliest of the following: (i) The next piece-part exposure after the effective date of this AD; or (ii) The next engine shop visit after accumulating 16,500 CSN; or (iii) Within 4,200 cycles in service (CIS) after the effective date of this AD; or (iv) Prior to exceeding 24,000 CSN. (2) For disks with 5,000 or more CSN, but less than 12,300 CSN, on the effective date of this AD, remove from service affected disks at the earlier of the following: (i) Prior to exceeding 16,500 CSN; or (ii) Within 7,300 CIS after the effective date of this AD. (3) For disks with less than 5,000 CSN on the effective date of this AD, remove from service affected disks prior to exceeding 12,300 CSN. (b) This AD establishes a new cyclic retirement life limit for LPT stage 4 disks of 12,300 CSN. Thereafter, except as provided in paragraph (d) of this AD, no alternative cyclic retirement life limits may be approved for LPT stage 4 disks. (c) For the purpose of this AD, the following definitions apply: (1) An engine shop visit is defined as separation of a major, static flange. (2) Piece-part exposure is when the affected part is completely disassembled in accordance with the disassembly instructions in the engine manual or section of the Instructions for Continued Airworthiness. (d) 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, Engine Certification Office. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (e) 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 aircraft to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective on September 30, 1998.
91-02-08: 91-02-08 AEROSPACE TECHNOLOGIES OF AUSTRALIA PTY LTD.: Amendment 39-6842. Docket No. 90-CE-15-AD. Applicability: Nomad Models N22B, N22S, and N24A airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent overheating of the terminal lugs connected to the generator cables at the wing leading edge engine firewall, accomplish the following: (a) Modify the airplane electrical system using Nomad Modification No. N724, in accordance with the instructions in Part 3 of Nomad Alert Service Bulletin ANMD-24-5, Revision 1, dated August 4, 1989. (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 method of compliance or adjustment to the compliance time that provides an equivalent level of safety may be approved by the Manager, FAA, Northwest Mountain Region, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California 90806-2425. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, FAA, Northwest Mountain Region, Los Angeles Aircraft Certification Office. (d) All persons affected by this directive may obtain copies of the document referred to herein upon request to Aerospace Technologies of Australia Pty, Ltd., 226 Lorimer Street, Port Melbourne, Victoria 3207, Australia; Telephone 9-011-61-62-68-4142; or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6842, AD 91-02-08) becomes effective on February 7, 1991.
2016-02-06: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. This AD requires inspecting each tail rotor (T/R) pitch link (link) bearing bore for corrosion and pitting and either replacing the T/R link or applying sealant. This AD also requires a recurring inspection of the sealant and repeating the inspections for corrosion and pitting if any sealant is missing. This AD is prompted by an incident in which a helicopter experienced an in-flight failure of a T/R link. These actions are intended to detect corrosion or pitting and to prevent failure of a T/R link and subsequent loss of control of the helicopter.
2009-03-04: 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: Turbomeca S.A. has informed EASA of a case of a "red disk'' plug that has been actually installed on an engine which has been subsequently released for service operation. This engine experienced an in-service high pressure leak event (at the fuel pump outlet) due to cracking of this "red disk'' plug. This leak could lead to in- flight flame-out and/or possibly a fire. We are issuing this AD to prevent fuel leaks, which could result in a fire and damage to the helicopter.
2009-04-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Field reports have indicated that during take-off with light turbulences or after rapid roll/heading attitude changes soon after take-off, it is possible that both PFDs (Primary Flight Display) indicate a roll attitude offset of up to 10 degrees in the same direction. This condition has been reported to correct itself after several minutes of un-accelerated flight with levelled wings and no sideslip. This situation, if not corrected, could result in an undesired bank angle which constitutes an unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.