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62-16-05: 62-16-05 PRATT & WHITNEY: Amdt. 464 Part 507 Federal Register July 17, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1-MC7 Turbofan Engines. Compliance required as indicated. To preclude failure of the fourth stage compressor rotor disc, P/N 426504, accomplish the following: (a) For engines previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) every 365 hours' time in service from the last inspection. (b) For engines not previously inspected by the procedure described by paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect engine with 300 or more hours' time in service since last engine overhaul within the next 365 hours' time in service and each 365 hours' time in service thereafter. (2) Inspect engines with less than 300 hours' time in service since last overhaul prior to the accumulation of 675 hours' time in service and each 365 hours' time in service thereafter. (c) Remove the front accessory drive support assembly (NI gearcase) and the front accessory drive main spur gear (NI gearcase coupling). Using a strong light, visually inspect the fourth stage compressor rotor disc in the area between the disc bore and the spacer shoulder on the disc. If cracking is found, remove the engine for disc replacement prior to further flight. (d) When fourth stage compressor disc, P/N 471904 is installed in place of P/N 426504 disc, the repetitive inspections required by this AD are no longer required. (e) The requirement for main oil screen inspections per AD 61-24-01 does not apply when the No. 1 bearing compartment is exposed for this disc inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 such operator. (Pratt & Whitney Aircraft telegraphic message of June 6, 1962, to American Airlines, covers the same subject.) This directive effective July 17, 1962.
80-13-06: 80-13-06 PIPER AIRCRAFT CORPORATION: Amendment 39-3803. Applies to Model PA-31-325, serial numbers 31-7400990, 31-7512006 through 31-7612030; and Model PA-31-350, serial numbers 31-5001 through 31-7652066 airplanes certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this Airworthiness Directive unless already accomplished. To prevent possible failure of the alternate air door magnetic catch assembly attachment and ingestion of the magnetic catch into the turbocharger accomplish the following: Modify or replace the magnetic catch assembly in accordance with Piper Aircraft Service Bulletin No. 479B, dated March 23, 1976, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective June 23, 1980.
2020-20-13: The FAA is superseding Airworthiness Directive (AD) 2018-15-04 for certain General Electric Company (GE) CF6-80A, CF6-80A1, CF6-80A2, CF6-80A3, CF6-80C2A1, CF6-80C2A2, CF6-80C2A3, CF6-80C2A5, CF6-80C2A5F, CF6-80C2A8, CF6-80C2B1, CF6-80C2B1F, CF6-80C2B2, CF6-80C2B2F, CF6- 80C2B4, CF6-80C2B4F, CF6-80C2B5F, CF6-80C2B6, CF6-80C2B6F, CF6- 80C2B6FA, CF6-80C2B7F, CF6-80C2D1F, CF6-80C2L1F, and CF6-80C2K1F model turbofan engines. AD 2018-15-04 required ultrasonic inspection (UI) of high-pressure turbine (HPT) stage 1 and stage 2 disks. This AD retains the required inspections while expanding the population of affected HPT disks. This AD was prompted by an uncontained failure of an HPT stage 2 disk and the manufacturer's determination to expand the population of affected HPT disks. The FAA is issuing this AD to address the unsafe condition on these products.
61-05-05: 61-05-05 NORTH AMERICAN: Amdt. 260 Part 507 Federal Register March 4, 1961. Applies to All T-28A Aircraft Certified In The Restricted Category. \n\n\tCompliance required as indicated. \n\n\t(a)\tThe R-1300-1A engines which have been overhauled must have Change 53 of T.O. 2R-R1300-5 incorporated upon the accumulation of 860 hours since last overhaul. R-1300-1A engines which have never been overhauled must have Change 53 of T.O. 2R-R1300-5 incorporated upon the accumulation of 860 hours total time in service since new. The modified engines will be designated as R-1300-1B engines by stamping the letter "B" on the engine nameplate. \n\n\t(b)\tThe engine-driven fuel pump, AN-4100, and fuel booster pump must be overhauled every 1,200 hours' time in service. \n\n\t(c)\tThe engine-driven hydraulic pump, AS-6201-1, must be overhauled every 860 hours' time in service. \n\n\t(d)\t(1)\tThe A-422-E1 or -E2 propeller, regardless of serial number, must be disassembled, inspected, and reworked in accordance with T.O. 3H3-3-512 at 300 hours' time in service. \n\n\t\t(2)\tThe A-422-E1 or -E2 propeller must be removed from service after 2,100 hours' time in service. \n\n\t(e)\tConduct an inspection of all cylinders in accordance with paragraph 2 of T.O. 1T-28A-531 at the following intervals: \n\n\t\t(1)\tEvery 30 hours' time in service. \n\n\t\t(2)\tDuring any intermediate engine inspection at which oil leaks, carbon smudges, etc., are detected. \n\n\t(Cylinder assembly P/N 430622 Change T and later changes have shotpeened barrels and do not require the above cylinder barrel inspection. The cylinder assembly number is stamped on the flat of the cylinder identification pad.) \n\n\tThis supersedes AD 58-24-03. \n\n\tThis directive effective March 4, 1961.
2003-20-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747SP, 747SR, 747-100, 747- 200, and 747-300 series airplanes, that currently requires repetitive operational tests of the reversible gearbox pneumatic drive unit (PDU) or the reversing air motor PDU to ensure that the unit can restrain the thrust reverser sleeve, and correction of any discrepancy found. This amendment requires installation of a terminating modification, repetitive functional tests of that installation to detect discrepancies, and repair if necessary. This amendment also removes airplanes from the applicability and adds certain new requirements. The actions specified by this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight. This action is intended to address the identified unsafe condition. \n\nDATES: Effective November 18, 2003.\n\n\tThe incorporation by reference of certain publications, as listed in the regulations, is approved by the Director of the Federal Register as of November 18, 2003.\n\n\tThe incorporation by reference of a certain publication, as listed in the regulations, was approved previously by the Director of the Federal Register as of September 5, 1995 (60 FR 39631, August 3, 1995).
79-26-04: 79-26-04 PIPER AIRCRAFT CORPORATION: Amendment 39-3642. Applies to the following Model PA-32RT-300 and PA-32RT-300T series airplanes, certificated in all categories: PA-32RT-300 Lance II 32R-7885001 to 32R-7885025 Inclusive 32R-7885027 to 32R-7885261 Inclusive 32R-7885263 to 32R-7885285 Inclusive 32R-7985001 to 32R-7985035 Inclusive 32R-7985037 to 32R-7985045 Inclusive 32R-7985047 to 32R-7985059 Inclusive 32R-7985062, 32R-7985064, 32R-7985066, 32R-7985067, 32R-7985069 to 32R-7985076 Inclusive 32R-7985078, 32R-7985083 to 32R-7985085 Inclusive 32R-7985088 to 32R-7985090 Inclusive 32R-7985092 to 32R-7985097 Inclusive 32R-7985101, 32R-7985103 to 32R-7985105 PA-32RT-300T Turbo Lance lI 32R-7887001 to 32R-7887222 Inclusive 32R-7887224 to 32R-7887226 Inclusive 32R-7887228 to 32R-7887237 Inclusive 32R-7887239 to 32R-7887243 Inclusive 32R-7887245 to 32R-7887254 Inclusive 32R-7887256 to 32R-7887261 Inclusive32R-7887263, 32R-7887265 to 32R-7887289 Inclusive 32R-7987001, 32R-7987002 32R-7987004 to 32R-7987011 Inclusive 32R-7987013, 32R-7987014, 32R-7987016, 32R-7987017, 32R-7987019, 32R-7987020, 32R-7987024 to 32R-7987028 Inclusive 32R-7987029, 32R-7987030, 32R-7987032, 32R-7987034, 32R-7987035, 32R-7987038, 32R-7987039, 32R-7987041, 32R-7987042, 32R-7987044, 32R-7987046, 32R-7987049 to 32R-7987051 Inclusive 32R-7987054 to 32R-7987058 Inclusive 32R-7987060, 32R-7987066, 32R-7987068 to 32R-7987070 Inclusive 32R-7987072, 32R-7987073, 32R-7987075, 32R-7987076, 32R-7987078 to 32R-7987080 Inclusive 32R-7987082 to 32R-7987086 Inclusive 32R-7987088, 32R-7987089, 32R-7987091, 32R-7987094, 32R-7987096 to 32R-7987099 Inclusive 32R-7987101, 32R-7987102, 32R-7987104, 32R-7987107 to 32R-7987115 Inclusive 32R-7987117, 32R-7987119, 32R-7987122, 32R-7987124, 32R-7987125, 32R-7987126.Compliance as prescribed in the body of the AD. To prevent initiation and/or growth of rudder skin cracks, with resulting possible weakening of rudder structural integrity, accomplish the following, unless already accomplished: a. Within the next 25 hours time-in-service after the effective date of this AD, and at intervals not to exceed 25 hours time in service, visually check the area along the skin beads at the trailing edge of the rudder for cracks. This check may be accomplished by the pilot. NOTE: A maintenance record entry showing compliance with these repetitive visual checks is required. b. If crack(s) are found, repair within the next 10 hours time in service in accordance with the instructions contained in Piper Kit Part Number 763 940V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. c. If no crack(s) are found during the checks required by paragraph a, modify the rudder within thenext 100 hours time in service after the effective date of this AD in accordance with the instructions contained in Piper Kit Part Number 763 936V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. d. Verify that the rudder balance, after repair or modification, is within the limits established in the Piper Lance II Service Manual. e. Compliance with paragraphs b or c, and d, above terminates the repetitive checks required in paragraph a above. f. Upon submission of substantiating data through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repair or modification compliance time. Piper Service Letter No. 882 also deals with this subject. This amendment is effective January 7, 1980.
80-01-02: 80-01-02 BRITISH AEROSPACE/SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-3644. Applies to Concorde Type I airplanes. To prevent failure of the main landing gear tires or wheels or both resulting from underinflated tire conditions, accomplish the following, or an FAA-approved equivalent: (a) Before each flight after the effective date of this AD check the tire pressure of each main landing gear tire in accordance with the instructions of Chapter 12.14.32 of the Maintenance Manual as follows: (1) When the gate stop time is more than 4 hours, verify the tire pressure within 2 hours preceding start of engines. (2) When the gate stop time is between 3 and 4 hours, verify the tire pressure within the hour preceding the start of engines. (3) When the gate stop time is 2 to 3 hours verify the tire pressure within 30 minutes preceding the start of engines. (4) When the gate stop time is less than 2 hours verify the tire pressure within 30 minutes preceding the start of engines and comply with paragraph (c) of this AD. (b) If as a result of the tire pressure verifications required by paragraph (a)(1), (a)(2) or (a)(3) of this AD, the tire pressure was found to be - (1) Between 14.6 bars/212 psi and 15 bars/218 psi, no further action required; (2) From 14.2 bars/206 psi to 14.6 bars/212 psi, reinflate to 15 bars/218 psi; (3) From 13.4 bars/195 psi to 14.2 bars/206 psi, reinflate to 15 bars/218 psi and record this action for future reference; (4) From 12.6 bars/183 psi to 13.4 bars/195 psi, replace that wheel and tire and comply with paragraph (e) of this AD; or (5) Below 12.6 bars/183 psi, replace that wheel and tire and also replace the adjoining wheel and tire and comply with paragraph (e) of this AD. (c) If as a result of the tire pressure verification required by paragraph (a)(4) of this AD the pressure was found to be - (1) Above 14.6 bars/212 psi - nofurther action is required; (2) From 14.2 bars/206 psi to 14.6 bars/212 psi, reinflate the tire to 15 bars/218 psi; (3) From 12.6 bars/183 psi to 14.2 bars/206 psi, replace that tire and wheel and comply with paragraph (e) of this AD; or (4) Below 12.6 bars/183 psi, replace that wheel and tire and also replace the adjoining wheel and tire and comply with paragraph (e) of this AD. (d) Prior to further flight, replace the wheel and tire, and accomplish the "push-in" fuse plug check in accordance with Aerospatiale Campaign Wire 32CW076, Issue 4, if - (1) The cockpit brake temperature indicator records a temperature above 510C/950F; (2) A rejected takeoff is executed from a speed over 100 knots, with a brake cooling fan inoperative and the corresponding brake was not deactivated; or (3) A landing was accomplished with a brake cooling fan inoperative and the corresponding brake was not deactivated. (e) Perform the non-destructive test, and the "push-in" fuse plug check on any wheel removed from the aircraft as required in paragraph (b), (c), or (d) of this AD, in accordance with Aerospatiale Campaign Wire 32CW076, Issue 4. (f) Any discrepancies found on the wheels, tires, brakes or on the fuse plugs during the inspections defined above must be reported to the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (g) An equivalent means of compliance with the requirements of this AD may be used if approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. This supersedes telegraphic AD T79EU11, dated September 10, 1979. This amendment becomes effective December 26, 1979.
68-26-01: 68-26-01 HUGHES: Amendment 39-696. Applies to Model 269A Helicopter Serial Nos. 0011 through 0893 (except TH-55A helicopters), 269A-1 Helicopter Serial Nos. 0001 through 0041, 269A-2 Helicopters Serial Nos. 0001 and 0002, 269B Helicopter Series Nos. 0001 through 0359 with P/N 269A5504-3 Lower Coupling Drive Shaft or Hughes P/N 80-269A5504-5 or P/N 269A5504-5 Lower Coupling Drive Shaft assembly installed. Compliance required within 25 hours of helicopter operation after the effective date of this airworthiness directive, unless previously accomplished. To prevent failures of the lower coupling drive shaft (Hughes P/N 269A5504-3) or lower coupling drive shaft assembly (Hughes P/N 80-269A5504-5 or 269A5504-5) by assuring the physical integrity of the shaft, including freedom from cracks: (a) Inspect the entire shaft per Hughes Service Information Notice No. N-55.1, dated December 9, 1968, or later FAA approved revisions, or any equivalent inspection approved by the Chief, Aircraft Engineering Division, Western Region. (1) If cracks are found during this inspection, retire shaft from service and replace with a new shaft. (2) If no cracks are found, identify the shaft per Item "m" of Hughes Service Information Notice No. N-55.1, or later FAA approved revisions, or equivalent identification approved by the Chief, Aircraft Engineering Division, Western Region. The shaft may continue to be used in accordance with service life limitations. (b) Determine that the inspection or identification, as appropriate, specified in paragraph (a) has been accomplished, prior to installing replacement lower coupling drive shafts (P/N 269A5504-3). This supersedes Amendment 39-661 (33 F.R. 14636), AD 68-20-03. This amendment becomes effective December 21, 1968.
79-26-01: 79-26-01 PIPER: Amendment 39-3639. Applies to Piper PA-23-250 Model airplanes, Serial Nos. 27-7654001 thru 27-7954044 certificated in all categories, which incorporate the following stabilators. Serial Nos.: 0336-L thru 0340-L 0401-L thru 0607-L 0337-R thru 0341-R 0402-R thru 0609-R To prevent possible loosening and relative motion between the stabilator bottom skins and the stabilator frame - structure, accomplish the following: a. Within the next 50 hours in service after the effective date of this AD, unless already accomplished within the past 50 hours and at intervals not to exceed 100 hours in service thereafter, inspect and repair or alter the left and right stabilator in accordance with the "INSTRUCTIONS" section on page 3 of 3 in Piper Service Bulletin No. 606 dated July 12, 1979, or approved equivalent. b. When the stabilator assemblies are altered in accordance with paragraph B.4. of the "INSTRUCTIONS" section or equivalent, compliance with this AD is no longer required. c. Equivalent inspections, repairs or alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. d. Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 24, 1979.
2020-20-01: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X, FALCON 900EX, and FALCON 2000EX airplanes. This AD was prompted by reports of primary display unit (PDU) data flickering on airplanes equipped with EASy software. This AD requires amending the applicable Dassault airplane flight manual (AFM) to incorporate the applicable AFM change project (CP), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.