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99-02-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes. This amendment requires repetitive tests to detect internal leakage of hydraulic fluid within the hydraulic components of the ground spoiler system and to detect a buildup of pressure in the return line of the bypass valve, and corrective action, if necessary; installation of additional hydraulic lines and an additional hydraulic shutoff valve in the ground spoiler system; and replacement of the valve block of the ground spoiler system with a new part. This amendment also requires eventual replacement of the relief restrictor valves of the ground spoiler system with redesigned parts, which constitutes terminating action for the repetitive tests. 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 the ground spoilers from unlocking and deploying during takeoff or in flight, and consequent reduced controllability of the airplane.
2018-03-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report of rudder yoke components that had not been properly inspected at the supplier. This AD requires replacement of the left and right rudder yoke assemblies. We are issuing this AD to address the unsafe condition on these products.
85-06-06: 85-06-06 BRITISH AEROSPACE: Amendment 39-5023. Applies to Model 3101 Jetstream (all serial numbers) airplanes, certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To assure adequate emergency lighting system power pack charge for lighting during emergency airplane evacuation, accomplish the following: (a) Incorporate British Aerospace (BAe) Modification JM7431 in accordance with the instructions contained in BAe Alert Service Bulletin No. 33-A-JM7431, Revision 1, dated October 7, 1984. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on May 8, 1985.
85-23-03: 85-23-03 LOCKHEED: Amendment 39-5156. Applies to Lockheed Models 382, 382B, 382E, 382F, and 382G series Hercules airplanes with Lockheed serial numbers 4134, 4147, 4208, 4248, 4250, 4299, 4300, 4301, 4303, 4362, 4383, 4384, 4388, 4391, 4472, 4477, 4558, 4561, 4565, 4586, 4590, and 4763. CAUTION: The fire extinguisher squibs are similar to a pistol cartridge. The squibs contain an explosive charge which could cause injury or death if accidentally fired. Do not expose squibs to heat or an electric current or strike or drop squibs. Failure to comply may result in serious injury or death to personnel. Compliance is required within 30 days after the effective date of this AD, unless already accomplished. To preclude misfiring of fire extinguisher systems, accomplish the following: A. Inspect each fire extinguisher squib (two per airplane) in accordance with Lockheed Alert Service Bulletin A382-26-4 dated October 4, 1984, to determine part number and loading date.Squibs having Holex part number 4199-1 (Lockheed number 695679-15), and having a loading date of 1/84, must be replaced with a serviceable squib prior to further flight, except as provided in paragraph B., below. B. If a serviceable replacement squib is not available, a part number 4199-1 squib having a loading date of 1/84 may be used during the interim, provided the following is accomplished: (1) Make a resistance measurement of the squib in accordance with applicable maintenance instructions of Lockheed Alert Service Bulletin A382-26-4, dated October 4, 1984, before the aircraft is returned to service, and every 30 days thereafter, until an acceptable replacement squib has been installed or until the squib reaches its life limit, whichever occurs first. (2) Ensure that the resistance measurement is, and remains at each 30 day check, within the tolerances specified in the applicable maintenance instructions referred to in Lockheed Alert Service Bulletin A382-26-4,dated October 4, 1984. 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. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received the applicable service bulletin from the manufacturer may obtain copies upon request to Lockheed-Georgia Company, Field Service Office, 86 South Cobb Drive, Marietta, Georgia 30063. These documents may be examined at FAA, Central Region, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia, or FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective on November 24, 1985.
61-24-01: 61-24-01 BOEING AND DOUGLAS: Amdt. 369 Part 507 Federal Register November 23, 1961. Applies to all 707/720 Series and DC-8 Series aircraft equipped with Pratt & Whitney Aircraft JT3C-12, JT3D-1, JT3D-1-MC6, JT3D-1-MC7, and JT3D-3 engines. \n\n\tCompliance required as indicated. \n\n\tA recent failure of the low compressor turbine shaft resulted in overspeeding and separation of the low compressor turbines. To prevent recurrence of this difficulty, the following action is required on any turbine engine that has been disassembled since last overhaul to the extent of exposing any bearing compartment: \n\n\tAt periods not to exceed 12 hours' time in service, the main oil screen shall be disassembled, inspected and cleaned in accordance with Pratt and Whitney Overhaul Manual. The inspection shall be repeated until the screen is free of contamination for two successive inspections. If contaminants indicative of engine part failure or contaminants in sufficient quantity to plug the oil screen are found during any inspection the engine shall not be operated until the cause of the difficulty has been determined and satisfactorily corrected. \n\n\tUpon 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. \n\n\t(Pratt and Whitney telegram to all turbojet engine operators dated November 9, 1961, covers the same subject.) \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 10, 1961. \n\n\tRevised February 13, 1962, and June 7, 1962.
2018-03-10: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-300 series airplanes. This AD was prompted by reports of scribe line damage on fuselage skin. This AD requires detailed inspections of fuselage skin for the presence of scribe lines, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
88-17-01: 88-17-01 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORPORATION (ALLISON): Amendment 39-6092. Final copy of Priority Letter AD 88-17-01 issued August 15, 1988. Applicability: Allison Model 250-B17, -C20, -C20R, and -C30 series engines, incorporating Bendix gas producer fuel controls listed in the attached appendix, installed in aircraft certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible engine over-temperature, loss of throttle response, or unscheduled power increase accomplish the following: (a) Remove from service within the next ten (10) operating hours after the effective date of this AD, the affected Bendix gas producer fuel controls listed by part number and serial number in the attached appendix and replace with a serviceable part. NOTES: (1) Out-of-service affected Bendix gas producer fuel controls, listed by part number and serial number in the attached appendix, may be returned to serviceupon the incorporation of Allison Alert Commercial Engine Bulletin (CEB) titled "Engine, Fuel and Control, Inspection of Certain Bendix Fuel Control Bellows Assemblies", dated August 1, 1988, with applicability as follows: ENGINE MODEL BULLETIN NUMBER 250-C20 Series CEB-A-1272 250-B17 Series TP CEB-A-1231 250-C30 Series CEB-A-73-3042 250-C20R Series CEB-A-73-4008 (2) Those affected Bendix gas producer fuel controls incorporating the above-cited Allison Alert CEB are identified by a green mark on the cylinder portion of the self-locking cap nut and either the letter "A" or the letter "B" in the "LESS ISSUE" block of the data plate. (b) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where this AD can be accomplished. (c) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (d) 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 AD. Allison Alert CEB titled "Engine, Fuel and Control, Inspection of Certain Bendix Fuel Control Bellows Assemblies", dated August 1, 1988, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corporation, P.O. Box 420, Indianapolis, Indiana 46206-0420. This document may also be examined at the Office of the Assistant Chief Council, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 88-ANE-32, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6092, AD 88-17-01) becomes effective March 1, 1989, as to all persons except those persons to whom it was made immediately effective by individual Priority Letter AD 88-17-01 issued August 15, 1988, which contained this amendment. APPENDIX AD 88-17-01 Bendix Fuel Controls: Bendix Part No.: 2524644-26 (Allison 23033917) Serial No.: 87241174 87490092 88041524 88090122 87370001 88041515 88090107 88090124 * 87430041 88041516 88090110 88090125 87430042 88041517 88090112 88090126 * 87430044 88041518 88090114 88090128 87430045 88041519 88090116 88090129 87490081 88041520 88090118 88090130 87490082 88041521 88090119 88090131 87490083 88041522 88090120 87490084 88041523 88090121 Bendix Part No.: 2524654-23 (Allison 23036660) Serial No.: 87251235 87460078 Bendix Part No.: 2524886-10 (Allison 23033919) Serial No.: 87430052 87430055 87490102 87430053 87490101 87490104 Bendix Part No: 2524922-6 (Allison 23033849) Serial No.: 87370010 88090143 88090144 Bendix Part No.: 2524957-3 (Allison 23030614) Serial No.: 84250105 Bendix Part No.: 2524986-2 (Allison 23038954) Serial No.: 87490095 87490098 Bendix Part No.: 2549032-2 (Allison 23037275) Serial No.: 87430056 87430063 88090154 88090163 87430057 87430065 88090155 88090165 87430059 88090147 88090156 88090166 87430060 88090149 88090157 88130236 87430061 88090151 88090158 88130249 87430062 88090152 88090160 88130250 *These Serial Nos. corrected from Priority Letter AD 88-17-01 by this Final Rule.
86-15-09: 86-15-09 GROB-WERKE GMBH: Amendment 39-5356. Applies to Model Grob G 109B motorgliders (serial numbers 6200 through 6430 inclusive) certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the possibility of encountering aileron flutter which could result in the loss of control of the motorglider, accomplish the following: (a) Within the next 5 hours time-in-service after the effective date of this AD: (1) Attach a placard on the instrument panel adjacent to the airspeed indicator with the following wording: "NEVER EXCEED AIRSPEED (IAS): 190 km/h (100 kts)." (2) Place a copy of this AD in the limitation section of the flight manual. (b) Modification of the motorglider, by installing a rudder damper, additional mass- balance to the ailerons, and stiffening the upper and lower rudder hinge attachment points on the vertical tail, in accordance with the "Instructions" section of GROB-Werke GmbH Technical Information No. TM 817-20 dated Jan. 29, 1986, and GROB-WERKE GmbH Repair Instruction No.'s 817-20/1, 817-20/2, 817-20/3, dated Jan. 29, 1986, deletes the requirement for compliance with Paragraph (a). 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 la Loi, B-1040 Brussels, Belgium, telephone no. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, 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.Grob-Werke GmbH Technical Information No. 817-20, dated Jan. 29, 1986, and Grob- Werke GmbH Repair Instructions Nos. 817-20/1, 817-20/2, 817-20/3, dated Jan. 29, 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 Grob Systems Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents also may be examined at the Office of Regional Counsel, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 86-ANE- 29, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on July 31, 1986.
61-22-01: 61-22-01 BELL: Amdt. 361 Part 507 Federal Register November 7, 1961. Applies to All Model 47 Series Helicopters. Compliance required as indicated. To preclude failure of the main rotor pitch link rod end bearing P/N RE4F7 which causes loss of main rotor control, the following one-time only inspection is required to determine that the bearing is correctly installed. (a) Within the next 10 hours' time in service after the effective date of this AD, on all Model 47 Series helicopters, inspect the main rotor control pitch link located between the stabilizer bar mixing lever and the main rotor blade control horn to see that the rod end bearing sides are parallel to the clevis slot. These surfaces must be adjusted parallel to prevent binding of the rod end bearing at extreme ends of travel, as specified in all applicable model maintenance manuals. (b) Within the next 10 hours' time in service after the effective date of this AD, inspect all Models 47D, 47D-1, 47H-1, 47G, 47G-2, and 47J helicopters equipped with Fafnir P/N RE4F7 rod end bearing as follows: (1) Remove the RE4F7 rod end bearing in accordance with the applicable maintenance manual and visually inspect for obvious damage or defect of the outer race such as nicks and gouges adjacent to the shield, looseness, roughness, distortion or kinks in bearing shields. (2) If any damage or defect is found, replace the bearing prior to further flight. (3) If no damage or defect is found, the bearing may be reinstalled. (4) The installation of the bearings under subparagraphs (2) or (3) shall be made in accordance with the applicable maintenance manual making positive that requirements of paragraph (a) are followed. (c) Helicopters listed in paragraph (b) that are not equipped with the Fafnir P/N RE4F7 bearings are equipped with Bell P/N 47-140-241-3 rod end bearings. These bearings are of a different make and only require the inspection called for in paragraph (a).(Bell Service Instruction 345 SI covers this same subject for the models listed under (b)). This directive effective November 7, 1961.
61-23-04: 61-23-04 DOUGLAS: Amdt. 363 Part 507 Federal Register November 7, 1961. Applies to All Models DC-6, DC-6A, and DC-6B Aircraft Serial No. 42854 Up To and Including Serial No. 44429. \n\n\tCompliance required as indicated. \n\n\tSeveral Instances have been reported of spanwise cracks found in the center wing, front spar lower outboard cap. The cracks were approximately 3 inches in length and were located on the aft side of the spar cap body just outboard of the landing gear fitting (Station 163 approximately). Instances have also been reported where cracks have progressed forward into adjacent bolt holes. As a result of the foregoing, the following must be accomplished on the affected area of lower front spar caps having in excess of 15,000 hours' time in service unless the affected area has already been reworked, repaired or replaced as specified in paragraphs (b), (c), or (d). \n\n\t(a)\tWithin the next 3,000 hours' time in service, accomplish a dye penetrant inspection or equivalent for cracks in the aft tang of the outboard front spar lower cap for a spanwise distance of 5 inches from the inboard end (Station 163 approximately) and rework in accordance with (b), (c), or (d), as required. \n\n\t(b)\tIf no cracks are detected by the inspection prescribed in (a), the area must be reworked as necessary prior to further flight per Item 4(a) of Section I of Douglas Service Bulletin No. 802, reissued October 21, 1960. \n\n\t(c)\tIf, during the inspection prescribed in (a), cracks are detected which exceed 3 inches in length along the radius of the aft tang or extend forward beyond the end bolt holes, the spar cap must be replaced prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. When installing a replacement spar cap, the rework specified in Item 4(a) of Section I of Douglas Service Bulletin No. 802 reissued October 21, 1960, or equivalent, must be incorporated. \n\n\t(d)\tIf, during the inspection prescribed in (a), cracks are detected which do not exceed the limits set forth in (c), replacement of the spar cap is optional. If replaced, the rework instructions specified in (c) must be incorporated. If not replaced, the spar cap must be repaired and inspected per Section II of Douglas Service Bulletin No. 802, reissued October 21, 1960, or equivalent, prior to further flight except ferry flight in accordance with the provisions of CAR 1.76. \n\n\t(Douglas Service Bulletin No. 802, reissued October 21, 1960, covers the same subject.) \n\n\tThis directive effective December 7, 1961.