Results
2012-02-11: We are superseding an existing airworthiness directive (AD) for [[Page 4649]] all RR RB211-535E4-37, -535E4-B-37, -535E4-B-75, and -535E4-C-37 turbofan engines. That AD currently requires performing initial and repetitive visual and fluorescent penetrant inspections (FPI) of the low-pressure (LP) turbine stage 1, 2, and 3 discs to detect cracks in the discs. This new AD continues to require those inspections and changes the definition of a shop visit to be less restrictive. This AD was prompted by our finding that the definition of shop visit in the existing AD was too restrictive. We are issuing this AD to revise the definition of shop visit and to detect cracks in the LP turbine stage 1, 2, and 3 discs, which could result in an uncontained release of LP turbine blades and damage to the airplane.
97-15-11: This amendment supersedes an existing airworthiness directive (AD), applicable to Avco Lycoming and Textron Lycoming reciprocating engines, that currently requires removal from service of defective piston pins, and replacement with serviceable parts. This amendment adds additional affected engine models that may have defective piston pins installed, and references a revised service bulletin. This amendment is prompted by the determination that additional engine models may have defective piston pins installed. The actions specified by this AD are intended to prevent piston pin failure, which could result in engine failure.
97-11-13: This document makes a correction to Airworthiness Directive (AD) 97-11-13, which was published in the Federal Register on May 29, 1997 (62 FR 28999), and concerns Fairchild Aircraft SA226 and SA227 series airplanes. The date of Fairchild Service Bulletin (SB) 227-24-008 is incorrectly referenced in paragraph (a) of this AD. All other reference is correct. The AD currently requires modifying the electrical power generation system. This action corrects the AD to reflect the right date for Fairchild SB 227-24-008 throughout the entire document.
97-08-06 R1: This document clarifies information in Airworthiness Directive (AD) 97-08-06 that applies to Louis L'Hotellier S.A. (L'Hotellier) ball and swivel joint quick connectors installed on gliders and sailplanes that are not equipped with a "Uerling" sleeve or an LS-safety sleeve. These connectors allow the operator of the gliders and sailplanes to quickly connect and disconnect the control systems during assembly and disassembly for storage purposes. AD 97-08-06 currently requires enlarging the safety pin guide hole diameter, and fabricating and installing a placard that specifies the requirement of securing the control system connectors with safety wire, pins, or safety sleeves prior to each flight. The actions specified in that AD are intended to prevent the connectors from becoming inadvertently disconnected, which could result in loss of control of the sailplane or glider. This document clarifies the applicability and modification instructions of AD 97-08-06 by including additional instructions to accomplish the same actions. This correction of the AD results from several operators expressing uncertainty about the applicability and modification instructions.
2011-18-12: We are superseding an existing airworthiness directive (AD) for the specified ECF model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Union. The MCAI AD states that some cracks have been discovered in the spar of the upper fin on Model AS355N helicopters. Due to the fin design similarity between AS350 and AS355 helicopters, this AD action applies to both helicopter models. Modifying the upper and lower fin attachment is intended to prevent failure of a spar, loss of a fin, a separated fin hitting a rotor, and subsequent loss of control of a helicopter.
2006-11-19: We are adopting a new airworthiness directive (AD) for all DORNIER LUFTFAHRT GmbH Models 228-100, 228-101, 228-200, 228-201, 228- 202, and 228-212 airplanes. This AD requires you to repetitively inspect the wiring in the flight deck overhead panels (locations 5VE and 6VE) for chafing and damage and repair any chafed or damaged wires. Regardless of the results of each inspection, this AD requires you to assure correct installation of the wiring in the flight deck overhead panels by reattaching or replacing the wire tie attachment holders and securing any loose wires to the wire tie attachment holders with plastic wire ties. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect, correct, and prevent chafed or damaged wires in the flight deck overhead panels, which could result in short-circuiting of related wiring. This condition could lead to electrical failure of affected systems and potential fire in the flight deck.
78-05-09: 78-05-09 BRITISH AIRCRAFT CORPORATION: Amendment 39-3154. Applies to BAC 1- 11, Model/Types 203/AE, 204/AF, 212/AR, 215/AU, 201/Z/AC, 401/AK, 410/AQ, 419/EP, and 412A/EB airplanes. Compliance is required as indicated. To prevent destruction of the fuel boost pump electrical connector accomplish the following: (a) Within the next 300 hours airplane time in service after the effective date of this AD, unless already accomplished, comply with the following: (1) Permanently install a placard at all cockpit fuel boost pump circuit breakers, using white letters on a red background, to read as follows: DO NOT RESET IN FLIGHT (2) Insert in the limitations section of the Airplane Flight Manual the statement: "Do not reset fuel boost pump circuit breakers until the affected boost pump electrical connector has been inspected in accordance with paragraph 2.3.7 of BAC Alert Service Bulletin 28-A-PM 5220, Issue 4, dated October 22, 1975, or an FAA-approved equivalent." (3) On airplanes equipped with a center fuel tank, permanently, install a placard in the cockpit next to the center fuel tank transfer pumps, using white letters on a red background, to read as follows: TURN TRANSFER PUMP OFF WHEN L.P. LIGHT ILLUMINATES (4) For airplanes equipped with a center fuel tank, insert in the limitations section of the Airplane Flight Manual the statement: "Turn center tank fuel transfer pumps "off" when the L.P. light illuminates". (b) For airplanes equipped with fuel boost pump and housing TRW P/N 249000-6 or Plessey P/N 570-8-21225 (which includes boost pump housing connector assembly TRW P/N 209237-1 or Plessey P/N 570-1-21227), comply with the following: (1) Prior to accumulation of 6,000 hours total time in service on the fuel boost pump housing connector assembly, or within the next 100 hours airplane time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 100 hours airplane time in service, and thereafter at intervals not to exceed 200 hours airplane time in service from the last inspection, until compliance with paragraph (g) of this AD, comply with paragraphs (d), (e) and (f) of this AD. (2) Prior to the accumulation of 6,000 hours total time in service on the fuel boost pump housing connector assembly, or within the next 1,500 hours airplane time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 1,500 hours airplane time in service, and thereafter at intervals not to exceed 6,000 hours airplane time in service from the previous compliance, comply with paragraph (g) of this AD. (c) For airplanes equipped with fuel boost pump and housing, TRW P/N 249000-7 or Plessey P/N 570-8-23456 (which includes boost pump housing connector assembly TRW P/N 209237-1 or Plessey P/N 570-1-21227), comply with the following: (1) Prior to accumulation of10,000 hours total time in service on the fuel boost pump housing connector assembly, or within the next 100 hours airplane time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 100 hours airplane time in service, and thereafter at intervals not to exceed 200 hours airplane time in service from the last inspection, until compliance with paragraph (g) of this AD, comply with paragraphs (d), (e), and (f) of this AD. (2) Prior to the accumulation of 10,000 hours total time in service on the fuel boost pump housing connector assembly, or within the next 1,500 hours airplane time in service after the effective date of this AD, whichever occurs later, unless already accomplished within the preceding 1,500 hours airplane time in service, and thereafter at intervals not to exceed 10,000 hours airplane time in service from the previous compliance, comply with paragraph (g) of this AD. (d) Visually inspect all fuel boost pumps on the airplane by operating them for 10 minutes and inspecting for signs of fuel leakage at the fuel pump conduit drains in accordance with paragraph 2.3.3 of BAC Alert Service Bulletin 28-A-PM 5220, Issue 4, dated October 22, 1975, (hereinafter referred to as BAC ASB), or an FAA-approved equivalent. (e) If, during any inspection required by this AD, fuel leakage is detected, identify the pump causing the leak and visually inspect its housing connector assembly, TRW P/N 209237-1 or Plessey P/N 570-1-21227, within the boost pump housing, and its associated fuel boost pump electrical connector for evidence of arcing, overheating, or deterioration of the 'O' ring in accordance with paragraph 2.3.7 of BAC ASB, or an FAA-approved equivalent. (f) Where evidence of arcing, overheating, or deterioration of the 'O' ring seal is found in either the boost pump housing or the electrical connector as a result of an inspection required by this AD, replace the affected partswith serviceable parts before further flight, except that the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, provided that the affected pumps are isolated by pulling and clipping the affected pump circuit breaker and placarding the affected pump ON-OFF switch in the cockpit third crewman's panel with the word, INOPERATIVE. (g) Disassemble the electrical connector assembly, perform the inspections, and replace the appropriate parts in accordance with paragraphs 2.3.10, 2.3.11, except for the replacement of "thin" nuts with "full" nuts, and 2.3.12 of BAC ASB, or an FAA-approved equivalent. (h) Upon the request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667, may approve alternate repetitive inspection intervals and inspection procedures to facilitate continued operations by the operator, if data substantiating suchaction are submitted by the operator. This amendment becomes effective March 23, 1978.
69-26-01: 69-26-01 SHORT BROTHERS AND HARLAND LIMITED: Amdt. 39-893. Applies to Model SC-7, Series 2 and 3 Airplanes. Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, replace the flap shroud to wing attachment lugs located along the bottom side of the wing with redesigned lugs in accordance with Short Brothers and Harland Service Bulletin No. 57-2, Series 2, dated 1 July 1969, or Service Bulletin No. 57-51, Series 3, dated 1 July 1969, or an FAA-approved equivalent. This amendment becomes effective December 16, 1969.
91-18-06: 91-18-06 BRITISH AEROSPACE: Amendment 39-8009. Docket No. 91-NM-81-AD. Applicability: All Viscount Model 744, 745D, and 810 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the landing flaps, accomplish the following: (a) Within 180 days after the effective date of this AD, or prior to the accumulation of 500 landings after the effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 360 days, perform non-destructive testing (NDT) inspections to detect cracks in the wing flap guide rails, and to detect corrosion at the abutment face of flap guide rails and flap end ribs on all landing flaps on the left and right wings, in accordance with British Aerospace Preliminary Technical Leaflet (PTL) No. 301, Issue 2, dated November 2, 1989, or PTL No. 170, Issue 2, dated November 2, 1989, as applicable. (b) If cracks are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) If corrosion is found, prior to further flight, remove the guide rail from the landing flap end rib for visual confirmation, rectification rework, and reprotection of both the guide rail and flap end rib abutment surfaces in accordance with paragraph 2.3.1 of British Aerospace Preliminary Technical Leaflet (PTL) No. 301, Issue 2, dated November 2, 1989, or PTL No. 170, Issue 2, dated November 2, 1989, as applicable. (1) Local corroded areas must be blended out to a maximum depth of 0.06 inch. The blended areas should extend beyond the corroded area by a minimum of 0.2 inch where the depth of corrosion is less than 0.03 inch, and a minimum of 0.3 inch where the depth of corrosion is greater than 0.03 inch, but must not exceed 70 percent of the local abutment face width. (2) Following blending, perform a dye penetrant inspection of the abutment surfaces to ensure that all traces of corrosion have been removed. (3) Following repair, and prior to reinstallation of the guide rail, apply protective treatment in accordance with paragraph 2.5 of the appropriate PTL. (4) If corrosion found is in excess of the limitations specified in the appropriate PTL, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) 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. (e) 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. (f) The inspection and repair requirements shall be done in accordance with British Aerospace Preliminary Technical Leaflet (PTL) No. 301, Issue 2, dated November 2, 1989, or PTL No. 170, Issue 2, 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. 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 (39-8009, AD 91-18-06) becomes effective on September 23, 1991.
77-03-02 R2: 77-03-02 R2 BOEING: Amendment 39-2826 as amended by Amendment 39-2852 is further amended by Amendment 39-4572. Applies to Boeing Model 727 Series airplanes certificated in all categories that have engine forward fuel feed hose assemblies which have accumulated 5 years or more or 12,000 hours or more time in service whichever occurs first. Compliance required as indicated. \n\tTo prevent rupture of the engine fuel feed hose assemblies, accomplish the following: \n\tA.\tWithin the next 60 days, unless already accomplished within the past six months, inspect and replace as required with a like part or an equivalent hose assembly approved by the Manager, Seattle Aircraft Certification Branch, FAA, Northwest Mountain Region, the No. 1 and No. 2 and No. 3 engine forward fuel feed hose assemblies in accordance with Boeing S.B. 727-28-51, Figure 3, pages 26 and 27, Steps 1, 2, 3, and 4 issued 11/12/76, or later FAA approved revision. \n\tB.\tWithin 3,000 hours time in service, install hose clamps on Engine No. 1 and Engine No. 3 forward fuel feed hose assemblies in accordance with Boeing Service Bulletin 727-28-51, Figure 4, pages 28 and 29, steps 1, 2, and 4 issued November 12, 1976, or later FAA approved revision. \n\tC.\tAnnually reinspect all hose assemblies not replaced per paragraph A above or at an interval that is compatible with the airlines' inspection schedules and approved by the assigned FAA Principal Maintenance Inspector with prior approval of the Manager, Seattle Aircraft Certification Branch, FAA Northwest Mountain Region. \n\tD.\tIf all hose assemblies are replaced per paragraph A., above, with corrosion resistant steel (CRES) braided hoses, the repetitive inspections required by paragraph C., above, may be discontinued as the installation of CRES braided hoses is considered terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2826 became effective February 4, 1977. \n\tAmendment 39-2852 became effective March 30, 1977. \n\tThis Amendment 39-4572 becomes effective March 9, 1983.