Aircraft-logs.com

Results
64-15-02: 64-15-02 BOEING: Amdt. 758 Part 507 Federal Register July 7, 1964. Applies to All Models 720 and 720B Series Aircraft. \n\n\tCompliance required within 250 hours' time in service after the effective date of this AD for aircraft with 5,000 or more hours' time in service, and prior to the accumulation of 5,250 hours' time in service for aircraft with less than 5,000 hours' time in service, unless already accomplished, and thereafter at periods not to exceed 600 hours' time in service from the last inspection. \n\n\tCracks have occurred in the inboard wing upper skin just aft of the front spar and inboard of the inboard nacelle overwing support fitting at approximately front spar Station 405. The cracks found were generally in a chord-wise direction. To correct this condition, accomplish the following or an equivalent approved by Aircraft Engineering Division, FAA Western Region. \n\n\t(a) Inspect visually or by a dye penetrant method for cracks in the upper wing skin in accordance with paragraph 3, Part I, "Inspection and Repair Data" of Boeing Service Bulletin No. 1983(R-1) dated May 5, 1964. \n\n\t(b) Repair cracks detected in the affected skin area in accordance with Boeing Drawing 65-40293, Sheets 1 and 2 or the Boeing Structural Repair Manual, before further flight. Repair any other crack(s) found during the inspection of paragraph (a) in accordance with an Aircraft Engineering Division, FAA Western Region, approved repair. \n\n\t(c) The repetitive inspections specified herein may be discontinued when the rework specified in Part II of Boeing Service Bulletin No. 1983 (R-1) is accomplished or repairs are made in accordance with (b). \n\n\t(d) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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(Boeing Service Bulletin No. 1983(R-1) covers this same subject.) \n\n\tThis directive effective July 7, 1964. \n\n\tRevised August 21, 1964. \n\n\tRevised June 17, 1965.
65-09-01: 65-09-01\tBOEING: Amdt. 39-61 Part 39 Federal Register April 29, 1965. Applies to Model 707 Series Aircraft, Serial Numbers 17592 through 17608, 17614 through 17627, 17673 through 17690, 17692 through 17695, 17918 through 17924, 17928 through 17930, 18083 through 18085, 18245, 18246, 18374, 18375 and 18460. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of a rear engine mount nut attributed to embrittlement resulting from the nut being subject to temperatures which caused the cadmium to melt. To correct this condition, accomplish the following or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tOn all aircraft which have cadmium plated rear engine mount cone bolt nut and washer, visually inspect the engine mount cone bolt nut for cracks or evidence of melted cadmium within 300 hours' time in service after the effective date of this AD and thereafter at periods not to exceed 300 hours' time in service. \n\n\t(b)\tIf a crack, or evidence of melted cadmium is found, replace the cadmium plated nut and washer with a silver plated nut and washer, before further flight, in accordance with the provisions of paragraph 3 of Boeing Service Bulletin No. 1874 or later FAA-approved revision, or an equivalent nut and washer approved by the Aircraft Engineering Division, FAA Western Region. If the installation of the silver plated nut and washer is made in accordance with Service Bulletin No. 1874, visually check the installation for insufficient bolt thread exposure beyond the end of the nut as defined in paragraph I of Boeing Service Bulletin No. 1874A or later FAA- approved revision. If there is insufficient thread exposure, replace with new silver plated nut and washer in accordance with paragraph 2 of Service Bulletin No. 1874A or later FAA-approved revision. \n\n\t(c)\tWithin 1,000 hours' time in service after the effective date of this AD, replace cadmium plated nut and washer with silver plated nut and washerin accordance with the provisions of (b). \n\n\t(d)\tUnless already accomplished, on all aircraft that have complied with Service Bulletin No. 1874 prior to the effective date of this AD, visually inspect the silver plated rear mount cone bolt and nut for insufficient bolt thread exposure beyond the end of the nut as defined in paragraph 1 of Boeing Service Bulletin No. 1874A or later FAA-approved revision within 300 hours' time in service after the effective date of this AD. If there is insufficient bolt thread exposure beyond the end of the nut, replace with new nut and washer in accordance with paragraph 2 of Service Bulletin No. 1874A or later FAA-approved revision before further flight. \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector subject to prior approval of the chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operatorif the request contains substantiating data to justify the increase for such operator. \n\n\tThis directive effective May 29, 1965.
99-04-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce Limited (R-R) Dart series turboprop engines. This action requires initial and repetitive fuel burner fuel flow calibration checks, and overhaul or replacement of fuel burners. This amendment is prompted by reports of an uncontained engine failure and fire due to HPT disk rupture caused by fuel burner failure. The actions specified in this AD are intended to prevent HPT disk rupture, which can result in an uncontained engine failure, engine fire, and damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of February 25, 1999. Comments for inclusion in the Rules Docket must be received on or before April 12, 1999.
83-09-03: 83-09-03 BELL HELICOPTER TEXTRON, INC.: Amendment 39-4646. Applies to Bell Model 222 helicopters, S/N 47006 through 47089, certificated in all categories (Airworthiness Docket No. 83-ASW-2). Compliance is required as indicated. To prevent fatigue failure of the main rotor trunnion, P/N 222-010-154-101, and mast assembly, torquemeter, P/N 222-040-002-103, which could result in loss of a helicopter, accomplish the following: (a) For main rotor trunnions, P/N 222-010-154-101, with 2400 or more hours time in service on the effective date of this AD, retire the main rotor trunnion within the next 100 hours time in service. (b) For mast assemblies, torquemeter, P/N 222-040-002-103, with 3500 or more hours time in service on the effective date of this AD, retire the mast assembly, torquemeter within the next 100 hours time in service if it is utilized exclusively with trunnion, P/N 222-010- 154-101. (c) For main rotor trunnions, P/N 222-010-154-101, with lessthan 2400 hours time in service on the effective date of this AD, retire the main rotor trunnion at 2500 hours. (d) For mast assemblies, torquemeter, P/N 222-040-002-103, with less than 3500 hours time in service on the effective date of this AD, retire the mast assembly, torquemeter at 3600 hours if it is utilized exclusively with trunnion, P/N 222-010-154-101. (e) For mast assemblies, torquemeter, P/N 222-040-002-103, which are used with both trunnions, P/N 222-010-154-101 and P/N 222-010-154-111, determine the retirement life by dividing the time the main rotor mast has been in service with trunnion, P/N 222-010-154- 101, by 0.72 and adding the result to the time in service with trunnion, P/N 222-010-154-111. When this total time exceeds 5000 hours, retire the mast assembly, torquemeter. (f) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. (g)In accordance with FAR 21.197, flight is permitted to a base where the requirements of this AD may be accomplished. (Bell Helicopter Alert Service Bulletin No. 222-82-17 pertains to this subject.) This amendment becomes effective May 23, 1983.
2005-26-18: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce Deutschland (formerly Rolls-Royce plc) (RRD) models Tay 650-15 and 651-54 turbofan engines. That AD currently requires borescope inspection of the high pressure compressor (HPC) stage 12 disc assembly to detect damage caused by HPC outlet guide vane (OGV) retaining bolt failure, and replacement of unserviceable parts with serviceable parts. That AD also requires as terminating action, the incorporation of a new design retention arrangement for the HPC OGV to prevent HPC OGV retaining bolt failure. This ad requires the same actions but extends the terminating action compliance time for Tay 650- 15 engines. This AD also includes references to later revisions of two of the applicable RRD service bulletins (SBs). This AD results from RRD relaxing the terminating action compliance time for Tay 650-15 engines due to reassessment by RRD. We are issuing this AD to prevent an uncontained failure of the HPCstage 11/12 disc spacer, which could result in damage to the airplane. DATES: This AD becomes effective February 3, 2006. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulations as of February 15, 2002 (67 FR 4652, January 31, 2002).
2019-15-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-251N, A321-252N, A321-253N, A321-271N, A321-272N, A321-251NX, A321-252NX, A321-253NX, A321-271NX, and A321-272NX airplanes. This AD was prompted by analysis of the behavior of the elevator aileron computer (ELAC) L102 that revealed that excessive pitch attitude can occur in certain conditions and during specific maneuvers. This AD requires revising the airplane flight manual (AFM) to incorporate updated procedures and operational limitations, 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.
99-03-03: This amendment supersedes an existing airworthiness directive (AD), applicable to Allison Engine Company Model AE 3007A turbofan engines, that currently requires reprogramming the Full Authority Digital Engine Control (FADEC) to software version VI.2. This amendment requires reprogramming the FADEC to a serviceable software version and reidentifying the FADEC assembly. This amendment is prompted by reports of at least seven uncommanded engine shutdowns, four of which occurred in flight, as a result of deficiencies in software version VI.2 on the AE 3007A engines and version VI.4 on the AE 3007A1/1 engines. The actions specified by this AD are intended to prevent an unintentional or uncommanded in-flight engine shutdown.
78-16-01: 78-16-01 BELL HELICOPTER TEXTRON (BHT): Amendment 39-3271. Applies to Models 206A and 206B helicopters, serial numbers 148 and 414 through 913, certificated in all categories. Compliance is required within the next 500 hours times in service after the effective date of this airworthiness directive unless already accomplished. To minimize the possibility of loss of directional control due to failure of the tail rotor drive shaft, remove and replace the tail rotor drive shaft bearing hangers with improved bearing hangers as specified below: a. REMOVE INSTALL (Shim Type) (Spring Type) One (1) hanger P/N 206-040-345-5 One (1) hanger P/N 206-040-345-9 or P/N 206-040-355-1 One (1) hanger P/N 206-040-346-5 One (1) hanger P/N 206-040-346-17 Five (5) hangers P/N 206-040-338-1 Five (5) hangers P/N 206-040-338-9 b. Shim type hangers modified to the spring type using instructions provided in Technical Bulletin No. 206-77-7 will be acceptable for compliance with this AD. c. All spring clamp type bearing hangers, P/N's 206-040-338-9, 206-040-355-1, 206-040-345-9, and 206-040-346-17 must be installed with the spring on the left side of the tail boom. d. To prevent bearing hangers from chafing the drive shaft cover, the cover must be modified in accordance with Bell Helicopter Company Technical Bulletin No. 206-76-2 dated January 7, 1976, (misdated 206-76-2), or later FAA approved revision or FAA approved equivalent. e. Removal and replacement, as prescribed by paragraph a., must be in accordance with the applicable maintenance and overhaul instructions. Bell Helicopter Company Service Bulletin No. 206-77-9 pertains to and provides instructions for accomplishing the intent of this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part thereof pursuant to 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 Service Manager, Bell Helicopter Textron, Post Office Box 482, Fort Worth, Texas 76101. These documents may also be examined at Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106, and at Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. Equivalent means of compliance with the modifications prescribed by this Airworthiness Directive may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Post Office Box 1689, Fort Worth, Texas 76101. This amendment becomes effective September 14, 1978.
60-03-02: 60-03-02 CURTISS-WRIGHT: Amdt. 99 Part 507 Federal Register February 2, 1960. Applies to all C-46 Series aircraft including the C-46R and C-46/CW20-T aircraft. To eliminate the possibility of a fire in the cargo and baggage compartments being caused by unshielded sources of heat, compliance with CAR 4b.382(d)(See Note 1) must be accomplished by March 1, 1960. NOTE 1: Section 4b.382(d) of the Civil Air Regulations provides as follows: "Sources of heat within the compartment shall be shielded and insulated to prevent igniting the cargo." In a note to that section it further provides that "Sources of heat likely to ignite cargo include light bulbs, combustion heaters, heater ducts, electrical appliances, etc."
2005-26-16: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Airbus Model A300-600 and A310 series airplanes. That AD currently requires repetitive visual inspections to detect corrosion on the lower rim area of the fuselage rear pressure bulkhead; and follow-on actions, if necessary. This new AD requires new repetitive inspections for corrosion on the rear pressure bulkhead between stringer (STGR) 27 (right hand) and STGR27 (left hand), and related investigative and corrective actions if necessary. This AD also requires sending a report of certain information to the manufacturer. The AD also adds airplanes to the applicability of the existing AD. This AD results from findings of severe corrosion on airplanes previously inspected in accordance with the existing AD. We are issuing this AD to detect and correct corrosion at the lower rim area of the fuselage rear pressure bulkhead, which could result in reduced structural integrity of the bulkhead, andconsequent decompression of the cabin.