Results
2010-18-05: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. 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: A fatal accident occurred to a L-13 BLAN K sailplane, in which the main spar of the right wing failed near the root due to positive load. The right wing detached from the aircraft and the pilots lost control of the sailplane. The preliminary investigation has revealed that the fracture may have been due to fatigue. The AD 2010-0119-E required immediate inspection of the main spar at the root of the wing to detect fatigue cracking and the accomplishment of the relevant corrective actions as necessary. In addition, the AD 2010-0119-E imposed operational limitations. AD 2010-0122-E retained the requirements of AD 2010-0119-E, which is superseded, and extended the applicability to L-13 A BLAN K sailplanes. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
90-17-17: 90-17-17 AIRBUS INDUSTRIE: Amendment 39-6704. Docket No. 90-NM-31-AD. Applicability: Model A310 and A300-600 series airplanes, equipped with Litton LTN 90 or LTN 90-100 Inertial Reference Units, certificated in any category. Compliance: Required within 45 days after the effective date of this AD, unless previously accomplished. To prevent the loss of accurate attitude and heading information, accomplish the following: A. Remove the three inertial reference units (IRU), modify the wiring in Zone 121, and install modified IRU's, in accordance with the following service bulletins: AIRPLANE MODEL SERVICE BULLETIN A310 A310-34-2052, Revision 1, dated December 7, 1989 A300-600 A300-34-6029, Revision 1, dated December 7, 1989 NOTE: These service bulletins reference Litton Service Bulletins 34-90-102 and 34-90-98 for additional instructions. B. An alternate means 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 submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, Marginal Way South, Seattle, Washington. This amendment (39-6704, AD 90-17-17) becomes effective on September 21, 1990.
2010-05-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: During the A340-600 full scale fatigue test, cracks were found on left and right sides of the rear spar vertical cruciform at Frame 47. This situation, if not corrected, can affect the aircraft structural integrity. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
92-16-18: 92-16-18 CESSNA: Amendment 39-8328. Docket No. 91-CE-77-AD. Supersedes AD 78-06-03, Amendment 39-3162; and AD 88-19-02, Amendment 39-6004. Applicability: Models 401, 402, 402A, 402B, 402C, 404, F406, 421, 421A, 421B, 421C, and 441 airplanes (all serial numbers), certificated in any category, that: 1. Have Enviroform type commuter-style passenger seats installed at either manufacture or by field modification; and 2. Have not installed a structural reinforcement in accordance with the instructions in either Cessna Service Kit SK421-135A, revised August 5, 1988; or Cessna Service Kit SK421-78A, dated October 11, 1977, whichever is applicable. NOTE 1: Enviroform seats are molded fiberglass/Kevlar seats instead of the usual padded passenger seats. The seat cushion is held in place with velcro strips and may be removed to check for the installation of the reinforcement kit. The attach bolts and doubler for the reinforcement kit are prominently visible with the cushion removed. NOTE 2: None of the Model 401 airplanes were equipped with Enviroform type commuter-style passenger seats at manufacture, but could have had them installed at some point in service. Compliance: Upon the installation of any Enviroform commuter seat or within the next 100 hours time-in-service after the effective date of this AD, whichever occurs later, unless already accomplished. NOTE 3: The requirements of this AD may have already been accomplished in accordance with AD 78-06-03, Amendment 39-3162, or AD 88-19-02, Amendment 39-6004, which are both superseded by this AD. To prevent passenger injury caused by commuter seat failure, accomplish the following: (a) Remove, modify, and reinstall the Enviroform type commuter-style passenger seat in accordance with the applicable service information as specified in either paragraph (a)(1) or (a)(2) below: (1) In accordance with section A. of the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-135A, revised August 5, 1988, for the following model and serial number airplanes: Models Serial Numbers 402B and 402C 402B1047 through 402C1020 404 404-001 through 404-0859 421C 421C0055 through 421C1807 F406 F406-0001 through F406-0021 441 441-0001 through 441-0362 (2) In accordance with the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-78A, dated October 11, 1977, for the following model and serial number airplanes: Models Serial Numbers 401 and 402 401/402-0001 through 401/402-0322 402A 402A0001 through 402A0132 402B 402B0001 through 402B1046 421 421-001 through 421-0200 421A 421A0001 through 421A0158 421B 421B0001 through 421B0943 421C 421C0001 through 421C0054 (b) For Models 404, F406, and 441 airplanes, accomplish the seat tracking modification in accordance with section B. of the MODIFICATION INSTRUCTIONS section of Cessna Service Kit SK421-135A, revised August 5, 1988. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (e) The modification required by this AD shall be done in accordance with Cessna Service Kit SK421-135A, revised August 5, 1988; or Cessna Service Kit SK421-78A, dated October 11, 1977. 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 the Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. (f) This amendment (39-8328) supersedes AD 78-06-03, Amendment 39-3162, and AD 88-19-02, Amendment 39-6004. (g) This amendment becomes effective on September 10, 1992.
81-26-05 R1: 81-26-05 R1 FAIRCHILD AIRCRAFT CORP.: Amendment 39-4286 as amended by Amendment 39-5469. Applies to Models SA26T (S/N T26-2 through T26-99), and SA26-AT (S/N T26-100 through T26-999) airplanes certificated in any category. Compliance: Required within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 200 hours time-in-service since last compliance, unless already accomplished. To prevent a failure at the lower forward wing station 99 attach joint, accomplish the following: (a) In accordance with Fairchild Service Bulletin 26-57-40-015, issued January 18, 1972, as revised June 26, 1986: (1) Remove the lower forward wing station 99 attach joint coverplate and wing attach bolt. (2) Inspect the lower forward wing station 99 attaching fitting for deterioration and cracks and, prior to further flight, replace damaged parts with new parts of the same part numbers. (3) Inspect the lower forwardwing station 99 attach bolt for identifying part number, deterioration and cracks and, prior to further flight, replace any damaged bolt or bolt not identified as P/N MS20014-29 bolt with a new P/N MS20014-29 bolt. (b) When the wing has been modified by (STC) SA1830NM, "Installation of Wing Spar Reinforcement," the inspection intervals required by this AD may be increased from 200 hours time-in-service to 1,500 hours time-in-service or every 3 years since last compliance, whichever occurs first. (c) The intervals between repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) A special flight permit may be issued in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD may be used when approved by the Manager, Airplane Certification Branch, ASW-150, Southwest Regional Office, FAA, Fort Worth, Texas 76101; Telephone (817) 624-5150. All persons affected by this AD may obtain copies of the documents referred to herein upon request to Fairchild Aircraft Corp., Post Office Box 32486, San Antonio, Texas 78284; and AviaDesign, Inc., Hangar 1, 173 Durley Avenue, Camarillo Airport, Camarillo, California 93010; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 81-26-05, Amendment 39-4286, which became effective December 30, 1981. This amendment, 39-5469, becomes effective on December 29, 1986.
2010-17-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There have been several Stick Pusher Capstan Shaft failures causing severe degradation of the stick pusher function. This directive is issued to revise the first flight of the day check of the stall protection system to detect degradation of the stick pusher function. It also introduces a new repetitive maintenance task to limit exposure to dormant failure of the stick pusher capstan shaft. Dormant loss or severe degradation of the stick pusher function could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-18-06: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. 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: Inspections have revealed cases of excessive wear in the forward slide of the cargo door. Excessive wear in the door slide may result in the door becoming detached from the aircraft in flight, with potentially catastrophic results. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
86-15-04: 86-15-04 GENERAL ELECTRIC COMPANY: Amendment 39-5353. Applies to General Electric CF6- 80A/A1/A2/A3 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent cracking or uncontained failure of stage 1 high pressure turbine (HPT) disks, Part Numbers 9234M67 and 9367M45, inspect those serial number disks identified in, and in accordance with, General Electric CF6-80 Alert Service Bulletin (ASB) 72-446, dated June 1986, per the following schedule: (a) Disks that have been previously inspected at the forward side embossment per Service Bulletin (SB) 72-248, dated August 12, 1983, or FAA approved equivalent, must be inspected at the aft side embossment at the next HPT exposure, or prior to accumulating 5,300 service cycles since new, whichever occurs first. (b) Disks that have not been previously inspected at the forward side embossment per SB 72-248, dated August 12, 1983, or FAA approved equivalent, must be inspected at both the forward and aft side embossments at the next HPT exposure, or prior to accumulating 5,000 service cycles since new, whichever occurs first. (c) Remove from service, prior to further flight, any disk with a tool mark or crack indication. NOTE: Disks that have been previously inspected at both the forward and aft side embossments per CF6- 80A Series Engine Manual GEK72501, Section 72-53-02, are in compliance with the inspection requirement of ASB 72-446 and do not need to be reinspected. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. General Electric ASB 72-446, dated June 1986, 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 obtained this document from the manufacturer, may obtain copies upon request to General Electric Company, Director of Product Support, 111 Merchant Street, Cincinnati, Ohio 45246. This document may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 86-ANE-23, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment, 39-5353, becomes effective on July 23, 1986.
83-07-17: 83-07-17 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A: Amendment 39- 4619. Applies to Models P68B and P68C (from S/N 123 thru S/N 241) airplanes 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 failure of the stop tube for the fuel selector control system, accomplish the following: (a) Install stop tube kit (P/N 68-020) and adjust the fuel selector control receiver in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin No. 52, dated March 20, 1981, and Service Instruction No. 13 dated March 24, 1981. (b) Conduct engine run to perform operational check of fuel selector control. Place fuel selector control handle in right tank position and then the left tank position to determine if fuel flow is restricted. (1) If fuel flow is not restricted, return airplane to service. (2) If fuel flow is restricted, readjustfuel selector in accordance with Partenavia Costruzioni Aeronautiche S.p.A Service Instruction No. 13 dated March 24, 1981, and repeat operational check of fuel selector control in accordance with paragraph (b) of this AD. (c) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (d) 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 April 14, 1983.
2010-18-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: It has been found the possibility of cracks developing in the ram air turbine (RAT) machined support, located in the forward compartment [zone 124] of [the] aircraft, due to downlock pin not [being] pull[ed] during its retraction. In case of RAT failure or malfunction, it will not provide electrical power to essential systems of [the] aircraft in [an] electrical emergency situation. * * * * * Lack of electrical power could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-13-08: 96-13-08 PRATT & WHITNEY: Amendment 39-9676. Docket 96-ANE-10. Applicability: Pratt & Whitney (PW) PW4000 series turbofan engines, with thrust reverser, Supplemental Type Certificate (STC) No. SJ514NE, installed on Airbus A300-600 and A310 series aircraft, and thrust reverser, STC No. SE744NE, installed on McDonnell Douglas MD-11 series aircraft. These thrust reversers incorporate aft cascade support frame assemblies, Part Numbers (P/N's) 221-0516-503 and 221-0516-504. NOTE: This airworthiness directive (AD) applies to each engine with affected thrust reversers 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 with affected thrust reversers that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine with affected thrust reversers from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent aft cascade support frame assembly failure due to cracks, which can result in thrust reverser hardware liberation and ejection from the aircraft during thrust reverser operation, which can contaminate the runway with debris, causing an operational hazard to other aircraft during takeoff and landing, accomplish the following: (a) For engines with affected thrust reversers installed on Airbus A300-600 and A310 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW Service Bulletin (SB) No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4NAC 78-78, Revision 6, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the Airbus A300- 600 and A310 series Aircraft Maintenance Manuals, as applicable, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (b) For engines with affected thrust reversers installed on McDonnell Douglas MD- 11 series aircraft, accomplish the following: (1) Initially inspect aft cascade support frame assemblies for cracks within 250 flight hours after the effective date of this AD, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (2) Thereafter, inspect aft cascade support frame assemblies for cracks at intervals not to exceed 450 flight hours since the last inspection, in accordance with the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996. (3) For aft cascade support frame assemblies that do not meet the return to service criteria stated in the Accomplishment Instructions, Part 1 -- Interim Inspection, of PW SB No. PW4MD11 78-67, Revision 5, dated March 6, 1996, prior to further flight, accomplish either of the following: (i) Remove from service cracked aft cascade support frame assemblies, and replace with a serviceable part; or (ii) Lockout the thrust reverser in accordance with the McDonnell Douglas MD-11 series Aircraft Maintenance Manual, for a time period not to exceed 10 days. At the conclusion of the 10-day lockout period, prior to further flight remove any cracked aft cascade support frame assemblies and replace with serviceable parts. (c) 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. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) 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. (e) The actions required by this AD shall be done in accordance with the following PW SB's: Document No. Pages Revision Date PW4NAC 78-78 1 6 March 6, 1996 2,3 2 October 31, 1995 4-6 6 March 6, 1996 7 5 October 31, 1995 8-11 6 March 6, 1996 12 5 October 31, 1995 13-19 6 March 6, 1996 20-22 5 October 31, 1995 23-34 6 March 6, 1996 35 5 October 31, 1995 36,37 6 March 6, 1996 38 5 October 31, 1995 39,40 6 March 6, 1996 Total pages: 40. PW4MD11 78-67 1-38 5 March 6, 1996 Total pages: 38. 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 Pratt & Whitney, 400 Main St., East Hartford, CT 06108; telephone (860) 565-6600, fax (860) 565-4503. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on August 1, 1996.
2010-17-15: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to inspect for installation of certain serial number (S/N) starter generators and replace the starter generator if one with an affected serial number is found. This AD results from reports that starter generators with deficient armature insulating materials may have been installed on certain airplanes. We are issuing this AD to detect and replace starter generators with defective armature insulating materials. This condition could result in the loss of operation of one or both starter generators with consequent loss of all non battery electrical power.
75-26-10: 75-26-10 SIKORSKY AIRCRAFT: Amendment 39-2461. Applies to S-61L, S-61N, and S-61NM helicopters certificated in all categories. Compliance required as indicated. As a result of the completion of a recent engineering evaluation program and the development of additional substantiating data, a new schedule of replacement times has been established for the components of S-61 helicopters. (a) After the effective date of this AD, the replacement of S-61 components must be accomplished in accordance with the schedule of Section 2C of Sikorsky Service Bulletin No. 61B General-1F dated October 20, 1975, or later FAA approved revisions. (b) The manufacturer's specifications and procedures identified and described in this directive 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 Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the FAA, New England Region, Burlington, Massachusetts. This supersedes Amendment 39-1167 (36 F.R. 4689), AD 71-06-02 as amended by Amendment 39-1271 (36 F.R. 16186), Amendment 39-1948 (39 F. R. 31626), and Amendment 39-1978 (39 F.R. 34649). This amendment becomes effective January 2, 1976.
94-13-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310 and A300-600 series airplanes. This action requires inspections and replacement or reinstallation of certain aft engine mount link assemblies. This amendment is prompted by reports of cracking in the aft engine mount link assemblies. The actions specified in this AD are intended to prevent loss of the capability of the aft engine mount to support engine loads, and possible separation of the engine from the airplane.
78-02-04: 78-02-04 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3130. Applies to Model BH/HS 125-600A airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible loss of airspeed reference to both the pilot and co-pilot due to failure of the heating elements of both pitot heads, within 10 hours time in service after the effective date of this AD, remove the Avimomini pitot heads (L/H and R/H) and replace with Rosemount Model 853 JA pitot heads in accordance with the section entitled "Accomplishment Instructions" and the associated installation drawing, both included in Hawker Siddeley Aviation, Limited Service Bulletin 34-129(2436), Revision 1, dated June 21, 1977, or an FAA-approved equivalent. This amendment becomes effective February 6, 1978.
2010-18-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Several in service events related to various electrical systems, have led to the discovery of a common root cause: A leakage failure mode of Transient Voltage Suppressor (TVS) diodes used on Power Distribution Control Units (PDCU) cards or Generator Control Unit (GCU) cards in the Primary Power Distribution Boxes (PPDB). Due to such TVS diode failure mode, operation of some electrical circuits is degraded and some control signals are set at unexpected levels. Further analysis indicated that combination of a TVS diode failure with other systems failures could significantly reduce flight safety. * * * * * The unsafe condition is a leakage failure mode of TVS diodes used on PDCU cards or GCU cards in the PPDB, which in combination with other system failures could lead to loss of controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
71-06-09 R1: 71-06-09 R1 BRITISH AEROSPACE: Amendment 39-1177 as amended by Amendment 39- 4737. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated. To prevent malfunction of the auxiliary power unit (APU) air delivery duct nonreturn valve, accomplish the following: A. For airplanes having nonreturn valve P/N 525180 installed: 1. Within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the previous 60 hours time in service and thereafter at intervals not to exceed 160 hours time in service, perform the actions specified by paragraphs 2.2, 2.3, 2.4, and 2.5 of Accomplishment Instructions, British Aerospace Alert Service Bulletin 49- A-PM3122, Issue 4, dated March 31, 1982. Incorporation of British Aerospace modification PM3254 or PM4912 terminates the requirements of paragraphs 2.3 and 2.4 of the service bulletin. 2. Prior to further flight, unless alreadyaccomplished, install a placard adjacent to the APU control panel in clear view of the pilot, or amend the Airplane Flight Manual limitations Section 2, to read as follows: "Close APU air delivery valve when starting engine from an external supply or by cross-feeding air from an operating engine. Close APU air delivery valve and shut down APU for takeoff and flight operations. Operational use of the APU in flight is prohibited." The placard may be removed or the amendment to the Airplane Flight Manual may be deleted upon replacement of APU air delivery duct nonreturn valve P/N 525180 with nonreturn valve P/N 1398B000 or 1398B000/1398B999 or 3031B000. B. For airplanes having nonreturn valve P/N 1398B000 or 1398B000/1398B999 installed, within the next 750 hours time in service after the effective date of this AD, unless already accomplished within the previous 1,500 hours time in service from the last inspection, and thereafter at intervals not to exceed those specified in the service bulletin, perform the actions described by paragraphs 2.4.1, 2.4.2, and 2.4.3 of the service bulletin. C. Incorporation of modifications PM3148, PM3177 and PM4912 constitutes terminating action for the repetitive inspections required by this AD. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. Amendment 39-1177 became effective April 16, 1971. This Amendment 39-4737 becomes effective November 3, 1983.
84-19-51 R1: 84-19-51 R1 SIKORSKY AIRCRAFT: Amendment 39-5008. Applies to Model S-76A helicopters Serial Numbers 76006, 76007, 760001 through 760339 certificated in all categories. Compliance is required prior to further flight, unless already accomplished. To prevent operation with damaged, bent, or fractured center firewall support stiffeners or doublers which could cut into the tail rotor driveshaft and cause loss of directional control of the helicopter, accomplish the following: (a) Inspect the forward center firewall sections for missing fasteners and proper fit, as required in paragraphs E(1) through E(5)(C) of Sikorsky Alert Service Bulletin (ASB) 76-53-25 or FAA approved equivalent. (b) If doubler, Part Number (P/N) 76070-20057-101, is cracked or fails to conform to the firewall contour or to the limits specified in ASB 76-53-25, paragraph E(5)(B), remove and replace as per paragraph E(5)(D) or FAA approved equivalent. (c) If the rivets are not installed as required in paragraph (a) above, comply with paragraph E(5)(E) of ASB 76-53-25 or FAA approved equivalent. (d) Remove the core section from the horizontal seal, P/N 76304-07003-127 or 76304-07003-137, on the aft engine cowl center section fixed or adjustable firewall assembly, P/N 76304-07003-041 or 76304-07003-044, respectively. (e) Inspect stiffeners and doublers used to support the center firewall installation for fractures, distortions, or damage. Assure that the forward edges of the removable center firewall are properly engaged in the slots. (f) Inspect the area between the number 1 section of the tail rotor driveshaft called out in Sikorsky Maintenance Manual (MM) SA 4047-76-2, Section 66-40-00, Figure 401, and the engine compartment center firewall for clearance in accordance with section 5-50-00 of the Airworthiness and Inspection Requirement Manual. If inadequate clearance is found, contact the Boston Aircraft Certification Office (617) 273-7113 or (617) 273-7001 prior to further flight. (g) Helicopters not modified in accordance with Sikorsky Customer Service Notice 76-111 are required to accomplish the inspection of paragraph If) of this AD only. (h) Special flight permits may be issued in accordance with FAR Sections 21.197 and 21.199 to operate helicopters to a base for accomplishment of this AD. (i) Alternate repairs, modifications, or other means of compliance with the AD which provide an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective March 7, 1985, as to all persons except those persons to whom it was made immediately effective by telegraphic AD's T84-19-51 issued September 27, 1984, and T84-19-51 R1 issued October 15, 1984, which contained this amendment.
2010-17-06: 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: A PW617F-E engine powered twin engined aircraft had recently experienced an uncommanded power reduction on one of its engines. Investigation showed that the Fuel Filter Bypass Valve poppet in the Fuel Oil Heat Exchanger (FOHE) on that engine had worn through the housing seat, allowing unfiltered fuel and debris to contaminate the Fuel Metering Unit (FMU), resulting in fuel flow drop and subsequent power reduction. P&WC has confirmed that this is a dormant failure that could result in an unsafe condition. The PW615F-A engine Fuel Filter Bypass Valve installation is very similar to that of PW617F-E, but so far there have been no operational abnormalities reported due to subject valve failure on PW615F-A engines. However, evaluation by P&WC has confirmed similar dormant failure of worn through poppets of the subject valve on some PW615F-A engine installations, which could affect both engines at the same time on an aircraft and may result in an unsafe condition. We are issuing this AD to prevent uncommanded power reduction, which could result in the inability to continue safe flight and safe landing.
93-01-18: 93-01-18 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-8472. Docket 92-NM- 80-AD. Applicability: All Model G-1159 (GII), G-1159A (GIII), and G-1159B (GIIB) series airplanes; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent progressive structural degradation at buttock line (BL) 145 wing spanwise splice and possible loss of fail-safe strength capability, accomplish the following: (a) Within 150 hours time-in-service after the effective date of this AD, or within 90 days after the effective date of this AD, whichever occurs first, inspect the forward and aft lower plank splice fail-safe channels and flanges and splice fittings between wing BL 135 and 156 to detect cracks, in accordance with Gulfstream Customer Bulletin No. 400A, dated April 27, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403A, dated April 27, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114A, dated April 27, 1992 (for Model GIII series airplanes); as applicable. NOTE: Inspections of the same type as those required by paragraph (a) of this AD that were accomplished prior to the effective date of this AD in accordance with Gulfstream Customer Service Bulletin No. 400, dated March 16, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403, dated March 16, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114, dated March 16, 1992 (for Model GIII series airplanes); are considered in compliance with the requirements of paragraph (a) of this AD. (1) If no cracks are found, no further action is required. (2) If cracks are found in the fail-safe channels or splice fittings, and the cracks meet the conditions and are within the limits specified in the applicable customer bulletin: (i) Flight is permitted provided that repetitive inspections of the same type as the inspections required by paragraph (a) of this AD are accomplished at intervals not to exceed 6 months, in accordance with the applicable customer bulletin. (ii) Repair cracked fail-safe channels and replace cracked splice fittings no later than the next regularly scheduled 18-month wing tank interior inspection, in accordance with the applicable customer bulletin. (iii) Accomplishment of the repair and replacement procedures required by paragraph (a)(2)(ii) of this AD constitutes terminating action for the repetitive inspections required by paragraph (a)(2)(i) of this AD. (3) If cracks are found as a result of the initial or repetitive inspections required by paragraph (a) or (a)(2)(i) of this AD, and the cracks do not meet the conditions and are outside the limits specified in the applicable customer bulletin: Prior to further flight, repair cracked fail-safe channels and replace cracked splice fittings, in accordance with the applicable customer bulletin. (4)Within 10 days after the detection of cracks as a result of the initial and repetitive inspections required by paragraphs (a) and (a)(2)(i) of this AD, submit a report of crack damage to Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (b) 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, Atlanta Aircraft Certification Office (ACO), ACE-115A, FAA, Small Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections, repair, and replacement shall be done in accordance with Gulfstream Customer Bulletin No. 400A, dated April 27, 1992 (for Model GII series airplanes); Gulfstream Customer Service Bulletin No. 403A, dated April 27, 1992 (for Model GIIB series airplanes); or Gulfstream Customer Service Bulletin No. 114A, dated April 27, 1992 (for Model GIII series airplanes). (NOTE: The issue dates of those service bulletins are indicated only on the first page of each service bulletin; no other pages of those documents are dated.) 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 beobtained from Gulfstream Aerospace Corporation, P.O. Box 2206, M/S D-10, Savannah, Georgia 31402-9980. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Atlanta Aircraft Certification Office, Suite 210C, 1669 Phoenix Parkway, Atlanta, Georgia 30349; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 10, 1993.
52-13-01: 52-13-01 COLLINS RADIO: Applies to All Models 51R-1 and 51R-2 Radio Receivers. Compliance required by November 1, 1952. To eliminate failures of 90/150 cycle tone localizer filters due to electrodeposition of copper from the coil windings to the laminated iron core, modify the receiver in accordance with Collins 51R-1 and -2 Service Bulletin No. 21, dated May 7, 1952, by removing the B plus voltage from the 90 and 150 cycle filter input circuits.
90-19-08: 90-19-08 GENERAL ELECTRIC COMPANY: Amendment 39-6720. Docket No. 90-ANE-09-AD. Applicability: General Electric Company (GE) CF6-6 turbofan engines installed on, but not limited to, McDonnell Douglas DC-10-10 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent low cycle fatigue (LCF) failure of the low pressure turbine rotor (LPTR) stage one disk, LPTR stage two disk, and LPTR forward shaft, which could result in uncontained engine failure, accomplish the following: (a) Remove from service, LPTR stage one disks, Part Numbers (P/N) 9690M76P02, 9690M76P03, 9690M76P08, and 9079M51P01, in accordance with the following schedule based upon disk cycles since new (CSN) on the effective date of this AD: (1) Remove within 400 cycles in service (CIS) after the effective date of this AD, disks with greater than or equal to 19,600 CSN. (2) Remove at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS afterthe effective date of this AD or prior to accumulating 20,000 CSN, whichever occurs first, disks with greater than or equal to 10,700 CSN, but less than 19,600 CSN. (3) Remove within 4,500 CIS after the effective date of this AD, disks with greater than or equal to 6,200 CSN, but less than 10,700 CSN. (4) Remove prior to exceeding 10,700 CSN, disks with less than 6,200 CSN. (5) Thereafter, remove disks from service and replace with a serviceable disk prior to exceeding 10,700 CSN. (b) Remove from service, LPTR forward shafts, P/N 9690M90P04, 9690M90P05, 9690M90P07, 9174M87P02 and 9174M87P04, in accordance with the following schedule based upon shaft CSN on the effective date of this AD: (1) Remove within 400 CIS after the effective date of this AD, shafts with greater than or equal to 19,600 CSN. (2) Remove at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS after the effective date of this AD or prior to accumulating 20,000CSN, whichever occurs first, shafts with greater than or equal to 15,000 CSN but less than 19,600 CSN. (3) Remove within 4,500 CIS after the effective date of this AD, shafts with greater than or equal to 10,500 CSN, but less than 15,000 CSN. (4) Remove prior to exceeding 15,000 CSN, shafts with less than 10,500 CSN. (5) Thereafter, remove shafts from service and replace with a serviceable shaft prior to exceeding 15,000 CSN. (c) Replace LPTR stage two disks, P/N 9690M77P03, 9690M77P04, 9690M77P09, 9690M77P11, 9249M40P01, 9249M40P02, 9249M40P03, 9249M40P04 and 9249M40P05, with LPTR stage two disk, P/N 9690M77P14, or later FAA-approved replacement stage two disk, at the next LPTR overhaul after the effective date of this AD, but no later than 4,500 CIS after the effective date of this AD or prior to exceeding the published LCF retirement life, whichever occurs first. NOTES: (1) For the purpose of this AD, an LPTR overhaul is defined as the induction of the engine intoa shop where the subsequent maintenance entails LPTR disassembly. (2) This action establishes the following new LCF retirement lives which are published in Chapter 5 of the CF6-6 Maintenance and Shop manuals: (a) 10,700 cycles for LPTR stage one disks, P/N 9690M76P02, 9690M76P03, 9690M76P08 and 9079M51P01. (b) 15,000 cycles for LPTR forward shafts, P/N 9690M90P04, 9690M90P05, 9690M90P07, 9174M87P02 and 9174M87P04. (3) CF6-6 Series Service Bulletin (SB) 72-944 introduces a new LPTR stage one disk, P/N 9079M51P03, which has an FAA approved LCF retirement life of 20,000 CSN. (4) CF6-6 Series SB 72-945 introduces an FAA approved rework procedure for the affected LPTR forward shafts to increase the FAA approved LCF retirement life to 20,000 CSN. (d) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (e) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance (schedule) times specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. These documents may be examined at the Regional Rules Docket, Office of the Assistant Chief Counsel, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803. This amendment (39-6720, AD 90-19-08) becomes effective on October 15, 1990.
92-08-08: 92-08-08 DE HAVILLAND: Amendment 39-8219; Docket No. 91-CE-73-AD. Applicability: Model DHC-3 Otter airplanes (all serial numbers) that have a Servo-Aero Engineering 20000 Series Kit installed on a Pratt & Whitney PT6A-135/135A engine, 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 loss of control of the airplane caused by inadvertent engine shutoff, accomplish the following: (a) Visually inspect the Pratt & Whitney PT6A-135/135A engine to ensure that a fuel condition lever lock, part number (P/N) 20037-18, is installed and ensure that it is correctly assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (b) If a fuel condition lever lock is not installed or is not assembled in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990, prior to further flight, install a fuel condition lever position lock, (P/N) 20037-18, in accordance with the instructions in Servo-Aero Service Bulletin SB001, dated July 24, 1990. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California 90806-2425. The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (e) The installation required by this AD shall be done in accordance with Servo-Aero Service Bulletin SB001, dated July 24, 1990. 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 Servo-Aero Engineering Inc., 37 Mortensen Avenue, Salinas, California 93905. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. (f) This amendment (39-8219) becomes effective on May 18, 1992.
95-02-19: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This action requires repetitively inspecting the left and right pilot windscreens for poly vinyl butyrate (PVB) interlayer cracks, and replacing any windscreen that has a crack exceeding certain limits. Several reports of PVB interlayer cracking of pilot windscreens on the affected airplanes prompted this action. The actions specified by this AD are intended to prevent such windscreen cracking, which, if not detected and corrected, could result in decompression injuries.
2010-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-15-51, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A119 and AW119 MKII helicopters by individual letters. This AD requires, within 5 hours time-in-service (TIS), and thereafter at intervals not to exceed 50 hours TIS, removing the cover of each pilot and co-pilot control box assembly (control box) and inspecting each rotary variable differential transformer (RVDT) control gear locking pin (locking pin) for proper position. If a locking pin is recessed, extended, or missing, this AD requires replacing the control box before further flight. This amendment is prompted by a report that an RVDT locking pin that was installed on a Model AW119 MKII helicopter moved from its proper position, resulting in loss of connectivity of the pilot and co-pilot throttle controls. The actions specified by this AD are intended to prevent the RVDT locking pin from moving from its proper position, which could lead to loss of manual engine throttle control, and subsequent loss of control of the helicopter.