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2013-02-03: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 970-84, 970B-84, 972-84, 972B-84, 977- 84, 977B-84, and 980-84 turbofan engines. This AD requires replacement of the fuel oil heat exchanger (FOHE). This AD was prompted by a report of an in-flight increase of N2 intermediate pressure rotor vibrations resulting in an engine surge and pilot shut down of the engine. We are issuing this AD to prevent rotor bearing oil starvation, uncontained engine failure, and damage to the airplane.
90-20-05: 90-20-05 CHRISTEN INDUSTRIES, INC: Amendment 39-6741. Docket No. 90-CE-30-AD. Applicability: Model A-1 (Husky), (Serial Numbers 1001 thru 1125) airplanes, certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent failure of the forward seat back, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, visually inspect both sides of the front seat back for cracks using a 10x glass on the weld area where the diagonal support tube Part Number (P/N) 35039-008 is attached to the back support tube P/N 35034-005. (1) If no cracks are found, reinspect this welded area at intervals of 25 hours TIS thereafter. (2) If cracks are found, prior to further flight modify the seat by the installation of the seat reinforcement kit as specified in Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. (b) Within the next 100 hours TIS after the effective date of this AD, unless accomplished per the instructions in paragraph (a) (2) of this AD, modify the airplane by installing the seat reinforcement kit as specified by Christen Industries Inc., Service Bulletin No. 2, dated July 25, 1990. The inspections required by paragraph (a) of this AD are no longer required when the airplane has been modified with the seat reinforcement kit. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Denver Aircraft Certification Field Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Denver Aircraft Certification Field Office. All persons affected by this directive may obtain copies of the document referred to herein upon request to Christen Industries, Inc., P.O. Box 547, Afton, Wyoming 83110, Telephone (307) 886- 3151, or may examine this document at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6741, AD 90-20-05) becomes effective on October 15, 1990.
98-17-06: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires repetitive inspections to detect fatigue cracking of certain fuselage skin panels, and repair, if necessary. For certain airplanes, this amendment also provides for an optional preventative modification, which, if accomplished, would terminate the repetitive inspections. This amendment is prompted by reports of fatigue cracking of certain fuselage skin panels. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the airplane, and consequent loss of pressurization.
92-03-04: 92-03-04 BRITISH AEROSPACE, LIMITED: Amendment 39-8159. Docket No. 91-CE-62-AD. Applicability: Jetstream Model 3201 Airplanes (serial numbers 790 through 922), certificated in any category. Compliance: Upon the accumulation of 6,000 landings, or within the next 1,000 landings after the effective date of this AD, whichever occurs later, unless already accomplished. NOTE: If no record of landings is maintained, hours time-in-service (TIS) may be used with one hour TIS equal to two landings. For example, 100 hours TIS is equal to 200 landings. To prevent fatigue failure of the wing structure, accomplish the following: (a) Modify the 5/16 inch diameter bolt holes around the periphery of the three fuel tank access panels on the wing main spar webs between Wing Station (WS) 36 and WS 83 in accordance with the ACCOMPLISHMENT INSTRUCTIONS of BAe Service Bulletin 57-JM 8160, Revision 1, dated August 23, 1991. (b) If the modification required by paragraph (a) of this AD has been accomplished in accordance with the original issue of BAe Service Bulletin 57-JM 8160, dated June 19, 1991, then no further action is required by this AD. (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, Brussels Aircraft Certification Office, Europe, Africa, Middle East office, FAA, c/o American Embassy, 1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The modification required by this AD shall be done in accordance with British Aerospace Service Bulletin 57-JM 8160, Revision 1, dated August 23, 1991, or British Aerospace Service Bulletin 57-JM 8160, dated June 19, 1991. 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, Manager Product Support, Commercial Aircraft Limited, Airlines Division, Prestwick Airport, Ayrshire, KA9 2RW Scotland; or British Aerospace, Inc., Librarian, Box 17414, Dulles International Airport, Washington, DC, 20041. 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 (39-8159, AD 92-03-04) becomes effective on February 28, 1992.
93-15-09: 93-15-09 ROLLS-ROYCE, PLC: Amendment 39-8655. Docket 93-ANE-30. Applicability: Rolls-Royce, plc (R-R) Dart series turboprop engines: Mk. 506, 510, 511, 514, 515, 520, 525, 526, 527, 528, 529, 530, 532, 533, 534, 535, 536, 542, 543, 550, and 552. These engines are installed on but not limited to Convair 600/640, Fokker F27/F227, Grumman Gulfstream 1, Hawker Siddeley 748, and Vickers Viscount aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the servo fuel pipe, which could result in a loss of engine power, inflight engine shutdown, or engine fire, accomplish the following: (a) Within 30 days after the effective date of this AD, visually inspect the servo fuel pipe, Part Number (P/N) RK18596A, RK18668A, or RU21444A, using the criteria contained in the Appendix of Rolls-Royce Aero Engine ASB No. Da73-A86, dated March 5, 1993. (b) Replace any servo fuel pipe which does not meet the acceptance criteria contained in the Appendix of Rolls-Royce Aero Engine Alert Service Bulletin (ASB) No. Da73-A86, dated March 5, 1993, with a serviceable part, prior to further flight. (c) For engines not in service on the effective date of this AD, accomplish the actions of paragraphs (a) and (b) of this AD prior to entry into service. (d) 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. (e) 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. (f) The inspection shall be done in accordance with the following Rolls-Royce Aero Engine Alert Service Bulletin: Document No. Pages Date Da73-A86 1-3 March 5, 1993 Appendix 1 March 5, 1993 Total pages: 4. 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 Rolls-Royce, plc, East Kilbride, Glasgow G74 4PY, Scotland. 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. (g) This amendment becomes effective on September 7, 1993.
93-20-01: 93-20-01 BEECH AIRCRAFT CORPORATION: Amendment 39-8708. Docket 93-NM-153-AD. Applicability: Model 400A airplanes having serial numbers RK-45, RK-49 through RK-77 inclusive, and RK-79; and Model 400T (military T-1A) airplanes having serial numbers TT-01 through TT-42 inclusive, and TT-44; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent smoke and/or fire in the cockpit, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Perform a general visual inspection to verify that the wiring of the engine electronic fuel control (EFC) start circuit has been installed properly, in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. If the wiring has been installed improperly, prior to further flight, modify the wiring in the engine EFC start circuit in accordance with the service bulletin. (2) Install a non-conductive sheet, part number 132-530027-13, on the sidewall upholstery in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. (3) Perform a general visual inspection to verify the proper positioning of the end terminals on wire P147D6, in accordance with Beechcraft Safety Communique 400-101, dated July 1993. If the end terminals have been positioned improperly, prior to further flight, reposition the end terminals on wire P147D6 in accordance with the communique. NOTE: While accessing the main circuit panel to comply with the inspections required by this paragraph, as a convenience, operators should verify that moisture (insulator) shields, part numbers 45A88859-11 and 45A88859-31, are installed, in accordance with BEECHCRAFT Beechjet 400/400A Maintenance Manual, Chapter 24-50-00. If any shield is missing, the FAA recommends that it be replaced with an appropriate shield at the next scheduled maintenance service. (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, Wichita Aircraft Certification Office (ACO), 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita 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 inspection and modification of wiring, and the installation of the non-conductive sheet, shall be done in accordance with Beechcraft Mandatory Service Bulletin 2520, dated August 1993. The inspection and repositioning of the endterminals on wire P147D6 shall be done in accordance with Beechcraft Safety Communique 400-101, dated July 1993. (The issue dates of these service documents are indicated only on page 1 of each document; no other pages of the 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 be obtained from Beech Aircraft Corporation, Commercial Services Department, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Small Airplane Directorate, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on November 2, 1993.
2022-09-13: The FAA is adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) Model PA-34-200 airplanes. This AD was prompted by the determination that the life limit for alternate bolts that attach the drag link to the nose gear were not listed as airworthiness limitations. This AD requires establishing a life limit for these bolts. The FAA is issuing this AD to address the unsafe condition on these products.
2013-02-01: We are adopting a new airworthiness directive (AD) for Bell Model 206L, 206L-1, 206L-3, and 206L-4 helicopters. This AD requires inspecting certain hydraulic servo actuator assemblies (servo) for a loose nut, shaft, and clevis assembly, modifying or replacing the servo as necessary, and reidentifying the servo. This AD is prompted by an investigation after an accident and the determination that there was a loose connection due to improper lock washer installation. These actions are intended to detect loose or misaligned parts of the servo to prevent failure of the servo and subsequent loss of control of the helicopter.
98-17-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Hartzell Propeller Inc. HC-E4A-3(A,I,J) series propellers. This action requires a one-time inspection of the propeller blade counterweight clamps for thread damage in the bolt holes, and, if necessary, replacement with serviceable parts. This amendment is prompted by a report of a counterweight clamp bolt hole thread failure that resulted in the separation of the counterweight and the separation of a blade following impact with the counterweight. The actions specified in this AD are intended to prevent propeller blade counterweight clamp bolt hole thread failure, which can result in counterweight and propeller blade separation, and possible damage to the aircraft.
2012-26-04: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200PF, and -200CB series airplanes powered by Rolls-Royce engines. That AD currently requires repetitive inspections of the shim installation between the drag brace fitting vertical flange and bulkhead, and repair if necessary; for certain airplanes, an inspection for cracking of the four critical fastener holes in the horizontal flange, and repair if necessary; and, for airplanes without conclusive records of previous inspections, performing the existing actions. This new AD reduces the repetitive inspection interval; adds repetitive detailed inspections for cracking of the bulkhead, and repair if necessary; allows an extension of the repetitive intervals for certain airplanes by also doing repetitive ultrasonic inspections for cracking of the bulkhead, and repair if necessary; and provides an option for a high frequency eddy current inspection for cracking of the critical fastener holes, and repair if necessary. This action also adds a terminating action for certain repetitive inspections. This AD was prompted by reports of loose fasteners and cracks at the joint common to the aft torque bulkhead and strut-to-diagonal brace fitting, and one report of such damage occurring less than 3,000 flight cycles after the last inspection. We are issuing this AD to detect and correct cracks, loose and broken bolts, and shim migration in the joint between the aft torque bulkhead and the strut-to-diagonal brace fitting, which could result in damage to the strut and consequent separation of the strut and engine from the airplane.