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2016-25-14: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model BO-105LS A-3 helicopters. This AD requires establishing a life limit for the tension-torsion (TT) straps. This AD is prompted by an error in the Airworthiness Limitations section of the maintenance manual. These actions are intended to prevent the unsafe condition on these products.
88-19-09: 88-19-09 SAAB-SCANIA: Amendment 39-6012. Applies to Model SF-340A airplanes, manufacturer's serial numbers SF340A-003 through -108 inclusive, certificated in any category. Compliance required as indicated, unless previously accomplished. To ensure the reliability of the emergency main landing gear extension system, accomplish the following: A. For airplanes, serial numbers SF340A-003 to -078, inclusive: Within 90 days after the effective date of this AD, modify the wiring and connectors of the main landing gear emergency extension system in accordance with SAAB Service Bulletin SF340-32-028, Revision 1, dated November 25, 1986. B. For airplanes with serial numbers SF340A-003 to -108, inclusive: Within 90 days after the effective date of this AD, lengthen the electrical harnesses for the separation bolts, and re- route and secure the existing harnesses, in accordance with SAAB Service Bulletin SF340-32- 041, Revision 1, dated October 9, 1987. C. 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. 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 the modifications required by 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 SAAB-Scania, Aircraft Division, S-58188 Linkoping, Sweden. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This Amendment, 39-6012, supersedes AD 87-13-07, Amendment 39-5662. This Amendment, 39-6012, becomes effective October 10, 1988.
2016-25-15: We are superseding Airworthiness Directive (AD) 2011-17-05, for certain Airbus Model A300 B2-1C, A300 B2-203, A300 B2K-3C, A300-B4- 103, A300 B4-203, and A300 B4-2C airplanes. AD 2011-17-05 required repetitive inspections in sections 13 through 18 of the fuselage between rivets of the longitudinal lap joints between frames (FRs) 18 and 80 for cracking, and repair or modification if necessary. This new AD requires a revised repetitive inspection program of all longitudinal lap joints and repairs between FRs 18 and 80 to address widespread fatigue damage (WFD). This AD was prompted by an evaluation done by the design approval holder indicating that certain sections of the longitudinal lap joints are subject to WFD; therefore, a revised inspection program is necessary. We are issuing this AD to address the unsafe condition on these products.
63-04-03: 63-04-03 SUD AVIATION: Amdt. 534 Part 507 Federal Register February 9, 1963. Applies to All SE-210 Caravelle Mark III and VIR Aircraft Except Serial Numbers 117, 120, 125 and Subsequent. Compliance required as indicated. To prevent the flight control system push-pull rod from jamming adjacent components in the event of loss of a connecting bolt, and thereby preventing emergency control of the aircraft by means of trim controls, accomplish the following: (a) For aircraft with 2,700 or more hours' time in service as of the effective date of this AD, compliance with (c) is required within the next 300 hours' time in service. (b) For aircraft with less than 2,700 hours' time in service as of the effective date of this AD, compliance with (c) is required prior to 3,000 hours' time in service. (c) Install push-pull rod guards at each aileron, elevator and rudder control rod in accordance with Sud Aviation Caravelle Service Bulletins Nos. 27-130, revised May 9, 1962, and 27-157 dated July 20, 1962, or an FAA approved equivalent. This directive effective March 12, 1963.
65-09-03: 65-09-03 GRUMMAN: Amdt. 39-57 Part 39 Federal Register April 21, 1965. Applies to Model G-159 Aircraft Equipped with AiResearch Gas Turbine Compressor Units Model GTC 85-37, Series 1 through 18. Unless already accomplished within the last 235 hours of APU operation or 470 starts of the APU prior to the effective date of this AD, accomplish the following within the next 15 hours of APU operation or 30 starts of the APU, whichever occurs first, and at intervals not to exceed 250 hours of APU operation or 500 starts of the APU since the last inspection: (a) Visually inspect in accordance with Grumman Gulfstream Customer Bulletin No. 180, dated February 12, 1965, or later FAA-approved revision, and AiResearch Service Bulletin No. 49-1045, Revision 1, dated January 29, 1965, or later FAA-approved revision, the APU turbine wheel and exducer for surface cracks, the shroud plate for indications of rubbing, and the blade tips for indications of erosion and over-heating. Remove fromservice any turbine wheel and any exducer found cracked, or having rubbed, eroded, or over-heated blades. (b) Check and adjust as necessary the starter clutch for proper torque value in accordance with Grumman Gulfstream Customer Bulletin No. 179, dated January 8, 1965, or later FAA-approved revision, and AiResearch Service Bulletin No. 49-1042, dated November 13, 1964, or later FAA-approved revision. (c) Check and adjust as necessary the APU fuel pump acceleration limiter for proper setting in accordance with AiResearch Service Bulletin No. 49-1045, Revision 1, dated January 29, 1965, or later FAA-approved revision. This directive effective April 21, 1965.
2016-25-10: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-Trent 875-17, RB211-Trent 877-17, RB211- Trent 884-17, RB211-Trent 884B-17, RB211-Trent 892-17, RB211-Trent 892B-17, and RB211-Trent 895-17 turbofan engines. This AD requires machining and inspecting parts related to the high-pressure compressor (HPC) and replacing HPC parts found defective. This AD was prompted by inspection of RR Trent 800 engines returned from service that revealed flame erosion and axial cracking on the stage 3 disk rim of the HPC stage 1-4 rotor disks shaft. We are issuing this AD to correct the unsafe condition on these products.
79-08-07: 79-08-07 CESSNA: Amendment 39-3451. Applies to Model 441 (S/N's 441-0001 through 441-0083 and 441-0085) airplanes equipped with a Cessna installed propeller anti-icing system. COMPLIANCE: Required as indicated unless already accomplished. To preclude the possible occurrence of smoke/fire behind the pilot's instrument panel, accomplish the following: A) Within the next 10 hours time-in-service, except for those airplanes previously modified, modify the propeller anti-icing electrical wiring in accordance with Cessna Propjet Service Information Letter PJ 79-2 dated March 5, 1979. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on April 30, 1979 to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated March 16, 1979.
58-06-02: 58-06-02 HARTZELL: Applies to All HC-82XF/8833-0 (86 to 88 inch-diameter) Propellers, Hub Serial Numbers Between T-913 and T-2891 Except T-2564, T-2569, T-2594, T- 2595, T-2609, T-2648, T-2703 and T-2716. Compliance required prior to next flight. Two recent failures of A-159 split rings have occurred in HC-82XF/8833 propellers. In order to minimize the possibility of the occurrence of this type of serious failure, replace the present split rings with new split rings. The present rings are unmarked, but the new A-159 rings will be marked with the letter "N". (Hartzell Service Bulletin No. 57 covers this same subject.)
63-20-02: 63-20-02 CESSNA: Amdt. 628 Part 507 Federal Register October 3, 1963. Applies to All Models 190 and 195 Series Aircraft. Compliance required as indicated. As a result of a fatal accident involving fatigue failure of the front wing spar fuselage carry through lower cap the following corrective action is required: (a) Within 10 hours' time in service after the effective date of this AD, conduct the following visual and X-ray inspections in accordance with Cessna Service Letter 190/195-1 dated May 13, 1960, or FAA approved equivalent unless already accomplished within the last 100 hours' time in service: (1) Inspect using X-ray method for cracks in the lower cap of the front spar carry through member at both left and right sides of the fuselage in the area of the two most inboard steel rivets; (2) Remove rear spar to fuselage attachment bolts and visually inspect these bolts using at least a 4-power magnifying glass for evidence of wear or partial shear failures; (3) Visually inspect the rear spar to fuselage fittings of both the wing structure and carry through structure including the bolt bushings for wear or hole elongation; (4) Visually inspect the steel plates of the rear spar to fuselage attachment fittings on the wing for cracks using at least a 4-power magnifying glass; and (5) If any of the defects specified are found replace the parts with new parts or make an FAA approved repair and accomplish the modification required by (b) before further flight. (b) Within 10 hours' time in service after the effective date of this AD, accomplish the fuselage front spar modification specified in Cessna Service Letter 63-40, dated September 27, 1963. This specifies replacement of the five existing inboard lower cap high shear steel pins with NAS 464P7-A64 bolts and attachment of two 1/2 x l 3/4 4130 steel reinforcement bars on each side of the lower spar cap in accordance with Cessna Service Kits Nos. SK-195-3 and SK-195-4, dated September 23, 1963. (c) At each periodic inspection after the accomplishment of (b), visually inspect for cracks the visible portion of the lower spar cap and reinforcement bars at the inboard bolt location. If cracks are found, replace the cracked part with a new part or make an FAA approved repair before further flight. This supersedes AD 61-17-01. This directive effective October 8, 1963.
62-01-02: 62-01-02 LOCKHEED: Amdt. 384 Part 507 Federal Register January 9, 1962. Applies to All Models 49, 149, 649, 749, and 1049 Series Aircraft Incorporating Cleveland Pneumatic Tool Company Main Landing Gear Cylinders, P/N's 9040-2, 9040A-2, 9106-2, 9291-2, 9291B-2, 9291B-2B, or 9291D-2. Compliance required as indicated. As a result of failures of the cap weld on main landing gear cylinders which have been returned to service following compliance with the provisions of AD 59-07-03, as amended, all aircraft shall be inspected and/or modified as follows: (a) Within the next 400 hours' time in service after the effective date of this AD, unless already accomplished, all landing gear cylinders with cap welds which previously have been inspected by the double-wall gamma radiographic technique in compliance with AD 59-07-03 shall be reinspected in accordance with (c), or shall be replaced with cylinders which have been inspected in accordance with (c) and found to exhibit no evidence of cracks. (b) Within the next 1,200 hours' time in service after the effective date of this AD, unless already accomplished, all landing gear cylinders with cap welds which previously have been radiographically inspected by a method other than the double-wall gamma technique in compliance with AD 59-07-03, shall be reinspected in accordance with (c), or shall be replaced with cylinders which have been inspected in accordance with (c) and found to exhibit no evidence of cracks. (c) The inspection techniques and procedures to be applied to all cylinders noted in (a) and (b) shall be those prescribed by Section B of Lockheed Field Service Letter No. FS/254049L, dated August 29, 1961, or FAA engineering approved equivalent. The entire periphery of the cap weld shall be inspected. (d) Any cylinder with a cap weld which is found to exhibit any evidence of cracks when inspected as required by (a) or (b), shall be replaced prior to further flight of the aircraft. Cracked cylinders are not eligible for any further use in certificated aircraft. (e) The cap welds on all cylinders which have been installed or which have been inspected, found to exhibit no evidence of cracks, and returned to service in accordance with (a) or (b), shall be reinspected in accordance with (c), at periods thereafter not to exceed 5,000 hours' time in service. The first periodic reinspection of any cylinder in service which, prior to the effective date of this AD, was inspected in the manner prescribed by (c) shall be accomplished within 5,000 hours' time in service following the date of that inspection. (f) Cylinders with the cap welds which exhibit any evidence of cracks during any of these periodic reinspections shall be replaced prior to further flight of the aircraft. Cracked cylinders are not eligible for any further use in certificated aircraft. (g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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. (h) When the cylinders described are replaced with new cylinders, TPC Co. P/N's 9040A-2A, 9106-2A, and 9291D-2A, incorporating flash welded caps, the inspections specified in (a) through (g), may be discontinued. (Lockheed Field Service Letter FS/254049L covers this same subject.) This supersedes AD 59-07-03. This directive effective January 9, 1962.