Results
96-10-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires inspections of the handrail assembly at the main entrance door to detect loose or missing rivets, abnormal movement between the handrail pivot-tube and the spigot that attaches to the bearing assembly, and cracks on the handrail pivot-tube. It also requires repair or replacement of the assembly, if necessary, and provides for two optional terminating actions. This amendment is prompted by a report indicating that fatigue cracks and loose rivets were found on the handrail assembly of the main passenger entrance door on an in-service airplane. The actions specified by this AD are intended to prevent these conditions, which can lead to the failure of the door handrail assembly; such failure could allow the door to fall free and subsequently cause injury to people on the airplane or on the ground.
94-25-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of additional venting between the flight deck and the passenger compartment. This amendment is prompted by results of an engineering analysis that revealed there was insufficient venting in the forward stowage and wardrobe assembly. The actions specified by this AD are intended to prevent injury to the crew resulting from structural failure of the bulkhead between the flight deck and the passenger compartment in the event of windshield failure and subsequent rapid decompression.
90-22-06: 90-22-06 AIRBUS INDUSTRIE: Amendment 39-6775. Docket No. 90-NM-12-AD. Applicability: All Model A300-B2, A300-B2K, and A300-B4 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the horizontal stabilizer, accomplish the following: A. Perform a visual inspection of the upper skin and spar web joining parts of the trimmable horizontal stabilizer (THS), in accordance with either the "preferred" or "alternative" method as described in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, as follows: 1. For airplanes that have accumulated less than 11,000 landings, perform the initial inspection within 1,000 landings after the effective date of this AD, or prior to the accumulation of 11,400 landings, whichever occurs first. 2. For airplanes that have accumulated 11,000 or more landings, but less than 16,000 landings, perform the initial inspection within 400 landings after the effective date of this AD, or prior to the accumulation of 16,200 landings, whichever occurs first. 3. For airplanes that have accumulated 16,000 or more landings, perform the initial inspection within 200 landings after the effective date of this AD. B. If the "preferred inspection method" (THS support fitting removed), as specified in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, is used to accomplish the inspection required by paragraph A. of this AD, proceed as follows: 1. If a crack indication is found in the top integral skin, accomplish the following: a. If the crack extends to the outer box top skin, repair prior to further flight in a manner approved by the Manager, Standardization Branch, ANM-113. Perform repetitive inspections at intervals approved by the Manager, Standardization Branch, ANM-113. b. If the crack does not extend to the outer box top skin, and there is no crackin the joining part, prior to further flight, accomplish either subparagraph (1) or (2), below: (1) Revise the FAA-approved Airplane Flight Manual (AFM) to impose the operational limits specified in the service bulletin for Vmo/Mmo and CCI, and install placards showing these limits in a prominent position in the cockpit until a permanent repair is made. Thereafter, repeat the inspection every 350 landings. Stop drill the ends of the crack and cold-expand the stop drill holes when the crack length is between the limits specified in the service bulletin; or (2) Repair in accordance with the service bulletin. After repair, conduct repetitive high frequency eddy current (HFEC) inspections of the visible area of the integral top skin and the reinforcing plate web finger areas at intervals not to exceed 7,500 landings. c. If the crack does not extend to the outer box top skin, and a crack is detected in the joining part, repair prior to further flight, in accordance withthe service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. 2. If no crack indication is found in the top integral skin, accomplish the following: a. If no crack indication is found in the joining part, repeat the inspection required by paragraph A. of this AD at intervals not to exceed 6,000 landings. b. If a crack indication is found in the joining part, repair prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. C. If the "alternative inspection method" (THS support fitting installed), as specified in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, is used to accomplish the inspection required by paragraph A. of this AD, proceed as follows: 1. If a crack indication is found in the top integral skin, accomplish the following: a. If the crack extends to the outer box top skin, repair prior to further flight in a manner approved by the Manager, Standardization Branch, ANM-113. b. If the crack does not extend to the outer box top skin, remove the THS support fitting and inspect the joining part using an HFEC inspection technique, in accordance with the service bulletin. (1) If the joining part is cracked, repair prior to further flight, in accordance with the service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. (2) If the joining part is not cracked, prior to further flight, accomplish either subparagraph (a) or (b), below: (a) Revise the FAA-approved Airplane Flight Manual (AFM) to impose the operational limits specified in the service bulletin for Vmo/Mmo and CCI, and install placards showing these limits in a prominent position in the cockpit until permanent repair is made. Thereafter, repeat the inspection every 350 landings. Stop drill the ends of the crack and cold-expand the stop drill holes when the crack length is between the limits specified in the service bulletin; or (b) Repair in accordance with the service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. 2. If no crack indication is found in the top integral skin, repeat the inspection required by paragraph A. of this AD at intervals not to exceed 1,700 flights. D. 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. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. 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, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6775, AD 90-22-06) becomes effective on November 21, 1990.
76-26-01: 76-26-01 ROLLS-ROYCE (1971) LTD: Amendment 39-2790. Applies to RB.211-22B engines. Compliance is required as indicated, unless already accomplished. To prevent hazards of H.P. turbine disc failure from cracks in the disc bore surface, accomplish the following: (a) For engines not incorporating Rolls-Royce Service Bulletin RB.211-72-3225--with H.P. disc serial numbers CQDY 779, 794, 802, 824, 829, 840, 851, 933 and 952 installed--inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, as follows: (1) For engines that have accumulated in excess of 2,400 flight cycles, inspect within 10 flight cycles after the effective date of this AD. (2) For engines that have accumulated in excess of 1,000 flight cycles but less than 2,401 cycles, inspect within 80 flight cycles after the effective date of this AD. (3) For other engines, inspect within the next 250 flight cycles after the effective date of this AD. (b) For engines not incorporating Rolls-Royce Service Bulletin RB. 211-72-3225--with H.P. disc serial numbers CQDY 750 and higher, and serial numbers CQDY 577, 624 and 742 (but excluding the serial numbers listed in paragraph (a) of this AD) installed--that have accumulated in excess of 2,300 flight cycles, inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, within the next 100 flight cycles after the effective date of this AD. (c) For engines incorporating Rolls-Royce Service Bulletin RB.211-72-3225--with H.P. disc serial numbers CQDY 790, 791, 887, 972, 1002, 1016, 1030, 1073 and CQDY 1106 and higher installed--inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, as follows: (1) For engines that have accumulated in excess of 1,000flight cycles, inspect within the next 10 flight cycles after the effective date of this AD. (2) For engines that have accumulated in excess of 700 flight cycles but less than 1,001 flight cycles, inspect within the next 50 flight cycles after the effective date of this AD. (3) For engines that have accumulated in excess of 400 flight cycles but less than 701 flight cycles, inspect within the next 80 flight cycles after the effective date of this AD. (4) For all other engines inspect within the next 250 flight cycles after the effective date of this AD. (d) For engines incorporating Rolls-Royce Service Bulletin RB.211-72-3225--with serial numbers CQDY 750 and higher (except those covered in paragraph (c) of this AD) installed--that have accumulated in excess of 900 flight cycles, inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, within the next 100 flight cyclesafter the effective date of this AD. (e) For engines inspected under paragraphs (a) and (b) of this AD, which are found to be serviceable in accordance with the acceptance standards of Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA approved equivalent, either - (1) Continue to inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, at intervals not to exceed 2,800 flight cycles; or (2) Rework the H.P. discs in accordance with Rolls-Royce Service Bulletin RB.211-72-4447 dated October 7, 1976, or an FAA-approved equivalent. (f) For engines inspected under paragraphs (c) and (d) of this AD which are found serviceable in accordance with the acceptance standards of Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, either - (1) Continue to inspect the H.P. disc bore in accordance with Rolls-Royce Alert Service Bulletin RB.211-72-A4303 dated December 3, 1976, or an FAA-approved equivalent, at intervals not to exceed 1,500 flight cycles; or (2) Rework the H.P. discs in accordance with Rolls-Royce Service Bulletin RB.211-72-4447 dated October 7, 1976, or an FAA-approved equivalent. (g) Replace those discs found not to be serviceable during any inspection required by this AD before further flight with - (1) A serviceable FAA-approved disc that has been reworked in accordance with Rolls-Royce Service Bulletin RB.211-72-4447 dated October 7, 1976, or an FAA-approved equivalent; or (2) A serviceable FAA-approved disc that has not been reworked in accordance with Rolls-Royce Service Bulletin RB.211-72-4447 dated October 7, 1976, or an FAA-approved equivalent. If the disc installed pursuant to this subparagraph has a serial number specified in paragraph (a), (b), (c), or (d) of this AD, continue to inspect the disc at the interval specified in paragraph (e)(1) or (f)(1) of this AD, as appropriate. (h) For the purpose of this AD, the number of flight cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff operation, landing and engine shutdown. This amendment becomes effective January 3, 1977.
2009-15-16: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2009-15-16 that was sent previously to all known U.S. owners and operators of the McDonnell Douglas Corporation airplanes identified above by individual notices. This AD requires modifying the flight deck door. This AD is prompted by a report indicating that certain equipment of the flight deck door is defective. We are issuing this AD to prevent failure of this equipment, which could jeopardize flight safety.
2010-14-01: We are adopting a new airworthiness directive (AD) for certain Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400F, 747SR, and 747SP series airplanes. This AD requires reworking or replacing certain duct assemblies in the environmental control system (ECS). This AD results from reports of duct assemblies in the ECS with burned Boeing Material Specification (BMS) 8-39 polyurethane foam insulation. This proposed AD also results from a report from the airplane manufacturer that airplanes were assembled with duct assemblies in the ECS wrapped with BMS 8-39 polyurethane foam insulation, a material of which the fire retardant properties deteriorate with age. We are issuing this AD to prevent a potential electrical arc from igniting the BMS 8-39 polyurethane foam insulation on the duct assemblies of the ECS, which could propagate a small fire and lead to a larger fire that might spread throughout the airplane through the ECS.
96-15-06: 96-15-06 PRATT & WHITNEY: Amendment 39-9714. Docket 96-ANE-19. Applicability: Pratt & Whitney (PW) JT8D-200 series turbofan engines incorporating affected first stage fan hubs, Part Number (P/N) 5000501-01, identified by any of the following Serial Numbers: T50693, T50823, T50827, R32926, R32960, P66756. These engines are installed on but not limited to McDonnell Douglas MD-80 series aircraft. NOTE: This airworthiness directive (AD) applies to each engine 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 that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent the initiation and propagation of a fatigue crack, fracture of the fan hub, uncontained engine failure, and damage to the aircraft, accomplish the following: (a) Prior to further flight, remove from service all affected first stage fan hubs, P/N 5000501-01, identified by Serial Numbers listed in the applicability paragraph of this AD, and replace with serviceable parts. (b) An alternative method of compliance or adjustment of 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. (c) This amendment becomes effective September 3, 1996, to all persons except those persons to whom it was made immediately effective by priority letter AD 96-15-06, issued July 16, 1996, which contained the requirements of this amendment.
95-19-18: 95-19-18 TWIN COMMANDER AIRCRAFT CORPORATION: Amendment 39-9379; Docket No. 95-CE-20-AD. Applicability: The following airplane models and serial numbers, certificated in any category. Models Serial Numbers 680T and 680V 1473 through 1720 680W 1721 through 1850 681 6001 through 6072 690 11001 through 11079 690A 11100 through 11344 690B 11350 through 11566 690C 11600 through 11735 690D 15001 through 15042 695 95000 through 95084 695A 96000 through 96100 695B 96201 through 96208 NOTE 1: This AD applies to each airplane identified in the preceding applicability revision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should includean assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent structural damage to the airplane caused by excessive turbulence, which could result in loss of the airplane, accomplish the following: (a) Install the placard (to the windshield centerpost) and incorporate the airplane flight manual/pilot operating handbook (AFM/POH) revisions that are included with the kits presented below. The placard and AFM/POH revisions provide warnings to the airplane operator of the importance of observing the Turbulent Air Penetration and Maneuvering speeds: Kit No. Model Affected SB220-1 680T SB220-2 680V SB220-3 680W SB220-4 681 SB220-5 690 SB220-6 690A SB220-7 690B SB220-8 690C SB220-9 690D SB220-10 695 SB220-11 695A SB220-12 695B NOTE 2: Twin Commander Service Bulletin No. 220, dated February 1, 1995, relates to the subject of this AD, and references the SB220 service kits specified above. (b) 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 airplane to a location where the requirements of this AD can be accomplished. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (d) All persons affected by this directive may obtain copies of the kits referenced above that include the placard and the AFM revisions upon request to the Twin Commander Aircraft Corporation, 19010 59th Drive, NE., Arlington, Washington 98223; 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. (e) This amendment becomes effective on October 25, 1995.
2010-12-09: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. auxiliary power unit (APU) models GTCP36- 150(R) and GTCP36-150(RR). This AD requires inspecting the fuel control unit (FCU) differential pressure (Delta P) sleeve bore for erosion, replacing the FCU if it fails the inspection, and installing a fuel deflector on the Delta P sleeve of the FCU. This AD results from eight reports of fuel leakage from the FCU. We are issuing this AD to prevent fuel leakage in the APU compartment, which could lead to ignition of fuel vapor, creating a fire and explosion hazard resulting in injury, and damage to the APU and the airplane.
96-03-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream ATP airplanes, that requires inspections to detect fatigue cracking and corrosion in the gussets of the rear passenger door and rear baggage door apertures, and replacement of the gussets, if necessary. This amendment is prompted by fatigue tests which indicated that fatigue cracking and corrosion can occur in these gussets. The actions specified by this AD are intended to prevent degradation of the structural integrity of the fuselage pressure vessel due to the problems associated with cracking and corrosion in the gussets of the rear passenger door and rear baggage door apertures.