Results
62-22-02: 62-22-02 PRATT & WHITNEY: Amdt. 496 Part 507 Federal Register October 16, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1 Turbofan Engines. Compliance required as indicated. To preclude failure of the fourth stage compressor rotor disc, P/N 393504, accomplish the following: (a) For engines previously inspected by the procedure described in paragraph (c) or for engines which have been overhauled, inspect in accordance with paragraph (c) as follows: (1) Inspect engines which have accumulated 235 or more hours' time in service since the last such inspection or engine overhaul within the next 130 hours' time in service after the effective date of this AD, and every 365 hours' time in service thereafter. (2) Inspect engines which have accumulated less than 235 hours' time in service since the last such inspection or engine overhaul, prior to the accumulation of 365 hours' time in service since the last such inspection or engine overhaul and every 365 hours' time in service thereafter. (b) For engines which have not previously been inspected by the procedure described by paragraph (c) and which have not been overhauled, inspect in accordance with paragraph (c) as follows: (1) Inspect engines with 300 or more hours' time in service within the next 65 hours' time in service after the effective date of this AD, and every 365 hours' time in service thereafter. (2) Inspect engines with less than 300 hours' time in service prior to the accumulation of 365 hours' time in service and every 365 hours' time in service thereafter. (c) Remove the front accessory drive support assembly (NI gearcase) and the front accessory drive main spur gear (NI gearcase coupling). Using a strong light, visually inspect the fourth stage compressor rotor disc in the area between the disc bore and the spacer shoulder on the disc. If cracking is found, remove the engine for disc replacement prior to further flight. (d) When fourth stagecompressor disc P/N 468304 is installed in place of P/N 393504, the repetitive inspections required by this AD are no longer required. (e) The requirement for main oil screen inspections per AD 61-24-01 does not apply when the No. 1 bearing compartment is exposed for this disc inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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. (Pratt & Whitney Aircraft telegraphic message of August 21, 1962, to all JT3D operators, covers the same subject.) This directive effective October 16, 1962.
2019-20-02: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD requires repetitive inspections for cracking of the left and right hand side outboard chords of frame fittings and failsafe straps at a certain station, and repair if any cracking is found. This AD was prompted by reports of cracking discovered in this area. The FAA is issuing this AD to address the unsafe condition on these products.
98-09-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires repetitive inspections of the fuselage skin to detect corrosion or fatigue cracking around and under the chafing plates of the wing root; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct fatigue cracks and corrosion around and under chafing plates of the wing root, which could result in reduced structural integrity of the airplane.
80-12-04: 80-12-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3790. Applies to Model SA-330 series helicopters, certificated in all categories, with tail rotor blades P/N 330.12.0000 all dash numbers, P/N 330.12.0005 all dash numbers, or P/N 330.12.0006 all dash numbers installed. To prevent failure of the tail rotor blades, accomplish the following: (a) Within the next five hours time in service after the effective date of this AD or before further flight following the last flight of the day after the effective date of this AD, whichever occurs sooner, and thereafter at intervals not to exceed five hours time in service from the last inspection, and before further flight following the last flight of each day, inspect the tail rotor blade skin in the root area of all tail rotor blades for cracks by visual means in accordance with Aerospatiale Service Bulletin No. 05.59, dated March 23, 1979, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (b) If, during any inspection required by this AD, any cracks are found, before further flight, remove the cracked blade from service and replace with a serviceable part of the same part number, or a serviceable interchangeable tail rotor blade as defined by Section 5.11 of the Aerospatiale Model SA-330 series helicopters Maintenance Manual, Chapter 65.21 or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, and continue to inspect in accordance with paragraph (a) of this AD. This amendment becomes effective June 2, 1980, as to all persons except those persons to whom it was made immediately effective by the telegram issued April 6, 1979, which contained this amendment.
79-24-02: 79-24-02 MITSUBISHI AIRCRAFT INTERNATIONAL, INC., (MAI): Amendment 39-3612. Applies to MAI Model MU-2B series, serial numbers 354SA, 356SA, 374SA, 387SA, 392SA, 393SA, 709SA, 723SA, 728SA, and other aircraft which have previously complied with Service Recommendation No. SR017/28-001, dated July 25, 1979; MU-2B-40, serial numbers 395SA through 412SA, 414SA, and 416SA; Model MU-2B-60, serial numbers 731SA through 747SA and 749SA through 757SA. Compliance is required within the next 50 hours' time in service after the effective date of this airworthiness directive, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modifications can be performed. To prevent pumping fuel overboard, accomplish the following: Modify outer fuel tank switch wiring in accordance with Mitsubishi Aircraft International Service Bulletin No. SB013/28-001, dated October 18, 1979; or Service Bulletin No. SB014/28-002, dated October 18, 1979, as applicable; or an equivalent method. Mitsubishi Aircraft International Inc., Service Bulletin No. SB013/28-001 and Service Bulletin No. SB014/28-002 pertain to and provide instructions for accomplishing the intent of this AD. The manufacturer's procedures identified and described in this directive are incorporated herein and made a part thereof pursuant of 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 Mitsubishi Aircraft International, Inc., Post Office Box 3848, San Angelo, Texas 76901. These documents may also be examined at Office of the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective November 21, 1979.
64-07-05: 64-07-05 SCHLEICHER: Amdt. 701 Part 507 Federal Register March 11, 1964. Applies to All Models Ka2B, Ka6, K7 and K8 Gliders. Compliance required as indicated. A number of elevator control failures have occurred in service due to deflection of a long unsupported section of the push-pull control rod and some manufacturing deviations. To preclude recurrence of these failures, the following shall be accomplished: (a) Each glider shall be inspected for conformity to Schleicher Service Document entitled, "Automatic Elevator Connection" dated July 4, 1962, within the next 10 hours' time in service after the effective date of this AD. (b) Models Ka2B, Ka6, K7, and K8 gliders not conforming to the document referred in (a) shall be repaired or modified before further flight. All repairs or modifications shall conform to standards specified in CAM 18. (c) Unless already accomplished, install an additional push pull rod support in Models Ka2B, K7 and K8 gliders within the next 10 hours' time in service. MODEL MODIFICATION NO. Ka2B No. 7 dated July 4, 1962 K7 No. 8 dated November 23, 1961 K8 No. 7 dated November 24, 1961 (Schleicher Service Document, "Automatic Elevator Connection" dated July 4, 1962, for Models Ka2B, Ka6, K7 and K8, and Mod. No. 8 dated November 23, 1961, for Model K7, Mod. No. 7 dated November 24, 1961, for Model K8, and Mod. No. 7 dated July 4, 1962, for Model Ka2B, pertain to this same subject.) This directive effective April 13, 1964.
82-11-05: 82-11-05 BENDIX: Amendment 39-4389. Applies to Bendix Engine Products Division D-2000 and D-2200 series magnetos with serial numbers below 35480 (red identification plate) and with serial numbers below 8122106 (blue identification plate), unless identified with an "X" in the upper left corner of the identification plate. Compliance required as indicated, unless already accomplished. To reduce the possibility of engine power loss and engine damage resulting from looseness of the distributor gear electrode, accomplish Paragraphs (a) and (b): (a) Comply with the inspection requirements specified in the "Detailed Instructions" of Bendix Service Bulletin No. 617, dated November 1981, or later FAA-approved revision in accordance with the following schedule: MAGNETO TIME IN SERVICE SINCE NEW OR OVERHAUL ACCOMPLISH Less than 500 hours Within the next 50 hours in service and every 100 hours in service thereafter up to 550 hours in service. 500 hours or more Within the next 50 hours in service. (b) Magnetos with 1900 hours or more in service since new or overhaul: Within the next 100 hours time in service, replace distributor gear assembly with new serviceable gear assembly in accordance with Bendix Service Bulletin No. 617, dated November 1981, or later FAA approved revision. (c) If the distributor block is contaminated with brass filings or bronze colored dust, inspect the engine as follows: (1) Observe engine pistons through spark plug hole for evidence of burning. (2) Check valve dry tappet clearance per engine manufacturer's instructions. If piston damage, or lower than specified dry tappet clearance, is present, the engine must be inspected in accordance with the engine manufacturer's instructions for continued airworthiness. Equivalent means of compliance may be approved by the Chief of the New York Aircraft Certification Office, ANE-170, Federal Aviation Administration (FAA), New England Aircraft Certification Division, Federal Building, JFK International Airport, Jamaica, New York 11430. As permitted by FAR 21.197, aircraft may be flown to a base where maintenance required by this AD can be accomplished. This AD is effective June 9, 1982.
80-19-19: 80-19-19 JET ELECTRONICS AND TECHNOLOGY, INC.: Amendment 39-3919. Applies to all Model DAC-2000 and DAC-7000 Area Navigation (RNAV) Systems. Compliance is required as indicated unless already accomplished. To prevent possible conflict with other IFR traffic, accomplish the following: Prior to next flight, install a placard (1/4" letters) adjacent to the control display unit to read as follows: "RNAV IFR OPERATION NOT AUTHORIZED." Once these systems have been modified in accordance with Jet Service Bulletin No. SB501-1279-4, SB501-1280-4, or SB501-1207-10, as applicable, and an appropriate aircraft records entry made, the placard required by this AD may be removed. This amendment becomes effective September 25, 1980, as to all persons except those to whom it was made immediately effective by airmail letter dated April 24, 1980, which contained this amendment.
2000-22-15: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, -200B, -200C, -200F, and -300 series airplanes delivered in or modified into the stretched upper deck configuration. This action requires a one-time inspection to detect chafing between certain engine thrust control cables and certain cable penetration holes, and follow-on actions, if necessary. This action is necessary to prevent chafing and failure of engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2019-16-08: The FAA is superseding Airworthiness Directive (AD) 2018-22- 13, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2018-22-13 required revising the existing airplane flight manual (AFM) to provide the flightcrew with updated procedures related to inboard aileron fault operations. This AD continues to require that AFM revision, and also requires modification of the electronic centralized aircraft monitoring (ECAM) procedures by installing an Airbus temporary quick change (ATQC) and activating an ECAM temporary change. This AD was prompted by a technical issue detected on the inboard aileron electrohydrostatic actuators that caused potential erroneous monitoring of those actuators. The FAA is issuing this AD to address the unsafe condition on these products.
86-09-11: 86-09-11 SIKORSKY AIRCRAFT: Amendment 39-5298. Applies to Model S-76A helicopters certificated in any category. Compliance is required as indicated unless already accomplished. To preclude possible fatigue failures of the main and nose landing gear components, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD or before the accumulation of the component hours time in service listed below, whichever occurs later, replace the following components with new or airworthy components that have not exceeded the component listed hours time in service. Thereafter, replace the following components with new or airworthy components before the accumulation of the components hours time in service listed below: COMPONENT PART NUMBER REPLACEMENT TIME/HOURS Nose Landing Gear Fork 1944E60 42,500 Cylinder 1944E2, 1944C2 18,500 Retraction Actuator Cylinder Terminal 1944D201 28,800 Piston Rod 1944E204 25,000 Main Landing Gear Cylinder 1945E2 30,300 Axle Support Fitting 1945C12 9,600 Pin, Universal to Cylinder 1945C29 23,800 Drag Brace Rod End 1945E35 38,200 Upper Torque Arm 1945E46 37,900 Lower Torque Arm 1945C47 16,200 Axle 1945E85 7,200 Rod End, Positioning Rod 1945E235 19,100 Retraction Actuator Outer Cylinder 1945E302 7,100 Piston 1945E314 33,300 Piston Rod End 01-747-061 8,000 (b) Operators who have not kept records of hours time in service on individual component parts that were installed at time of issuance of the initial rotorcraft airworthiness certificate shall substitute rotorcraft hours time in service in lieu thereof. (c) For purposes of complying with this AD, the hours time in service for individual components that were not installed at the time of issuance of the initial rotorcraft airworthiness certificate must be determined from operator's rotorcraft records. (d) Upon request, an alternate means ofcompliance which provides a level of say equivalent to the requirements of this AD may be used when approved by the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone (617) 273-7118. (e) Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Boston Aircraft Certification Office, 12 New England Executive Park, Burlington, Massachusetts 01803, telephone 1617) 237-7118, may adjust the compliance time specified in this AD. NOTE: Sikorsky Alert Service Bulletin 76-32-20 applies to this subject. This amendment becomes effective on May 14, 1986.
96-20-02: 96-20-02 AIRBUS INDUSTRIE : Amendment 39-9768. Docket 92-NM-225-AD. Applicability: Model A300 B2-1C, B2K-3C, B2-203, B4-2C, and B4-103, series airplanes, on which Modification 2626 has not been installed; certificated in any category. NOTE 1: This AD applies to each airplane 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 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 (e) 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 fatigue cracking, which could result in reduced structural integrity of the airplane, accomplish the following: (a) Perform a detailed visual inspection to detect cracking of the fuselage, frame 47 at hole "I", in accordance with Airbus All Operator Telex (AOT) 53-02, dated November 2, 1992, at the times specified in paragraphs (a)(1), (a)(2), or (a)(3), as applicable. (1) For Model A300 B2-1C, B2K-3C, and B2-203 series airplanes: Perform the inspection prior to the accumulation of 15,000 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (2) For Model A300 B4-2C and B4-103 series airplanes: Perform the inspection prior to the accumulation of 18,700 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (3) For Model A300 B4-203 series airplanes: Perform the inspection prior to the accumulation of 14,100 total landings, or within 50 landings after the effective date of this AD, whichever occurs later. (b) If no crack is detected during the inspection required by paragraph (a) of this AD, repeat the detailed visual inspection at intervals not to exceed 200 landings. (c) If a crack is detected during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, repair in accordance with either paragraph (c)(1), (c)(2), or (c)(3) of this AD: (1) Repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate; or (2) Repair in accordance with crack repair procedures specified in Airbus A300 Service Bulletin 53-265, Revision 2, dated March 10, 1992; or (3) Repair in accordance with crack repair procedures specified in Airbus Service Bulletin A300-53-299, dated December 14, 1993. (d) Conducting a repetitive Rototest inspection of hole "I" in accordance with Airbus A300 Service Bulletin 53-265, Revision 2, dated March 10, 1992, or Airbus Service Bulletin A300-53-299, dated December 14, 1993, constitutes terminating action for the detailed visual inspections required by this AD. If any crack is found, prior to further flight, repair it in accordance with that service bulletin. (e) 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, Standardization Branch, ANM-113, FAA, Transport 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, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) 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. (g) The visual inspection shall be done in accordance with Airbus All Operator Telex (AOT) 53-02, dated November 2, 1992. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on November 4, 1996.
99-04-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires a one-time operational test to detect discrepancies of the delay valves and check valves of the main landing gear (MLG); and corrective actions, if necessary. This amendment also requires replacement of the retraction bracket assemblies of the MLG with new or reworked retraction bracket assemblies. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent failure of the retraction bracket assemblies of the MLG, which could result in an undampened extension of the MLG, damage to the sidestay and attachment structure, and possible collapse of the MLG.
98-21-28: This action confirms the effective date of Airworthiness Directive (AD) 98-21-28, which applies to certain British Aerospace Jetstream Model 3101 airplanes. AD 98-21-28 requires modifying the propeller de-icing system to assure system performance at low ambient temperatures. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified in this AD are intended to prevent propeller-induced vibrations from occurring during icing encounters at low ambient temperatures, which could result in decreased performance of the de-icing system during icing encounters with possible loss of control of the airplane.
2007-02-24: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires repetitive inspections for cracking of the web of the station (STA) 2360 aft pressure bulkhead around the fastener heads in the critical fastener rows in the web lap joints, from the Y-chord to the inner ring; and repair if necessary. This AD also requires a modification, which terminates the repetitive inspections. This AD results from analysis by the manufacturer that the radial lap splices of the STA 2360 aft pressure bulkhead are subject to widespread fatigue damage. We are issuing this AD to detect and correct cracking of the bulkhead web at multiple sites along the radial lap splice, which could join together to form cracks of critical length, and result in rapid decompression and loss of control of the airplane.
87-23-08: 87-23-08 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5735. Applies to TCM IO-520 and TSIO-520 series engines. Compliance is required as indicated, unless already accomplished. To prevent the installation of crankshafts with existing subsurface fatigue cracks which could result in crankshaft failure with resultant loss of engine power, at the next and every subsequent crankshaft removal from the engine case or installation of a replacement crankshaft, accomplish the following: (a) Prior to installation in the engine, conduct an ultrasonic inspection in accordance with TCM Service Bulletin M87-5, Revision 1, dated May 25, 1987, and Crankshaft Ultrasonic Inspection Procedure, Form X30554, dated February 1981. (b) If any cracks are found, replace crankshaft with serviceable crankshaft in accordance with TCM Service Bulletin M87-5, Revision 1, dated May 25, 1987. (c) If no cracks are found, mark the propeller mounting flange in accordance with TCM Service BulletinM87-5, Revision 1, dated May 25, 1987. NOTE: Accomplishment of the ultrasonic inspection does not set aside any requirements for magnaflux or other inspections specified in TCM overhaul manuals. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, Central Region, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. TCM Service Bulletin M87-5, Revision 1, dated May 25, 1987, identified and described in this document, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). Copies may be obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. Copies may be examined in the Regional Rules Docket, Office of the Regional Counsel, Room 311, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803 or at the Office of the Federal Register, 1100 LStreet NW, Room 8401, Washington, DC. This amendment becomes effective November 30, 1987.
97-07-04: 97-07-04 ROLLS-ROYCE PLC: Amendment 39-9978. Docket 95-ANE-56. Applicability: Rolls-Royce plc (R-R) Models RB.211-524G and -524H turbofan engines that have not been modified in accordance with R-R Service Bulletin (SB) No. RB.211-72-9764, Revision 2, dated November 10, 1995, installed on but not limited to Boeing 747-400 and 767- 300 series aircraft. Note 1: 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 (d) 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 engine combustor liner deterioration due to thermal fatigue, which can result in combustor liner and case burn-through and engine fire, accomplish the following: (a) Perform initial and repetitive borescope inspections of the engine combustor liner head section in accordance with the intervals listed in Section 1.C. Compliance (1), and the procedures described in Section 1.D. Action (1) of R-R SB No. RB.211-72-B482, Revision 3, dated September 27, 1996. Prior to further flight, remove combustors that do not meet the return to service criteria specified in Section 1.E. Acceptance Limits of the SB and replace with serviceable parts. (b) Perform initial and repetitive borescope inspections of the meterpanel in accordance with the intervals listed in Section 1.C. Compliance (2), andthe procedures described in Section 1.D. Action (2) of R-R SB No. RB.211-72-B482, Revision 3, dated September 27, 1996. Prior to further flight, remove combustors that do not meet the return to service criteria specified in Section 1.E. Acceptance Limits of the SB and replace with serviceable parts. (c) Installation of a front combustion liner with a strengthened head section in C263 material in accordance with R-R SB No. RB.211-72-9764, Revision 2, dated November 10, 1995, constitutes terminating action to the inspection requirements of this AD. (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 2: Information concerning the existence of approved alternativemethods 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 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. (f) The actions required by this AD shall be done in accordance with the following R-R SBs: Document No Pages Revision Date RB.211-72-B482 1 3 September 27, 1996 2 2 March 11, 1996 3 3 September 27, 1996 4 2 March 11, 1996 5 3 September 27, 1996 6 2 March 11, 1996 7,8 3 September 27, 1996 9 2 March 11, 1996 Total Pages: 9. RB.211-72-9764 1 2 November 10, 1995 2 Original August 20, 1993 3 2 November 10, 1995 4-6 1 August 25, 1995 7-30 Original August 20, 1993 Supplement 1 Original August 20, 1993 Total Pages: 31. Thisincorporation 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 North America, Inc., 2001 South Tibbs Ave., Indianapolis, IN 46241; telephone (317) 230-3995, fax (317) 230-4743. 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 June 6, 1997.
93-02-05: 93-02-05 TEXTRON LYCOMING: Amendment 39-8487. Docket 92-ANE-56. Applicability: Textron Lycoming reciprocating opposed piston engines incorporating fuel injection lines as listed in Textron Lycoming Service Bulletin No. (SB) 342A, dated May 29, 1992, except for Model TIO-540-S1AD engines. Affected engine models are installed on but not limited to Piper PA-24 Comanche, PA-30 and PA-39 Twin Comanche, PA-28 Arrow, and PA-23 Aztec; Beech 60 Duke and 23 Musketeer; Mooney M20; and Cessna 177 Cardinal aircraft. NOTE: Engines with an "I" in the prefix of the model designation incorporate fuel injection. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the fuel injector fuel lines allowing fuel to spray into the engine compartment, resulting in an engine fire, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, inspect the fuel injector fuel lines between the fuel manifold and the fuel injector nozzles in accordance with Textron Lycoming Service Bulletin No. 342A, dated May 26, 1992. (b) Prior to further flight, replace any fuel injector fuel line that does not meet all the return to service conditions specified in Textron Lycoming SB No. 342A, dated May 26, 1992. (c) Thereafter, at each annual inspection, at each 100-hour inspection, at each engine overhaul, and after any maintenance has been performed on the engine where the fuel injector fuel lines have been disconnected, moved, or loosened, reinspect the fuel injector fuel lines in accordance with Textron Lycoming SB No. 342A, dated May 26, 1992, and replace as necessary any fuel injector fuel line that does not meet all the return to service conditions specified in that SB. (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, New York Aircraft Certification Office. The request should beforwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft 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, and replacement, if necessary of the fuel injector fuel lines shall be done in accordance with the following service document: Document No. Pages Date Textron Lycoming SB No. 342A 1-31 May 26, 1992 Total pages: 31 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 Textron Lycoming Reciprocating Engine Division, 652 Oliver Street, Williamsport, Pennsylvania 17701. Copies may be inspected at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on June 14, 1993.
98-15-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146-200A series airplanes, that requires a one-time inspection of the gust damper of the elevator control system to determine if the gust damper is properly charged, and of the horizontal stabilizer to detect cracking of elevator hinge rib 1; and corrective action, if necessary. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct cracking of elevator hinge rib 1 of the horizontal stabilizer, which could occur if the gust damper of the elevator control system discharges and allows the elevator to move freely in ground gust conditions. Such cracking could result in damage to the structural attachment of the elevator to the horizontal stabilizer, and consequent reduced controllability of the airplane.
2007-08-01: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CT7-5A2, -5A3, -7A, -7A1, -9B, - 9B1, and -9B2, -9C, -9C3, -9D, and -9D2 turboprop engines, with certain part number (P/N) and serial number stage 2 turbine aft cooling plates installed. That AD currently requires a onetime eddy current inspection (ECI) of boltholes in certain P/N stage 2 turbine aft cooling plates. This AD expands the population of affected CT7 turboprop engine models, but reduces the number of cooling plates affected. It also requires a onetime ECI of boltholes in certain P/N stage 2 turbine aft cooling plates with specific serial numbers. This AD results from the manufacturer expanding the list of affected engine models and identifying the affected stage 2 turbine aft cooling plates by serial number. We are issuing this AD to prevent separation of the stage 2 turbine aft cooling plate, resulting in uncontained engine failure and damage to the airplane.
82-01-06: 82-01-06 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39-4290. Applies to Model A109A series helicopters through Serial Number 7169 equipped with engine mount central legs, P/N 109-0605-06 and 109-0605-07, certificated in all categories (Airworthiness Docket No. 81-ASW-43). Compliance is required within 200 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the engine mount central leg and possible loss of engine support, accomplish the following: (a) Remove the engine mount central legs, P/N 109-0605-06-13, 109-0605-06-14, 109-0605-07-13, and 109-0605-07-14. (b) Install engine mount central leg assemblies, P/N 109-0640-84-1 and -2, and P/N 109-0640-85-1 and -2 as described in Section 71-20-00 of the A109A maintenance manual. (c) Install engines and check engine to transmission alignment as described in Section 71-00-00 of the A109A maintenance manual. (d) If an equivalent means of compliance is used in complying with this AD, that equivalency must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. Compliance with Agusta Technical Bulletin No. 109-25, dated August 29, 1980, constitutes compliance with this AD. This amendment becomes effective February 8, 1982.
2007-07-15: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 B4-600, B4-600R, C4- 605R Variant F, and F4-600R (collectively called A300-600) series airplanes; and Model A310 series airplanes. That AD currently requires a one-time inspection for damage of the integrated drive generator (IDG) electrical harness and pyramid arm, and repair if necessary. This new AD adds new repetitive inspections, which, when initiated, terminate the inspection required by the existing AD. This new AD also requires repairing damage and protecting the harness. This new AD also provides for optional terminating action for the repetitive inspections. This new AD also removes certain airplanes from the applicability of the existing AD. This AD results from a report of structural damage on the forward pyramid arm of an engine pylon due to chafing of the IDG electrical harness against the structure of the pyramid arm. We are issuing this AD to prevent electrical arcing in the engine pylon, which could result in loss of the relevant alternating current (AC) bus bar, reduced structural integrity of the engine pylon, and possible loss of control of the airplane. DATES: This AD becomes effective May 14, 2007. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of May 14, 2007. On May 13, 2004 (69 FR 23090, April 28, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A310-54A2038, dated February 19, 2004; and Airbus All Operators Telex A300-54A6037, dated February 19, 2004.
2007-06-06: 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: * * * incidences have been reported to Britten-Norman Aircraft Ltd where cracks have been found in the inner shell of the pitot/ static pressure heads. This could result in incorrect readings on the pressure instrumentation, e.g. altimeters, vertical speed indicators (rate-of-climb) and airspeed indicators. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-07-07: 80-07-07 BEECH: Amendment 39-3729. Applies to Model 77 (Serial Numbers WA-1 through WA-78, WA-80 through WA-86, and WA-88) certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To prevent excessive aileron control forces or jamming of the aileron control system, within the next twenty-five (25) hours time-in-service after the effective date of this AD accomplish the following: A) Replace the aileron bearings (P/N 108-130010-17) with aileron bushings (P/N 108-160010-39) in accordance with procedures set forth in Beechcraft Service Instructions No. 1119. B) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. C) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective April 3, 1980.
2019-19-11: The FAA is adopting a new airworthiness directive (AD) for certain Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G-3, PW1524G-3, PW1525G-3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G-A model turbofan engines. This AD requires initial and repetitive inspections of the low-pressure compressor (LPC) inlet guide vane (IGV) and the LPC rotor 1 (R1) and, depending on the results of the inspections, possible replacement of the LPC. This AD was prompted by two recent in-flight shutdowns (IFSDs) that occurred as the result of failures of the LPC R1. The FAA is issuing this AD to address the unsafe condition on these products.