Results
97-11-09: This amendment adopts a new airworthiness directive (AD), applicable to all Bombardier Model CL-215T series airplanes. This action requires revising the Airplane Flight Manual (AFM) to modify the limitation that prohibits the positioning of the power levers below the flight idle stop during flight, and to add a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller ground beta range was used improperly during flight. The actions specified in this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
2013-19-20: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-10-10 and MD-10-10F airplanes. This AD was prompted by a report that the safe life limit on certain main landing gear (MLG) upper torque link bolts is reduced significantly due to those bolts being fabricated from bar stock with a machined head instead of from a forged blank with an upset head. This AD requires replacing certain MLG upper torque link bolts with new or serviceable parts. We are issuing this AD to prevent damage to the MLG and consequent damage to airplane structure, which could adversely affect the airplane's continued safe flight and landing.
75-21-04: 75-21-04 MORANE SAULNIER (SOCATA): Amendment 39-2382. Applies to MS880B airplanes serial numbers 1724, 1725, and 1805 through 1893 certificated in all categories. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible battery relay wiring overheat that could result in fire, install a one ampere fuse in the battery relay circuit in accordance with paragraph III ("Description") of Socata Service Bulletin No. 96 GR24.09 dated January, 1972, or an FAA-approved equivalent. This amendment becomes effective October 22, 1975.
99-08-21: This amendment adopts a new airworthiness directive (AD) that applies to any aircraft equipped with Puritan-Bennett Aero Systems Company (Puritan-Bennett) C351-2000 series passenger oxygen masks and portable oxygen masks. This AD requires inspecting the passenger and portable oxygen masks for tears around the face cushion adjacent to the inner mask housing, and replacing or repairing any torn passenger or portable oxygen mask. This AD is the result of reports received from three airplane manufacturers of defective oxygen masks. The actions specified by this AD are intended to prevent reduced oxygen consumption when passengers are required to use defective oxygen masks, which could result in passenger injury.
99-08-20: This amendment supersedes an existing airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that currently requires a one-time inspection to detect cracking of the bulkhead at fuselage station (FS) 1363 at butt line 42.5, and repair or additional inspections, if necessary. This amendment adds repetitive inspections to detect cracking of the bulkhead web and bulkhead cap (frame cap) at FS 1363, and repair, if necessary. This amendment is prompted by reports that additional, more extensive, fatigue cracking was found in the bulkhead web and cap. The actions specified by this AD are intended to detect and correct cracking of the bulkhead web and cap, which could result in reduced structural integrity of the fuselage.
2013-19-23: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a new revision to the airworthiness limitations of the maintenance planning data (MPD) document. This AD requires revising the maintenance program to update inspection requirements to detect fatigue cracking of principal \n\n((Page 61174)) \n\nstructural elements (PSEs). We are issuing this AD to detect and correct fatigue cracking of various principal structural elements (PSEs), which could adversely affect the structural integrity of these airplanes.
99-08-11: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Airworthiness Limitations Section (ALS) and Maintenance Scheduling Section (MSS) of the Instructions for Continued Airworthiness (ICA) in the Time Limits Manual (Chapter 05-10-00) of the Engine Manuals for International Aero Engines AG (IAE) V2500-A1/-A5/-D5 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD will also require an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts which indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, that if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2013-19-21: We are superseding airworthiness directive (AD) AD 2012-04-13, for all Rolls-Royce plc (RR) model RB211 Trent 553-61, 553A2-61, 556- 61, 556A2-61, 556B-61, 556B2-61, 560-61, and 560A2-61; and RB211 Trent 768-60, 772-60, and 772B-60; and RB211-Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17, and 895-17; and RB211-524G2-T-19, -524G3-T- 19, -524H-T-36, and -524H2-T-19 turbofan engines that have a high- pressure (HP) compressor stage 1 to 4 rotor disc installed, with a certain part number (P/N) installed. AD 2012-04-13 required repetitive inspections of the axial dovetail slots and follow-on corrective action depending on findings. This new AD expands the population of affected parts. This AD also changes, for the purposes of this AD, the definition of ``engine shop visit.'' This AD was prompted by reports of additional affected HP compressor rotor discs that require the same action. We are issuing this AD to detect cracks in the HP compressor stage 1 and 2 disc posts, which could result in failure of the disc post and HP compressor blades, damage to the engine, and damage to the airplane.
92-22-04: 92-22-04 BRITISH AEROSPACE: Amendment 39-8390. Docket No. 92-NM-58-AD. Applicability: Model DH/HS/BH 125 series airplanes, excluding all turbo fan engine-powered Model 125-600A, 125-700A, 125-800A, and 125-1000A series airplanes; as listed in British Aerospace Service Bulletin SB 28-87, dated December 31, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent an in-flight fire hazard in the rear equipment bay, accomplish the following: (a) Within 6 months after the effective date of this AD, accomplish a visual inspection for proper alignment of fuel feed pipes at pipe joint couplings, in accordance with British Aerospace Service Bulletin SB 28-87, dated December 31, 1991. (1) If misalignment is detected outside the specifications cited in the service bulletin, prior to further flight, correct the alignment by installing an "O" ring modification and fuel pipe clamping modification, in accordancewith the service bulletin. (2) If misalignment is not detected outside the specifications cited in the service bulletin, no further action is necessary. (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, 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: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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 shall be done in accordance with British Aerospace Service Bulletin SB 28-87, dated December 31, 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, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC. 20041-0414. 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. (e) This amendment becomes effective on November 24, 1992.
2010-10-06: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Uncontained APU [auxiliary power unit] generator failures on ground have occurred on Airbus A330 aircraft in service. APU generator design is common to all A330 and A340 aircraft. Preliminary investigations confirmed that these failures have resulted in structural damage to the APU compartment and, in one case, to the stabiliser compartment. Loose APU generator parts can lead to damage to the APU firewall, reducing its fire extinguishing capability and potentially leading to a temporary uncontrolled fire. Although the root cause has not yet been determined, the investigation showed a sequence of events where a collapse of the Drive End Bearing (DEB) leads to an uncontained failure. Evidence has also shown that the DEB failures are not instantaneous, and therefore, the detection of small debris could indicate early stage of a DEB failure. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective August 17, 2010. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD as of August 17, 2010. On June 26, 2007 (72 FR 31973, June 11, 2007), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in this AD.
91-12-10: 91-12-10 BEECH: Amendment 39-7021. Docket No. 90-CE-57-AD. Applicability: Models B200, B200C, and B200T airplanes (serial numbers (S/N) BB-1158, S/N BB-1167, S/N BB-1193 through BB-1203, S/N BB-1207 through BB-1312, S/N BB-1314 through BB- 1334, S/N BL-124 through BL-132, and S/N BT-33), and Models 300 and 300LW airplanes (S/N FA-2 through FA-190), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent in-service fatigue failures and to allow continued operation of the interim safe life limit of 15,000 hours TIS for the lower forward wing attach fittings, accomplish the following: (a) For Model 300LW airplanes, upon the accumulation of 8,300 hours TIS or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, modify the wing spar attachment by installing Beech Kit No. 101-4050. (b) For Model 300 airplanes, upon the accumulation of 9,000 hours TIS or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, modify the wing spar attachment by installing Beech Kit No. 101-4050. (c) For Models B200, B200C, and B200T airplanes, upon the accumulation of 9,500 hours TIS or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, modify the wing spar attachment by installing Beech Kit No. 101-4050. NOTE: Section 4-00-00 of the Beech 200 and 300 series maintenance manuals contains information related to this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (f) All persons affected by this directive may obtain the service kit and maintenance manual information referred to herein upon request to the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine information that is applicable to this AD at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-7021, AD 91-12-10) becomes effective on July 15, 1991.
95-10-07: 95-10-07 BELL HELICOPTER TEXTRON, INC. : Amendment 39-9224. Docket No. 95-SW-02-AD. Applicability: Model 205A, 205A-1, and 204B helicopters, with a 42-degree tail rotor drive gearbox assembly (42-degree gearbox), part number (P/N) 204-040-003-023, or -037, installed, certificated in any category. NOTE 1: This AD applies to each helicopter 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 helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (e) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any helicopter from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the 42-degree gearbox, loss of tail rotor control, and subsequent loss of control of the helicopter, accomplish the following: (a) Before further flight, after the effective date of this AD, verify that the tail rotor control system is rigged in accordance with the applicable maintenance manual. (b) Before further flight, and thereafter at intervals not to exceed 400 torque events, disassemble the affected 42-degree gearbox and inspect for cracks at the roots of the gear teeth on the pinion, P/N 204-040-500-007 or -009, and gear, P/N 204-040-500-008 or -010, using a fluorescent penetrant inspection method in accordance with the applicable maintenance manual. Only post emulsified fluorescent penetrant inspection materials (Type I, Method B or D, Sensitivity Level 3 or greater) are approved for use. A torque event is defined as a takeoff or a lift (internal or external). (c) If any crack is found at the roots of the gear teeth on the pinion or gear, replace the pinion or gear with an airworthy pinion or gear in accordance with the applicable maintenance manual. (d) Create a component history card for the 42-degree gearbox. Record the number of torque events on a daily basis. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Rotorcraft Certification Office, FAA, Rotorcraft Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager,Rotorcraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Certification Office. (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 helicopter to a location where the requirements of this AD can be accomplished. (g) This amendment becomes effective on May 26, 1995.
96-04-09: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F28 Mark 0100 series airplanes, that requires an inspection to detect the presence of a drain hole in certain mounting frames of the auxiliary power unit (APU). If a drain hole is present, the AD requires an inspection to detect corrosion of the mounting frame, and eventual replacement of the mounting frame. This amendment is prompted by a report indicating that corrosion was found on a number of mounting frames of the APU. The actions specified by this AD are intended to prevent such corrosion, which could lead to failure of the frame and consequently render the APU inoperative and/or create a potential fire hazard.
2013-19-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, -100B, -100B SUD, -200B, -200C, - 200F, -300, -400, -400D, -400F, and 747SR series airplanes. This AD was prompted by reports of cracking at the aft upper corner of the main entry door (MED) 5 cutout. This AD requires inspecting for the presence of repairs and measuring the edge margin at certain fastener locations around the upper aft corner of the door cutout, inspecting for any cracking of the fuselage skin assembly and bear strap in the aft upper corner area of the door cutout, and repairing or modifying the fuselage skin assembly and bear strap if necessary. We are issuing this AD to detect and correct cracking of the skin and bear straps at the aft upper corner of the MED 5 cutout, which could result in in-flight depressurization.
99-08-18: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Time Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) CF6-6, CF6-45, and CF6-50 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment also requires an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts which indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, that if allowed to continue in service, could result in uncontained failures. The actions specified by this proposed AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
91-05-18: 91-05-18 SCHWEIZER AIRCRAFT CORPORATION (HUGHES HELICOPTERS, INC.): Amendment 39-6857. Docket No. 90-ASW-46. Applicability: All Model 269C series helicopters, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent fatigue failure of the magnesium tailboom center attachment (saddle) fittings which could result in loss of the tailboom of the helicopter, accomplish the following: (a) For helicopters with a magnesium tailboom center attachment fitting, P/N 269A2324-7, installed with 400 hours' or less total time in service, perform the following in accordance with the 269 Series Basic Handbook of Maintenance Information (HMI), as revised by Temporary Revision No. R-42, dated October 8, 1990 (HMI): (1) Prior to further flight after the effective date of this AD, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection, inspect the magnesium tailboom center attachment fitting and tailboom visually using a 10-power or higher magnifying glass, in accordance with the HMI. (2) Within 25 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, inspect the magnesium tailboom center attachment fitting using a dye penetrant inspection in accordance with the HMI. (3) Remove and replace the magnesium tailboom center attachment fitting, P/N 269A2324-7, with an aluminum tailboom center attachment fitting, P/N 269A2324-11 or P/N 269A2324-11T, as prescribed by the HMI prior to attaining 500 hours' total time in service. (b) For helicopters with magnesium tailboom center attachment fitting, P/N 269A2324-7, installed with more than 400 hours' total time in service, perform the following in accordance with the HMI: (1) Prior to further flight and thereafter at an interval not to exceed 50 hours' time in service from the last inspection, inspect thetailboom center attachment fitting using a dye penetrant inspection as prescribed in paragraph (a)(2) of this AD. (2) Before the first flight of each day inspect the tailboom center attachment fitting and tailboom visually using a 10-power or higher magnifying glass as prescribed in paragraph (a)(1) of this AD. (3) Remove and replace the magnesium tailboom center attachment fitting, P/N 269A2324-7, with an aluminum tailboom center attachment fitting, P/N 269A2324-11 or P/N 269A2324-11T, as prescribed in the HMI, within the next 100 hours time in service after the effective date of this AD. (c) Remove and replace the magnesium tailboom center attachment fitting, P/N 269A2324-7, with an aluminum tailboom center attachment fitting, P/N 269A2324-11 or P/N 269A2324-11T, before further flight if it is cracked or otherwise unserviceable. NOTE: Schweizer Service Bulletin B-239, dated October 8, 1990, pertains to this AD. The tailboom assembly service life is 2,100 hours.(d) Aircraft may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the requirements of this AD can be accomplished. (e) Alternate inspections, modification, or adjustments of the compliance times, which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, NY 11581. This amendment (39-6857, AD 91-05-18) becomes effective on March 29, 1991.
2013-19-16: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters to require modifying the No. 1 engine forward firewall center fire extinguisher discharge tube (No. 1 engine tube) and inspecting the outboard discharge tube to determine if it is correctly positioned. This AD was prompted by the discovery that the No. 1 engine tube installed on the helicopters is too long to ensure that a fire could be effectively extinguished in the helicopter. The actions are intended to ensure the No. 1 engine tube allows for complete coverage of an extinguishing agent in the No. 1 engine compartment area, ensure that a fire would be extinguished and prevent the loss of helicopter control.
99-08-17: This amendment adopts a new airworthiness directive (AD), that requires revisions to the manufacturer's Life Limits Section of the Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) GE90 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment will also require an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts which indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, that if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
99-07-18: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-07-18 which was sent previously to all known U.S. owners and operators of Robinson Helicopter Company (RHC) Model R44 helicopters by individual letters. This AD requires, before further flight, inserting a Special Pilot Caution into the Normal Procedures section of the Rotorcraft Flight Manual (RFM). This amendment is prompted by several reports of sprag clutch assemblies with cracked or fractured sprag ends. The sprag clutch failures, determined to be due to a change in the manufacturing process, could result in loss of main rotor revolutions-per-minute (RPM) during autorotations. The intent of this AD is to alert pilots of the potential for the sprag clutch failing to overrun during autorotation, loss of main rotor RPM, and subsequent loss of control of the helicopter.
2013-19-22: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 717-200 airplanes. This AD was prompted by multiple reports of cracks of overwing frames. This AD requires repetitive inspections for cracking of the overwing frames, and corrective actions if necessary. We are issuing this AD to detect and correct such cracking that could sever a frame, which may increase the loading of adjacent frames, and result in damage to the adjacent structure and consequent loss of structural integrity of the airplane.
56-21-02: 56-21-02 CESSNA: Applies to All Model T-50 (AT-17 Series and UC-78 Series) Aircraft. Compliance required on or before the next periodic inspection but not later than January 1, 1957, and at each periodic inspection thereafter. Receipt of reports of spar deterioration subsequent to the corrective measures of AD 49- 20-01 necessitates repetitive and detailed inspections. It is therefore requested that the rear spar just outboard of the fuselage fittings in the area of the inside corner of the fuel tank compartment be inspected annually for indications of wood deterioration of the spar. To accomplish the inspection, remove a section of plywood wing covering 6 inches x 4 inches adjacent to and outboard of the rear spar fuselage fittings and/or remove the fuel tank. If the inspection reveals any evidence of deterioration or separation of glue lines, removal of the lower cap strip between ribs in the affected area for detail inspection is required. To facilitate periodic inspection a permanent inspection opening may be incorporated provided it is reinforced to maintain strength equivalent to the original panel. If spar deterioration does not exceed 1 inch of spar depth the spar may be repaired by the following method: Remove the damaged wood of the spar and fit with a matched inlay by gluing to the spar with the ends of the inlay tapered in a ratio of no less than 15 to 1. A bottom reinforcing strip or plate of an approximate thickness of 0.4 of the depth of thickness of the inlay with a maximum of 0.4-inch thickness is to be matched and glued to the bottom surface of the spar. This bottom reinforcing strip should extend approximately 3 inches beyond the end of the glue line of the inlay strip. The installation of this reinforcement plate may require a rework of the spacer block at the attachment fitting and a rework of the fore and aft stringers where they attach to the bottom surface of the spar. The following contingencies apply in the repair of the spar: (1) In the "5,700 pound" wing spar, the material for the inlay lamination and bottom reinforcement strip or plate should be fabricated from birch, maple or its equivalent. (2) In the "5,100 pound" wing spar, the material for the inlay lamination and bottom reinforcement strip or plate may be fabricated from spruce. Workmanship, gluing process, quality of materials and other limitations and repair requirements of CAM 18 apply except where otherwise noted. After completion of the spar repair and repair or replacement of deteriorated gussets, stringers, etc., as necessary, drain holes should be incorporated in wings if not already installed. If the drain holes are installed it should be ascertained that they are open. The felt padding under fuel tanks should be inspected for evidence of absorption of moisture, and the padding replaced, if necessary, with neoprene coated felt or equivalent nonabsorbing material. This supersedes AD 49-20-01.
99-08-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747 series airplanes. This action requires replacement of the auxiliary power unit (APU) fuel boost pump with a serviceable pump. This amendment is prompted by findings from a design review and analysis, conducted as part of an accident investigation, of APU fuel boost pumps installed on certain Boeing Model 747 series airplanes. The actions specified in this AD are intended to prevent potential failures within the electrical motor assembly of the APU fuel boost pump (which could result in leakage of fuel from the electrical connector) or electrical arcing across the connector pins of the pump, and consequent fuel fire.
62-06-02: 62-06-02 EDO: Amdt. 406 Part 507 Federal Register March 10, 1962. Applies to All Aircraft Equipped With Models 345 and 345A Airborne Loran A Receivers. Compliance required within 1200 hours' time in service after the effective date of this AD. In order to reduce the spurious radiation which can adversely effect other navigational and communication equipment, modify Models 345 and 345A receivers in accordance with Edo Field Change Bulletin No. 27, dated August 28, 1961, so that the maximum radiation is 400 micromicrowatts. This directive effective April 10, 1962.
91-06-13: 91-06-13 BRITISH AEROSPACE: Amendment 39-6930. Docket No. 90-NM-258-AD. Applicability: Model ATP series airplanes equipped with main wheel assemblies, Part Number AHA1538 and AHA1663, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent seizure of the main landing gear (MLG) wheel and subsequent damage to the tire, accomplish the following: A. Within 30 days after the effective date of this AD, and thereafter at each wheel removal, on each wheel of the left and right main landing gear, perform a visual inspection of the wheel hub halves and wheel bearing grease retainer seals, in accordance with British Aerospace Service Bulletin ATP-32-13, Revision 1, dated February 28, 1990. NOTE: The British Aerospace service bulletin references Dunlop Limited Service Bulletin 32-1032, Revision 1, dated February 13, 1990, for additional instructions. 1. Measure the diameter of the grease retainer seal locating groove for wear on the brake side half hub. a. If the diameter of the groove exceeds 4.540 inches, prior to further flight, replace with a serviceable part, in accordance with Dunlop Limited Service Bulletin 32-1032, Revision 1, dated February 13, 1990. b. If the diameter of the groove does not exceed 4.540 inches, prior to further flight, protect the bore of the hub half with an application of Alocrom, in accordance with the Dunlop Limited service bulletin. 2. Verify that the brake side grease retainer seal, Part Number AH089109, has the cross-section shown in Figure 2 of Dunlop Limited Service Bulletin 32-1032, Revision 1, dated February 13, 1990. If this part's configuration is different (has not been chamfered), prior to further flight, replace it with a modified Part Number AH089109, in accordance with the Dunlop Limited service bulletin. 3. Visually inspect the inner bore and outer circumference of brake side grease retainer seal, Part Number AH089109. If the external circumference and the internal bore of the grease retainer seal, Part Number AHO89109, is scored or chipped, prior to further flight, replace it with a serviceable part in accordance with the Dunlop Limited service bulletin. 4. Verify that the valve side grease retainer seal is marked as Part Number AHO89720. Prior to further flight, replace any grease retainer seals not marked Part Number AHO89720 with one so marked. 5. Visually inspect the valve side grease retainer seal, Part Number AH089720. If the internal bore and the wheel bearing face of the grease retainer seal show signs of wear, prior to further flight, replace all defective grease retainer seals in accordance with the Dunlop Limited service bulletin. B. Accomplishment of Dunlop Modification C2614, which consists of installing improved grease retainer seals on both the brake side and the valve side half hubs, in accordance with Dunlop Limited Service Bulletin AHA1538/AHA1663-32-1042, dated April 10, 1990, constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. 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, 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. D. 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6930, AD 91-06-13) becomes effective on April 15, 1991.
99-07-19: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc. TFE731-40R-200G turbofan engines. This action requires inspection of the fuel flow meter tube assembly part number (P/N) 3061157-2, which connects the fuel control to the fuel flow meter, and eventual replacement of the tube and fuel flow meter mounting bracket. This amendment is prompted by two in-flight shutdowns on two recently certified TFE731-40R turbofan engines within the last six months that resulted from fuel flow meter tube assembly failures. The actions specified in this AD are intended to prevent fuel from spraying on and around electrical components due to a cracked fuel line, which can result in an in-flight engine shutdown, and could possibly result in an engine fire.