Results
83-07-07: 83-07-07 BRITISH AEROSPACE, AIRCRAFT GROUP, SCOTTISH DIVISION: Amendment 39-4605. Applies to Model HP.137 Jetstream MK-1 and Jetstream Series 200 airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible jamming of the rudder, accomplish the following: a) Within 100 hours time-in-service, after the effective date of this AD: 1) Remove the access panel located between the two bottom ribs in the rudder. Using a light and mirror visually inspect the two rudder skin panel stiffeners for damage in accordance with British Aerospace, Aircraft Group, Jetstream Service Bulletin (SB) No. 8/2, Revision 1, dated November 10, 1982, hereinafter referred to as the SB. Ensure that any debris from damaged stiffeners is removed from the rudder. 2) Fit a fabric patch (debris net) on the undersurface of Rib No. B and provide effective water drainage in accordance with the SB. b) Incorporate British Aerospace Modification 5210 to the rudder assembly as specified in SB No. 8/2, by December 31, 1985. c) Aircraft may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. d) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 11, 1983.
2009-14-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 airplanes. That AD currently requires repetitive inspections to detect evidence of wear damage in the area at the interface between the vertical stabilizer seal and fuselage skin, and corrective actions, if necessary. The existing AD also provides for an optional terminating action for the repetitive inspections. For all Boeing Model 747-100, 747-100B, 747- 100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes, this new AD requires repetitive inspections for wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin, a detailed inspection for wear damage and cracks of the surface of any skin repair doubler in the area, and corrective actions if necessary. For airplanes on which the fuselage skin has been blended to remove wear damage, this new AD requires repetitive external detailed inspections or high frequency eddy current inspections for cracks of the blended area of the fuselage skin, and corrective actions if necessary. This AD results from reports of wear damage on airplanes with fewer than 8,000 total flight cycles. In addition, there have been three reports of skin wear damage on airplanes that applied Boeing Material Specifications 10-86 Teflon-filled coating (terminating action per the existing AD). We are issuing this AD to detect and correct wear damage and cracks of the fuselage skin in the interface area of the vertical stabilizer seal and fuselage skin in sections 46 and 48, which could cause in-flight depressurization of the airplane. \n\n\nDATES: This AD becomes effective August 3, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of August 3, 2009. \n\tOn February 10, 2003 (68 FR 476, January 6, 2003), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2478, dated February 7, 2002.
2009-14-01: The FAA is superseding an existing airworthiness directive (AD) for Turbomeca S.A. Arrius 2F turboshaft engines that have not incorporated Turbomeca Modification Tf75. That AD currently requires replacing the O-ring on the check valve piston in the lubrication unit at repetitive intervals. This AD requires the same repetitive replacements and would require incorporating Modification Tf75 as terminating action to the repetitive O-ring replacements. Modification Tf75 replaces the check valve piston with a piston design not requiring an O-ring. This AD results from the European Aviation Safety Agency (EASA) and Turbomeca S.A. mandating the incorporation of Modification Tf75. We are issuing this AD to prevent an uncommanded in-flight shutdown of the engine, which could result in a forced autorotation landing and damage to the helicopter.
63-13-04: 63-13-04 MARTIN: Amdt. 575 Part 507 Federal Register June 13, 1963. Applies to All Model 404 Aircraft With Main Landing Gear Piston/Axle Assembly P/N 202SD82087 (Menasco P/N 511017). Compliance required as indicated. There have been cracks found in the upper portion of the 0.250 inch radius at the junction of the axle and the piston terminal (approximately 2.4 inches from the centerline of the main gear) of main landing gear piston/axle assemblies. As this condition is likely to develop in other such aircraft, accomplish the following: (a) Thoroughly clean the radius area around the periphery of the section on the left and right sides of both main landing gear in the region of the junction of the axle to the piston terminal, removing all grease and dirt. (b) Visually inspect for cracks all main landing gear assemblies with 5,000 or more hours' time in service on the effective date of this AD, within the next 150 hours' time in service and thereafter within each 150 hours' time in service from the last inspection. (c) Visually inspect for cracks all main landing gear assemblies with less than 5,000 hours' time in service on the effective date of this AD, prior to 5,150 hours' time in service and thereafter within each 150 hours' time in service from the last inspection. (d) At each fifth visual inspection i.e., each 750 hours' time in service after the initial inspection, inspect for cracks all main landing gear assemblies using dye penetrant, Zyglo or FAA approved equivalent, in conjunction with at least a 10-power magnifying glass. (e) If a crack is found, the following rework or replacement is required: (1) Parts with a crack that may be eliminated by removal of not more than 0.050 square inch of material without exceeding a material depth of 0.020 inch shall be reworked prior to further flight except that a ferry flight may be made in accordance with the provisions of CAR 1.76 prior to rework. In eliminating the crack, blend the reworked section into the radius, removing all nicks and dents. Polish the affected area to an RMS 32 finish. (2) Parts with a crack that cannot be removed as set forth in (e)(1) shall be replaced prior to further flight with parts of the same part number (Menasco P/N 511017) or an FAA approved equivalent. (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. This directive effective July 15, 1963.
84-06-05: 84-06-05 PARACHUTE HARNESSES MANUFACTURED UNDER TSO-C23B: Amendment 39-4839. Applies to all of the following manufacturer's parachute harnesses using the 3-Ring Inc. release system: Adventure Loft, Inc. Aerotech Inc. Altitude Shop The Annex Bill Coe Bureau of Land Management The Chute Shop Rec Whse Flying High Embury Sky Systems LLB Enterprise G.Q. Security Parachutes, Inc. National Parachute Supply, Inc McLaughlin Para Center North American Aerodynamics Nytech Inc. Parachute Associates, Inc. Para Flite, Inc. Para Gear Equipment Co. Para Phernalia Para Wing SA Pioneer Parachute Co., Inc. Ray Hara C/O Cazer Para Loft Reltny Parachute Service Relative Workshop, Inc Rogersport Sky Supplies SSK Industries Inc. Strong Enterprise, Inc. Thomas Sports Equipment LTD Weckbecker Westgaard Parachute Enterprise Westway Parachuting Enterprise Compliance: Required prior to next jump, unless already accomplished. To prevent possible fouling of a reserve parachute canopy by a main canopy which cannot be separated from the harness, accomplish the following: (a) Visually inspect the harness to determine whether or not it incorporates a 3-Ring Inc. release system, and if incorporated, whether or not the large ring of this assembly is identified by either Part Number RW-1-82 or RW-1-83. (b) If either finding of the inspection in paragraph (a) is negative, no further action is required. (c) If both findings of the inspection in paragraph (a) are positive, replace or test the large rings in accordance with 3-Ring Safety Bulletin No. 3 dated February 15, 1984. (1) Replace defective rings or identify acceptable rings in accordance with the instructions in this bulletin. (d) Replacement and testing of the large rings must be accomplished by an FAA certified Parachute Rigger, an FAA certificated Parachute Loft or the manufacturer of the parachute harness involved. (e) An equivalent means of compliancewith this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337. This amendment becomes effective on April 9, 1984.
2009-13-08: We are adopting a new airworthiness directive (AD) for all McDonnell Douglas Model MD-90-30 airplanes. This AD requires repetitive inspections for cracks of the upper aft skin panels on the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD results from a report of cracks found in the aft skin panels on the upper right side of the horizontal stabilizer at the aft inboard corner. We are issuing this AD to detect and correct cracks in the fail-safe structure that may not be able to sustain limit load, which could result in the loss of overall structural integrity of the horizontal stabilizer.
2009-04-18: The FAA is adopting a new airworthiness directive (AD) for PW models JT9D-7, -7A, -7AH, -7H, -7F, and -7J turbofan engines. This AD requires initial and repetitive borescope inspections of the 2nd stage high-pressure turbine (HPT) rotor and stator assembly. This AD results from an uncontained failure of a 2nd stage HPT rotor disk that caused the engine to separate from the airplane. We are issuing this AD to prevent failure of the 2nd stage HPT rotor disk, which could result in uncontained engine failure, damage to the airplane, and the engine separating from the airplane.
61-11-02: 61-11-02 BRANTLY: Amdt. 292 Part 507 Federal Register May 30, 1961. Applies to All Model B-2 Helicopters Prior to Serial No. 95. Compliance required within the next 25 hours' time in service after effective date of this directive. Severe oil leaks have been reported recently from failure of the welded seam of the mixture heater oil jacket, Lycoming P/N 72396, on the Lycoming VO-360 engines in Brantly B-2 helicopters. As this condition introduces a fire hazard as well as the probability of engine failure from oil starvation, the following modifications must be accomplished. (a) Disconnect the oil system hose assemblies from the inlet and outlet ports of the mixture heater oil jacket. Join these assemblies with AN 815-8D union, thus by-passing the mixture heater oil jacket. Support the joined hose assemblies with AN 742-D-14C hose clamps at the right rear starter mount bolt and the left rear transmission mount tube. Remove the mixture heater oil jacket, clean thoroughly, apply zinc chromate to the oil passage cavity, and reinstall with the oil ports capped with AN 928-8 cap assemblies. (b) Modify engine cooling boxes in accordance with Brantly Service Bulletin No. 12. This modification includes adding covers over the rear openings in the right hand cooling box, deleting the cylinder barrel baffle assemblies from around No. 2 and No. 4, cylinders, making a 1 3/4-inch diameter cutout in the bottom of the left hand cooling box under the No. 3 cylinder, and relocating the cylinder head temperature thermocouple from the No. 4 cylinder to the No. 3 cylinder. (Brantly Service Bulletin No. 12 covers these modifications.) This directive effective May 30, 1961.
2009-13-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During a SOCATA flight test, it has been noted some difficulties for the pilot to release oxygen. After investigation it has been found that, due to the design of the oxygen generator release pin, one of the mask's lanyard linked to the pin can be jammed when it is pulled by a pilot or a passenger. This condition, if not corrected, would lead, in case of an emergency procedure due to decompression to a risk of generator fault with subsequent lack of oxygen on crew and/or passenger. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
82-06-01: 82-06-01 CANADAIR: Amendment 39-4337. Applies to Canadair Model CL-600-1A11 airplanes, Serial Numbers (S/N) 1005-1008 and 1010-1018, certificated in all categories. Compliance required as indicated. To ensure structural integrity of the windshield lower sill members, accomplish the following, unless already accomplished: 1. Prior to the accumulation of 600 hours time in service or within 25 hours time in service after the effective date of this AD, whichever occurs later, reinforce the sill members as described in paragraph 2 of Canadair Alert Service Bulletin A600-0035 dated May 28, 1981. 2. Airplanes with Canadair Modification Summary 600-680, Issue NC, installed are exempt from this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. 4. Airplanes may beflown in accordance with FAR 21.197 to a maintenance base for the accomplishment of the modification required by this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 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 the addresses listed above. These documents may also be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective March 16, 1982.
2009-13-04: 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: Excessive wear on a guide pin of a power lever has been detected during inspections. The total loss of the pin could cause loss of the flight idle stop and lead to inadvertent activation of the beta mode in flight. The inadvertent activation of beta mode in flight can result in loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
88-12-01: 88-12-01 GENERAL ELECTRIC: Amendment 39-5933. Applies to General Electric (GE) CF6-6 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of high pressure compressor (HPC) rear shafts, and/or compressor discharge pressure (CDP) seal supports, accomplish the following: (a) Remove from service, HPC rear shafts, Part Numbers 9021M68G02 through 9021M68G04 inclusive; 9021M68G07 through 9021M68G09 inclusive; 9021M68G12; and 9021M68G13; and 1380M55G01 through 1380M55G06 inclusive, as follows: (1) Remove from service HPC rear shafts which have accumulated 17,600 or more cycles since new on the effective date of this AD, within the next 400 cycles in service. (2) Remove from service HPC rear shafts which have accumulated less than 17,600 cycles since new on the effective date of this AD, at or prior to accumulating 18,000 cycles since new. (b) Remove from service, CDP seal supports, Part Numbers 9686M62P02 through 9686M62P08 inclusive; and 9686M62P10, as follows: (1) Remove from service CDP seal supports which have accumulated 17,600 or more cycles since new on the effective date of this AD, within the next 400 cycles in service. (2) Remove from service CDP seal supports which have accumulated less than 17,600 cycles since new on the effective date of this AD at or prior to accumulating 18,000 cycles since new. NOTE: This action establishes new life limits of 18,000 service cycles for the parts noted in (a) and (b) above. The new limits are published in Chapter 5 of the CF6-6 Maintenance and Shop manuals. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA airworthiness inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance schedules specified in this AD.This amendment, 39-5933, becomes effective June 6, 1988.
69-21-02: 69-21-02 GODFREY: Amdt. 39-858. Applies to Godfrey Cabin Superchargers Type 15, Marks 6, 9 and 14, installed on, but not necessarily limited to British Aircraft Corporation, Viscount Models 744, 745D, and 810; Armstrong Whitworth Argosy AW-650; Fokker F-27, Marks 100 and 300; Fairchild Hiller F-27 and FH-227 all series; Grumman Model G-159 and Nihon YS-11 all series airplanes. Compliance required as indicated. To prevent loss of oil from Godfrey cabin compressor due to distortion of the banjo adapter in the oil filter assembly, accomplish the following, unless already accomplished: (a) For British Aircraft Corporation Viscount Models 744, 745D, and 810 airplanes, at the next overhaul of the Supercharger or within the next 750 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (e) of this AD. (b) For Armstrong Whitworth Argosy AW-650, Grumman Model G-159, and Nihon YS-11 series airplanes, at the next overhaul of the supercharger or within the next 1,500 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (e) of this AD. (c) For Fokker Model F-27, Marks 100 and 300 series airplanes, and Fairchild Hiller Models F-27 and FH-227 series airplanes, at the next overhaul of the supercharger or within the next 1,500 hours' time in service, whichever occurs first, after the effective date of this AD, comply with either paragraph (d) or (f) of this AD. (d) Replace Godfrey banjo adapter, P/N V8653, with Godfrey banjo adapter, P/N 139313, in accordance with Godfrey Precision Products Ltd., Service Bulletin Nos. 21-120, dated July 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. (e) Replace the Godfrey oil feeder pipe, P/N V9249, and banjo adapter, P/N 8653, with a Godfrey oil feeder pipe, P/N 139328, and banjo adapter, P/N 139322, in accordance with Godfrey Precision Products Ltd., Service Bulletin No. 21-121, dated 5 April 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. (f) Replace the Godfrey oil feeder pipe, P/N V9979, and banjo adapter, P/N V8653, with a Godfrey oil feeder pipe, P/N 139330, and banjo adapter, P/N 139322, in accordance with Godfrey Precision Products Ltd., Service Bulletin No. 21-129, Revision 1, dated 9 October 1968 or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East. This amendment becomes effective October 9, 1969.
2009-13-07: We are adopting a new 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: During receipt of spare parts at the final assembly line, it was discovered that lugs of the assembly nut * * * had been inverted (wrong orientation of the braking pin) during manufacturing process at the supplier. * * * This lug inversion could give the illusion of correct torque whereas the affected parts are not properly connected. Loose connection could lead to loss of the fire extinguishing system integrity and therefore inability to ensure the adequate agent concentration. In combination with an engine fire event, it could result in a temporary uncontrolled engine fire, which constitutes an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-13-01: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters. That AD currently requires removing all main gearbox (MGB) filter bowl assembly mounting titanium studs (titanium studs) and replacing them with steel studs. This amendment requires the same actions as the existing AD as well as changes to the Rotorcraft Flight Manual (RFM). This amendment is prompted by an accident, by recent RFM changes made by the manufacturer that were not available when we issued the existing AD, and by our determination that certain MGB Normal and Emergency procedures in the RFM are unclear, may cause confusion, and may mislead the crew regarding MGB malfunctions, in particular the urgency to land immediately after warning indications of loss of MGB oil pressure and oil pressure below 5 pounds per square inch (psi). Replacing the titanium studs is intended to prevent their failure, which could result in rapid loss ofoil, failure of the MGB, and subsequent loss of control of the helicopter. Changing the RFM procedures is intended to clarify and emphasize certain Normal and Emergency procedures to give the crew the best available information in the event of certain MGB malfunctions.
84-19-06: 84-19-06 GATES LEARJET: Amendment 39-4919. Applies to the following model/series airplanes certificated in all categories except airplanes modified in accordance with Supplemental Type Certificate SA944NW (Dee Howard XR Modification). Compliance required as indicated unless already accomplished. MODEL SERIAL NUMBERS 24 100 thru 357 25 003 thru 369 28 001 thru 005 29 001 thru 004 35 001 thru 514 36 001 thru 053 55 001 thru 105 To prevent aileron/trim tab flutter due to a failure or disconnect of the tab control system, accomplish the following: A. Within the next 600 hours time in service, or the next aileron/trim tab removal or rebalance, whichever occurs first, replace the trim tab balance weight and rebalance the left aileron in accordance with the instructions in Gates Learjet Corporation Airplane Modification Kit Number AMK 83-3 for Models 24, 25, 28, 29, 35, and 36; and AMK 55-83-3 for Model 55. B. Special flight permits may be issued in accordance with FAR 21.197 to operate airplanes to a base in order to comply with the modification requirements of this AD. C. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Gates Learjet Corporation, P.O. Box 7707, Wichita, Kansas 67277. These documents may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This amendment becomes effective October 22, 1984.
62-27-05: 62-27-05 FAIRCHILD: Amdt. 524 Part 507 Federal Register December 28, 1962. Applies to Model F-27 Aircraft Serial Numbers 2 to 95 Inclusive. Compliance required within the next 1,000 hours' time in service after the effective date of this AD. In order to preclude the loss of DC power to the primary DC bus in the event of failure of the forward primary bus relay, and the loss of AC power to certain engine instruments in the event of loss of the 115/26V instrument transformer, the following, or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, New York, shall be accomplished: (a) Modify the DC electric distribution system to provide an alternate means of connecting the primary bus to the No. 2 electrical panel battery-generator feeder bus by installing one auxiliary forward primary bus relay, Cutler Hammer P/N 6041H172 in parallel with the existing forward primary bus relay. The control circuit for this auxiliary relay shall be made independent of the control circuit for the existing primary bus relay by connecting it to the flight emergency bus through an added 5-ampere circuit breaker and through a separate pair of contacts in the load monitor switch, P/N MS35059-22. (b) Modify the AC electric distribution system to provide an alternate means of supplying 26V electric power to the AC engine instruments by installing one Eclipse-Pioneer instrument transformer type DW-73-A1 and one selector switch P/N MS 35059-23 which will provide for selection of either one of the two instrument transformers. (Fairchild Service Bulletin 24-9 Revision No. 1, dated June 11, 1962, covers this same subject.) This directive effective January 29, 1963.
83-22-52 R1: 83-22-52 R1 PRATT & WHITNEY AIRCRAFT: Amendment 39-4786. Applies to Pratt & Whitney JT9D- 7R4 series engines incorporating fuel nozzles, P/N 792842 and P/N 794731, which have accumulated 625 total cycles or more. Unless already accomplished refurbish fuel nozzles as follows: (1) For fuel nozzles installed in JT9D-7R4D and -7R4E engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1 or Boeing 767-SL-73-1 with the following schedule: A. Within the next 75 cycles if neither Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, nor Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; B. Within the next 150 cycles if either Pratt & Whitney Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, or Pratt & Whitney Aircraft Special Instruction No. 77F-83 is incorporated; C. Refurbish nozzles at intervals not to exceed 700 cycles thereafter. (2) For fuel nozzles installed in JT9D-7R4D1, -7R4E1, -7R4E3, -7R4G2, and -7R4H1 engines refurbish in accordance with Pratt & Whitney Aircraft All Operator Wire HT9/73-13/PSE:DAB:3-10-14-1 or Boeing 747- SL-73-14 or Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 with the following schedule: A. Within the next 150 cycles. B. At intervals not to exceed 700 cycles thereafter. NOTE: Cone angle check is not mandatory after sonic cleaning in accordance with Pratt & Whitney Aircraft all operator wire JT9/73-13/PSE:DAB:3-10-14-1. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Branch, Federal Aviation Administration, New England Region. Pratt & Whitney Aircraft All Operator Wire JT9/73-13/PSE:DAB:3-10-14-1, Pratt & Whitney Aircraft Service Bulletin JT9D-7R4-73-4 dated May 3, 1983, Pratt & Whitney Aircraft Special Instruction No. 77F-83, Boeing Service Letter 747-SL-73-14, Boeing Service Letter 767-SL-73-1, and Pratt & Whitney Aircraft Manual P/N 785057 TR72-1 identified and described in this directive are incorporated herein and made by reference a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received the referenced service documents from the manufacturers may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108 or The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD which includes the material in full is maintained by the FAA at the New England Region Office. The telegraphic airworthiness directive issued on October 28, 1983, became effective upon receipt. This amendment becomes effective on February 21, 1984.
2009-12-12: We are adopting a new 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: Identification of an unsafe condition related to the loss of the fail-safe design criteria for the rudder trim, pitch trim and stick pusher control functions after a reported event led in April 2008 to the release of AD 2008-0062 to mandate the ATR modification No. 05780. It has appeared that some airplanes manufactured and delivered before April 1, 2008, may have received on the production-line a partial or incorrect implementation of the required ATR mod. No. 05780. * * * * * The unsafe condition is loss of the rudder trim, pitch trim, and stick pusher control, which could result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-12-01: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (Bell) helicopters. This action requires visually inspecting each main rotor blade box beam clip (clip) for correct installation. This amendment is prompted by a report of a main rotor blade with an incorrectly installed clip. The actions specified in this AD are intended to prevent a main rotor blade spar crack as a result of an incorrectly installed clip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
80-14-13: 80-14-13 DETROIT DIESEL ALLISON: Amendment 39-3820. Applies to Model 501-D13, 501-D13A, 501- D13D, 501-D13E, and 501-D13H engines equipped with 1st stage turbine wheels with part numbers 6844061 and 6847111. Compliance is required as indicated. To prevent disc failures due to fatigue, these discs are to be removed from service depending upon the spline fit interference or reaching the hourly limitation. The schedule for wheel removal is as follows: (1) Spline fit - 0.000 to 0.0009T (a) Wheels which have greater than 15,800 cycles on the effective date of this AD are to be removed from service within 200 cycles. (b) Wheels which have less than 15,800 cycles on the effective date of this AD are to be removed from service before they accrue 16,000 cycles. (2) Spline fit - .001T - .0025T (a) Wheels which have greater than 18,550 cycles on the effective date of this AD are to be removed from service within 450 cycles. (b) Wheels which have less than 18,550 cycles on the effective date of this AD are to be removed from service before they accrue 19,000 cycles. (3) It is the operator's responsibility to obtain wheel-to-shaft spline fit data from the Overhauler to determine which spline fit applies to their respective turbine or turbines. Only wheels that have conformed to a .001T min. fit throughout their entire utilization history qualify for paragraph (2) above. (4) Wheels which have 9700 hours of service prior to accuring 16,000 cycles (spline fit 0.000 to 0.0009T) or 19,000 cycles (spline fit .001T - .0025T) shall be removed from service. This amendment becomes effective July 10, 1980.
2009-12-14: 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: It has been found that the coolant liquid EVANS NPG + is a flammable fluid. The engine liquid cooling system of the affected Aeromot aircrafts is not designed to operate with flammable liquids. Therefore, there is an unacceptable engine fire risk associated with the use of Evans NPG + fluid.
79-18-03: 79-18-03 MCDONNELL DOUGLAS: Amendment 39-3541 as amended by Amendment 39-3603. Applies to DC-10-10, -10F, -30, -30F and -40 airplanes. Serial numbers corresponding to manufacturer's fuselage Numbers 1 through 258, certificated in all categories. \n\n\tCompliance is required as indicated. \n\n\tTo reduce the possibility of an unannounced anti-ice system failure accomplish the following, unless modified per Paragraph (c) of this AD. \n\n\ta.\tWithin the next 300 hours' time in service from the effective date of this AD, unless previously accomplished within the last 3,000 hours' time in service, accomplish the tests specified below. \n\n\t\tTEST PROCEDURE FOR WING/ANTENNA ANTI-ICE SYSTEM PASSIVE FAILURES \n\n\t\t1.\tRemove power from all AC and DC buses. \n\n\t\t2.\tOpen "BATT DIRECT & LEFT EMER DC FEED" circuit breaker on overhead CB panel. \n\n\t\t3.\tDisconnect P1-837 at center accessory compartment right hand (CAC-R) disconnect panel. \n\n\t\t4.\tRestore power to DC buses 1 and 3. (Other buses may be energized if desired.) \n\n\t\t5.\tPressurize No. 3 pneumatic system to at least 15 psig per instructions in Maintenance Manual Chapter 36-00-00. \n\n\t\t6.\tPlace WING & ANT ANTI-ICE switch to TEST position and verify that WING & ANT ANTI-ICE DISAGREE light comes on and goes off. \n\n\t\t\tCAUTION: WING ICE PROTECTION MUST NOT BE OPERATED IN TEST POSITION ON THE GROUND WITH ENGINES OR APU OPERATING OR WITH PNEUMATIC GROUND SUPPLY CONNECTED FOR MORE THAN 30 SECONDS. FAILURE TO OBSERVE THIS PRECAUTION CAN RESULT IN OVERHEATING WING LEADING EDGES, CAUSING DAMAGE. \n\n\t\t\tNOTE: The above caution is not applicable if an external ground pneumatic source with air temperature controlled at 190 degrees F (88 degrees C) or less is used. \n\n\t\t7.\tRelease WING & ANT ANTI-ICE switch and verify WING & ANT DISAGREE light comes on and goes off. \n\n\t\t8.\tDepressurize No. 3 pneumatic system, remove power from all AC and DC buses, and verify "BATT DIRECT & LEFT EMER DC FEED" circuit breaker is open.9.\tReconnect P1-837 at CAC-R panel and restore power to aircraft as required. \n\n\t\t10.\tOpen "WING & ANT ANTI-ICE DISAGREE LTS" circuit breaker on upper main CB panel. \n\n\t\t11.\tIn lower galley or forward cargo area as applicable, gain access to antenna valve. \n\n\t\t12.\tDisconnect P1-2472 from antenna valve position switches. \n\n\t\t13.\tClose circuit breaker listed in Step 10. \n\n\t\t14.\tPressurize No. 3 pneumatic system to at least 15 psig per instructions in Maintenance Manual Chapter 36-00-00. \n\n\t\t15.\tPlace WING & ANT ANTI-ICE switch to TEST position and verify that WING & ANT ANTI-ICE DISAGREE light comes on and goes off. \n\n\t\t\tCAUTION: WING ICE PROTECTION MUST NOT BE OPERATED IN TEST POSITION ON THE GROUND WITH ENGINES OR APU OPERATING OR WITH PNEUMATIC GROUND SUPPLY CONNECTED FOR MORE THAN 30 SECONDS. FAILURE TO OBSERVE THIS PRECAUTION CAN RESULT IN OVERHEATING WING LEADING EDGES, CAUSING DAMAGE. \t\t\t\n\n\t\t\tNOTE: The above caution is not applicable if an external ground pneumatic source with air temperature controlled at 190 degrees F (88 degrees C) or less is used. \n\n\t\t16.\tRelease WING & ANT ANTI-ICE switch and verify WING & ANT DISAGREE light comes on and goes off. \n\n\t\t17.\tOpen circuit breaker listed in Step 10. \n\n\t\t18.\tReinstall P1-2472 connector on antenna valve. \n\n\t\t19.\tRestore aircraft to normal operating condition. \n\n\t\t\tNOTE: Steps 1 through 7 check the integrity of the VHF antenna anti-ice valve and monitoring circuit. Steps 10 through 16 check the integrity of the right wing anti-ice valve and monitoring circuit. \n\n\tb.\tIf Steps a.6 and 7 or a.15 and 16 are not satisfactorily accomplished, repair the unsatisfactory condition, or restrict the aircraft from flight in icing conditions. \n\n\tc.\tWithin one year from the effective date of this AD provide for performance monitoring of the wing and antenna anti-ice systems by separate lights in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNote: McDonnell Douglas Service Bulletin 30-47 dated December 5, 1978 and/or Revision 1 dated May 22, 1979 provide a satisfactory method of accomplishment. \n\n\td.\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-3541 became effective September 29, 1979. \n\n\tThis Amendment 39-3603 becomes effective November 1, 1979.
83-19-04: 83-19-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4732. Applies to all SNIAS Model 355 series helicopters that have splined flange, P/N 355A34-1062-20, attached to the forward end of the oil cooler fan wheel. Compliance is required as indicated unless already accomplished. To prevent possible loss of tail rotor drive, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, inspect the splined flange (P/N 355A34-1062-20) as prescribed in SNIAS Model 355 Maintenance Manual, Section 65.10.00.602, paragraph 2, or FAA approved equivalent. (b) Repeat the inspection prescribed in paragraph (a) above at intervals not to exceed 100 hours, until the splined flange (P/N 355A34-1062-20) is replaced with a new splined flange (P/N 355A34-1078-20). (c) Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101, or by the Manager, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. (d) In accordance with Section 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. This amendment becomes effective October 14, 1983.
89-16-10: 89-16-10 CESSNA: Amendment 39-6286. Applicability: Model 550 and 551 series airplanes, Unit Numbers -0002 through -0207 and -0209, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of fuel flow transmitter electrical connector end fittings, which could result in total engine power loss or an engine compartment fire, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, inspect both engines to determine whether Cessna Part Number (P/N) 9912031-6 fuel flow transmitters are installed, in accordance with Cessna Service Bulletin SB550-73-2, dated February 10, 1989. B. If Cessna P/N 9912031-6 fuel flow transmitters are installed on both engines, no further action is necessary. C. If Cessna P/N 9912031-5 fuel flow transmitters are installed, inspect the transmitter electrical connector end fitting for each, in accordance with Cessna Service Bulletin SB550-73-2, dated February 10, 1989. 1. If each Cessna P/N 9912031-5 fuel flow transmitter is determined to have a one-piece electrical connector end fitting, no further action is necessary. 2. Each Cessna P/N 9912031-5 fuel flow transmitter determined to have a two-piece electrical connector end fitting must be replaced, either: a. prior to further flight, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, dated April 19, 1989; or b. within 6 months after the effective date of this AD, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, dated April 19, 1989, provided that the fitting is initially inspected in accordance with Paragraph 5 of Cessna Service Bulletin SB550-73-2, dated February 10, 1989, and inspected thereafter at intervals not to exceed 25 hours time-in-service, and found to be free of cracks between the electrical connector receptacle and the end fitting base. Any transmitter having a cracked fitting must be replaced prior to further flight, in accordance with Cessna Service Bulletin SB550-73-1, Revision 1. Replacement of a transmitter in accordance with Cessna Service Bulletin SB550-73-1, Revision 1, constitutes terminating action for the repetitive inspection requirements of this paragraph for the transmitter replaced. 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, Wichita Aircraft Certification Office, FAA, Central Region. NOTE: If appropriate, the request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Wichita Aircraft Certification Office. 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 Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; or at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. This amendment (39-6286, AD 89-16-10) becomes effective on September 7, 1989.