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69-06-05: 69-06-05 FAIRCHILD-HILLER: Amdt. 39-737. Applies to F-27 and FH-227 Type Airplanes Incorporating Lear Siegler (Jack & Heintz) Inverters P/N F35-5 or P/N F45-10 or P/N 40045-000 with Solid State Regulators Lear Siegler Kit P/N 52-000054 (Regulator P/N 51502-000), or Kit P/N 52-000059 (Regulator P/N 51502-001), or Kit P/N 52-000068 (Regulator P/N 51502-00M), or Bendix Type 4B39 Series Regulators. Compliance required within the next 1200 hours time in service after the effective date of this AD unless already accomplished. To prevent hazards associated with an inverter overvoltage condition causing the burnout or erratic operation of required instruments, accomplish the following: (a) Install a.c. overvoltage protection in the electrical output of the above inverter(s) which utilize Lear Siegler solid state regulators, P/N 51502-000, or P/N 51502-001, or P/N 51502-00M, in accordance with Lear Siegler Service Bulletin No. 148-1 dated February 7, 1969, or F-27 aircraftand FH-227 aircraft or later FAA approved revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Install a.c. overvoltage protection in the electrical output of the above inverter(s) which utilize Bendix 4B39 Series regulators in accordance with Bendix Service Bulletin No. R220 dated November 15, 1968, or later FAA-approved revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent installation, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data, submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective April 15, 1969.
90-23-19: 90-23-19 PRATT & WHITNEY: Amendment 39-6753. Docket No. 90-ANE-11. Applicability: Pratt & Whitney (PW) JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J/-7R4D/-7R4D1/ -7R4E/-7R4E1/-7R4E4/-7R4H1/-7R4G2 turbofan engines installed on, but not limited to, Boeing 767, Boeing 747, McDonnell Douglas DC10-40, Airbus A300 and Airbus A310 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent failure of the high pressure turbine HPT) stage one rotating air seal, which could result in an uncontained engine failure, accomplish the following: (a) For JT9D-7R4E1 (AI 600 Series)/E4/H1 model engines, remove from service HPT stage one rotating air seal, Part Numbers (P/N) 797576, 797576P48, 793707 and 793707P48, within 60 days from the effective date of this AD, in accordance with Service Bulletin (SB) JT9D-7R4-72-392, Revision 2, dated March 2, 1990. (b) For JT9D-7R4G2 model engines, remove from service HPT stage one rotating air seal, P/N's 797576, 797576P48, 793707 and 793707P48, at the next engine shop visit or within 2,350 cycles in service (CIS) from the effective date of this AD, whichever occurs first, in accordance with SB JT9D-7R4-72-392, Revision 2, dated March 2, 1990. (c) For JT9D-7R4D/D1/E/E1(AI 500 Series) model engines, remove from service HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part serial numbers (S/N) are listed in Tables 1-3 inclusive of JT9D SB JT9D-7R4-72-393, Revision 1, dated December 21, 1989, at the next engine shop visit or within 2,450 CIS from the effective date of this AD, whichever occurs first, in accordance with the above noted SB. (d) For JT9D-7R4D/D1/E/E1(AI 500 series) model engines, fluorescent penetrant inspect (FPI) HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part S/N's are not listed in Tables 1-3 inclusive of SB JT9D-7R4-72-393, Revision 1, dated December 21, 1989, in accordance with the Accomplishment Instructions, Part B, of the above noted SB, at the next HPT module exposure or within 2,900 CIS after the effective date of this AD, whichever occurs first. Remove from service parts found cracked and replace with a serviceable air seal. Thereafter, reinspect at each HPT module exposure not to exceed 2,900 cycles since last inspection (CSLI), in accordance with the above noted SB. (e) For JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J model engines, remove from service HPT stage one rotating air seals, P/N's 797576, 797576P48 and 793707, whose part S/N's are listed in Tables 1-3 inclusive of SB 5873, Revision 1, dated December 21, 1989, at the next engine shop visit or within 2,450 CIS after the effective date of this AD, whichever occurs first. (f) For JT9D-3A/-7/-7A/-7A(SP)/-7AH/-7F/-7H/-7J/-20/-20J model engines, FPI HPT stage one rotating air seal, P/N's 797576, 797576P48 and 793707, whose part S/N's are not listed in Tables 1-3 inclusive of PW SB 5873, Revision 1, dated December 21, 1989,in accordance with the Accomplishment Instructions, Part B, of the above noted SB, at the next HPT module exposure or within 2,900 CIS from the effective date of this AD, whichever occurs first. Remove from service parts found cracked and replace with a serviceable air seal. Thereafter, reinspect at each HPT module exposure not to exceed 2,900 CSLI, in accordance with the above noted SB. (g) For the purpose of this AD, an engine shop visit is defined as the induction of an engine into a shop for the conduct of engine maintenance. (h) For the purpose of this AD, HPT module exposure is defined as separation of the M Flange. (i) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (j) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specifiedin this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The removal and inspection procedures shall be done in accordance with the following PW documents: Document Page No. Revision Date SB JT9D-7R4-72-392 2 Original Oct. 25, 1989 5, 6, 8, Rev.1 Dec. 21, 1989 9, 10 1, 3, 4, 7 Rev.2 March 2, 1990 SB JT9D-7R4-72-393 2-4 Original Oct. 27, 1989 1, 5 thru 15 Rev. 1 Dec. 21, 1989 SB 5873 2 thru 5 Original Oct. 30, 1989 1, 6, thru 16 Rev. 1 Dec. 20, 1989 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 Pratt & Whitney, Publications Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street NW, Room 8301, Washington, D.C. 20591. This amendment (39-6753, AD 90-23-19) becomes effective on November 23, 1990.
2004-11-13: The FAA is superseding an existing airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. That AD currently requires a one-time general visual inspection to determine the part number and serial number of both main landing gear (MLG) sliding tubes, and related investigative and corrective actions if necessary. This amendment adds an additional inspection to determine only the serial number of the MLG sliding tubes. This AD is prompted by a report that the field of MLG sliding tubes subject to the identified unsafe condition has expanded. We are issuing this AD to detect and correct cracking in an MLG sliding tube, which could result in failure of the sliding tube, loss of one axle, and consequent reduced controllability of the airplane. DATES: Effective June 23, 2004. The incorporation by reference of Airbus All Operators Telex A320- 32A1273, Revision 01, dated May 6, 2004, listed in the AD is approved by the Director of the Federal Register as of June 23, 2004. On April 14, 2004 (69 FR 16475, March 30, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A320-32A1273, dated February 5, 2004. We must receive any comments on this AD by August 9, 2004.
2021-24-15: The FAA is adopting a new airworthiness directive (AD) for Bell Textron Canada Limited Model 206L-1, 206L-3, and 206L-4 helicopters with certain Air Comm Corporation air conditioning systems installed. This AD was prompted by reports of damage to the drive ring spline teeth and the mating spline teeth. This AD requires visually inspecting the drive ring spline teeth and the mating area spline teeth on the oil cooler blower shaft for signs of deformation and fretting and depending on the results of the inspection, removing certain parts from service. This AD also requires reinstalling certain parts, applying torque, and aligning certain bolt holes. The FAA is issuing this AD to address the unsafe condition on these products.
2021-23-22: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by reports of failed main rotor (MR) dampers. This AD requires various inspections of certain MR dampers, as specified in a European Aviation Safety Agency (now European Union Aviation Safety Agency) (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
58-02-01: 58-02-01 BELL: Applies to All Model 47J Helicopters, Using Main Rotor Blade P/N 47- 110-401-7, -9 and -11. Due to the possibility of a faulty bond between the butt plate laminates and the wood portion of the blade, causing a subsequent separation of the subject parts with possible catastrophic results, the following mandatory inspection is required: 1. Inspect butt plate laminates for indication of bond separation by grasping blade at tip and coning blade downward slightly after static stop is contacted, then coning blade upward to extent that tip is above level line of yoke. If separation is found no repair is allowed, remove blades and notify Bell Helicopter Corporation. Inspection required after each refueling until blades accumulate a total of 50 hours flight time and then daily thereafter. 2. Inspect on one-time basis butt plate laminates for bonding voids by tapping lightly completely around exposed surface of each laminate with a four or six inch wrench. Each laminate will have a different sound; however, an obvious variation in sound on an individual laminate tends to indicate a void. If void indicated, notify Bell Helicopter Corporation immediately. This supersedes AD 58-01-02.
2004-11-05: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires inspecting the fuel transfer line and air exhaust duct for chafing, inspecting the air exhaust duct for a hole, and if necessary, repositioning the air exhaust duct to achieve the minimum clearances. This amendment is prompted by a report of damage to the fuel transfer line due to wear associated with vibrations and chafing of the fuel transfer line and the air exhaust duct. The actions specified by this AD are intended to detect chafing wear of the air exhaust duct and the fuel transfer line, which could result in a hole in the fuel transfer line, fuel leaking into the engine compartment and creating a fire hazard that could lead to a fire and a subsequent forced landing.
2012-10-13: We are superseding an existing airworthiness directive (AD) for certain Continental Motors, Inc. (CMI) models TSIO-520, TSIO-550-K, TSIOF-550K, and IO-550-N series reciprocating engines with new or rebuilt CMI starter adapters installed between January 1, 2011 and November 20, 2011. That AD currently requires replacing affected CMI starter adapters with starter adapters eligible for installation. This AD requires the same actions, but to an expanded population of reciprocating engines. This AD was prompted by two additional reports received of fractures in starter adapter gear shafts in certain additional part number (P/N) CMI starter adapters since we issued the existing AD. We are issuing this AD to prevent starter adapter gear shaft failure which could cause oil scavenge pump failure and engine in-flight shutdown.
2021-24-08: The FAA is superseding Airworthiness Directive (AD) 2021-04- 21, which applies to certain Airbus Helicopters Model EC120B helicopters. AD 2021-04-21 required an inspection of the attachment bolts of the main rotor (MR) hub scissors assembly for discrepancies and repair if necessary; part marking of the attachment bolts of the MR hub scissors assembly; and repetitive inspections of the part marking of the attachment bolts, and repair if necessary. This AD continues to require the actions in AD 2021-04-21; and also requires part marking of the washer, scissor branch, and mast ring of the corresponding nut side, and repetitive inspections of the additional part markings and repair if necessary; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a report of broken and bent attachment bolts of the MR hub scissors assembly and a determination that additional part markings of the washer, scissor branch, and mast ring of the corresponding nut side, and repetitive inspections of those part markings, are necessary to detect any rotation. The FAA is issuing this AD to address the unsafe condition on these products.
58-17-02: 58-17-02 CURTISS-WRIGHT: Applies to all C-46 Series aircraft including the Models C-46R and C-46/CW20-T aircraft. Compliance required as noted. Due to recurrent fatigue cracking on the horizontal tail surfaces, the following inspections must be accomplished: 1. Conduct a daily visual external inspection of the horizontal tail surfaces for cracks with especial reference to cracks developing in the skin and ribs in the area of the elevator balance weights and the elevator hinge cutouts. 2. A detailed visual inspection of the horizontal tail surfaces must be conducted at intervals not to exceed 100 hours' time in service. Particular attention should be paid to cracks developing in the area of the balance weights on the elevator, elevator nose ribs, elevator main spar, and elevator and stabilizer hinge ribs. 3. Any cracks found must be repaired in accordance with the structural repair manual or other approved repair method prior to the next flight. Stop-drilling of cracks is not considered a repair but may form part of a repair. To facilitate inspection, the horizontal stabilizer may be modified in accordance with L.B. Smith Aircraft Corporation Drawing No. 5.040.02, or approved equivalent. To provide access to the elevator interiors for visual inspection, access holes may be added in the elevator skin as shown on Riddle Airlines Incorporated Service Bulletin No. RSB-C- 46-8. Revised July 11, 1961.
2004-11-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0070 series airplanes, that requires inspection of cables installed on certain contactors in the electrical power center (EPC) for proper installation of wires, and reinstallation of wires if necessary. These actions are necessary to prevent a short circuit in the EPC, possibly leading to a fire in the main cabin and damage to the airplane, or injury to passengers and flightcrew. These actions are intended to address the identified unsafe condition.
2021-23-13: The FAA is adopting a new airworthiness directive (AD) for all helicopters equipped with a radio (also known as radar) altimeter. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band). This AD requires revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.
2021-22-08: The FAA is adopting a new airworthiness directive (AD) for H[eacute]licopt[egrave]res Guimbal (HG) Model Cabri G2 helicopters. This AD was prompted by the determination that certain parts need life limits and certification maintenance requirement (CMR) tasks. This AD requires establishing life limits and CMR tasks for various parts and removing any parts from service that have reached or exceeded their life limits. Depending on the results of the CMR tasks, this AD requires corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
66-06-02: 66-06-02\tBOEING: Amdt. 39-200 Part 39 Federal Register February 24, 1966. Applies to Models 707 and 720 Series Airplanes Equipped with Turbofan Engines and strut Mounted P(t2) Probes. \n\n\tCompliance required within the next 1,800 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tThere have been numerous instances of the aft edges of the turbocompressor dipstick access door, which is in front of the strut mounted P(t2) probe, becoming unfaired in flight and causing erroneous readings of the EPR (engine pressure ratio) system. To prevent erroneous readings of the EPR system, install an additional rotary latch on the aft edge of the access door in accordance with Boeing Service Bulletin No. 2143 or later FAA-approved revision or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective March 26, 1966.
2004-11-07: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 airplanes, that requires implementation of a program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This action is necessary to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes. This action is intended to address the identified unsafe condition.
2012-09-12: We are superseding an existing airworthiness directive (AD) for certain Airbus Model A319-111, -112, -113, -114, -115, -131, -132, and -133 airplanes; Model A320-111, -211, -212, -214, -231, -232, and - 233 airplanes; and Model A321-111, -112, and -131 airplanes; equipped with an additional center tank (ACT). That AD currently requires identifying the part number of the ACT and, for certain ACTs, replacing the outer ACT manhole cover and seal. This new AD requires modifying certain ACTs by replacing the manhole seal with a new seal; adding certain ACT equipped airplanes to the applicability; and removing Model A320-111 airplanes from the applicability. This AD was prompted by reports that the modification required by the current AD was not fully effective. We are issuing this AD to prevent fuel and/or vapor leakage, which could result in a combustible fuel vapor/air mixture in the cargo compartment, and consequent fire risk.
2021-23-16: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. This AD was prompted by 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 identifies the unsafe condition as chafing of the engine fuel feed line hoses. This AD requires inspecting the engine fuel feed line hoses and the electrical wiring and rerouting all fuel lines. The FAA is issuing this AD to address the unsafe condition on these products.
98-21-15: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (SOCATA) Model TBM 700 airplanes. This AD requires modifying the oxygen generators. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent failure of the oxygen generators caused by misalignment of the firing pin, which could result in crew incapacitation and loss of the airplane.
2004-11-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe.125 series 800A (including C- 29A and U-125 variant) and 800B airplanes; and Model Hawker 800 (including U-125A variant) and 800XP airplanes; that requires a functional test of the engine fire extinguishing wiring for the appropriate installation; verification of the correct wiring connector installation; correction of wiring if necessary; and installation of new marker bands. This action is necessary to prevent incorrect wiring of the engine fire extinguisher bottles, which could result in one or both fire extinguisher bottles being discharged into the wrong engine nacelle. This action is intended to address the identified unsafe condition.
2021-23-19: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. 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 identifies the unsafe condition as insufficient separation of ground terminations for individual power sources and static grounds. This AD requires inspecting and separating, if applicable, the battery and generator common ground connections on the airframe. The FAA is issuing this AD to address the unsafe condition on these products.
2021-23-09: The FAA is superseding Airworthiness Directive (AD) 2015-16-07 R1, which applied to certain Reims Aviation S.A. (type certificate now held by ASI Aviation) Model F406 airplanes. AD 2015-16-07 R1 required inspecting the left-hand and right-hand rudder control pedal torque tubes and replacing with a serviceable part as necessary. Since the FAA issued AD 2015-16-07 R1, the European Aviation Safety Agency (EASA) superseded its mandatory continuing airworthiness information (MCAI) to correct an unsafe condition on these products. This AD retains the requirements of AD 2015-16-07 R1, expands the applicability, and requires repeating the inspections using updated procedures. The FAA is issuing this AD to address the unsafe condition on these products.
73-07-08: 73-07-08 PRATT & WHITNEY: Amendment 39-1616 as amended by Amendment 39-1630. Applies to all Pratt & Whitney JT3D-1, JT3D-1-MC6, JT3D-1-MC7, JT3D-3 and JT3D-3B model engines containing fuel control to fuel return line elbow P/N 424790 and jam nut P/N 217477. Compliance required within the next 500 hours time in service after the effective date of this AD and every 1000 hours in service thereafter, or until modified in accordance with the service bulletin referenced in paragraph (b)(2) or equivalent method approved by the Chief, Engineering and Manufacturing Branch, New England Region. To prevent the possibility of fuel leakage due to loosening of fuel control to fuel pump return tube elbow P/N 424790, and jam nut P/N 217477, check jam nut torque value. (a) If found to be a minimum of 285 in-lbs., continue in service operation. (b) If the jam nut is found to be less than 285 in-lbs., break the connection and examine the mating threads of the elbow P/N 424790 and fuel control cover P/N 704972-1 on their loaded sides for wear. NOTE: The loaded side will be on the fuel side (inside) rather than the air side (outside) of the cover. (1) If the threads are not worn remake the fitting according to the instructions given in the Overhaul Manual, P/N 411568, Section 72-00, Fits and Clearances. (2) If the threads of the elbow. P/N 424790, or fuel control cover P/N 704972-1, are found worn replace with new or serviceable parts of same part number or with P/N 483848 elbow and associated hardware in accordance with Pratt & Whitney Service Bulletin No. 1511 Revision 4, dated June 20, 1969, or later FAA approved revision. (c) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, New England Region, may adjust repetitive inspection intervals specified in this AD. Amendment 39-1616 became effective April 11, 1973. This amendment 39-1630 becomes effectiveupon publication in the Federal Register.
96-12-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 800A and Model Hawker 800 airplanes, that requires modification of the airframe structure in the lower area of the fuselage aft of the wing rear spar. For certain airplanes, this amendment also requires a functional test to determine if a particular bolt fouls the flap control system. This amendment is prompted by reports of restricted control of the aileron due to water accumulation that froze in the area around an aileron pulley located in the lower area of the fuselage aft of the wing rear spar. The actions specified by this AD are intended to prevent such water accumulation, which could freeze and result in restricted control of the ailerons; subsequently, this could reduce the pilot's ability to initiate roll control during critical phases of flight.
2004-11-02: This amendment adopts a new airworthiness directive (AD), [[Page 31001]] applicable to certain Saab Model SAAB SF340A and Model SAAB 340B series airplanes, that requires inspections of the internal and external structure of the nacelles for cracks, deformations, or other damage, and corrective actions if necessary. This action is necessary to prevent fatigue cracks in the outer flange of the nacelle frame, which could result in reduced structural integrity of the nacelle supporting structure. This action is intended to address the identified unsafe condition.
96-12-18: This amendment adopts a new airworthiness directive (AD) that is applicable to all McDonnell Douglas Model DC-10 series airplanes and Model MD-11F airplanes. Among other things, this amendment requires repetitive leak checks of the lavatory drain system and repair, if necessary; provides for the option of revising the FAA-approved maintenance program to include a schedule of leak checks; and requires the installation of a cap on the flush/fill line. This amendment is prompted by continuing reports of damage to engines and airframes, separation of engines from airplanes, and damage to property on the ground, caused by "blue ice" that forms from leaking lavatory drain systems on transport category airplanes and subsequently dislodges from the airplane fuselage. The actions specified by this AD are intended to prevent such damage associated with the problems of "blue ice."