Results
68-21-02: 68-21-02 AERO COMMANDER: Amdt. 39-669. Applies to Aero Commander Model 100, Serial Nos. 1 through 278, and Aero Commander Model 100-180, Serial Nos. 5001 through 5080 airplanes. Compliance required as indicated. To prevent the possibility of aileron cable failure caused by improper swaging of P/N 35606 Aileron Cable Assembly, accomplish the following prior to further flight: (a) Unless already accomplished, inspect P/N 35606 Aileron Cable Assembly in accordance with Aero Commander Service Bulletin No. 1015, dated October 4, 1968, or later FAA approved revisions or in a manner approved by the Chief, Engineering and Manufacturing Branch, Southern Region. (b) If indications of improper swaging or of cable slippage are found, replace the assembly with a new P/N 35606 aileron cable assembly that is properly swaged in accordance with the criteria specified in Figure I of the service bulletin. This amendment becomes effective October 15, 1968.
89-24-09: 89-24-09 BEECH: Amendment 39-6381. Applicability: The airplanes listed below, certificated in any category: MODELS SERIAL NUMBERS A23-19, 19A, M19A, B19 MB-1 through MB-816, except MB-814 23, A23, A23A, B23, C23 M-1 through M-1879, except M-1875 A23-24, A24 MA-1 through MA-368 A24R MC-2 through MC-150 B24R MC-152 through MC-451, except MC-311 and MC-449 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent the possibility of separation of aileron push rods and possible loss of aileron control, accomplish the following: (a) Within the next 100 hours time-in-service (TIS), accomplish the following in accordance with Beech Service Bulletin No. 2198, dated April 1989: (1) Install inspection openings in the wing lower skins. (2) Inspect the aileron rod ends for corrosion and freedom of movement. If serviceable, lubricate the rod end bearings. If corrosion is evident, prior to further flight replace the rod end with a new P/N 169-380082-3 rod end as specified in the above service bulletin. Corrosion is evident by restriction of movement of the rod ends. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (c) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas 67209; Telephone (316) 946-4400. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6381, AD 89-24-09) becomes effective on December 4, 1989.
72-14-06: 72-14-06 ROLLS-ROYCE: Amdt. 39-1479. Applies to series Dart Model 542-4, -4K, -10, -10J, and -10K engines. These engines are installed on but not necessarily limited to those Convair Model 340/440 airplanes (commonly known as Convair 600 and 640) which have the subject engines installed as a result of modification and NAMC YS-11 airplanes. Compliance is required as indicated. To prevent possible fatigue failure of first stage (low pressure) impellers, accomplish the following: (a) For a first stage (low pressure) impeller that does not incorporate Rolls Royce Dart Modification 1455, within the next 100 flights after the effective date of this AD or before the accumulation of 11,000 flights on that impeller, whichever occurs later, comply with subparagraph (c)(1) or (c)(2) and thereafter comply with paragraph (d) or (e) as applicable. (b) For a first stage (low pressure) impeller that incorporates Rolls Royce Dart Modification 1455, within the next 100 flights after the effective date of this AD or before the accumulation of 11,000 flights after the incorporation of Rolls Royce Dart Modification 1455, whichever occurs later, comply with subparagraph (c)(1) and thereafter comply with paragraph (d) or (e) as applicable. (c) Comply with subparagraph (1) or (2) of this paragraph as prescribed in paragraphs (a), (b), (d), and (e). (1) Remove the first stage (low pressure) impeller from service and replace it with - (i) A first stage (low pressure) impeller that does not incorporate Rolls Royce Dart Modification 1455 and which has accumulated less than 11,000 flights in service; or (ii) A first stage (low pressure) impeller that incorporates Rolls Royce Dart Modification 1455 and which has accumulated less than 11,000 flights in service since the incorporation of that modification. (2) For an impeller that does not have Rolls Royce Dart Modification 1455 incorporated, incorporate that modification. (d) For an impeller that has been installed in compliance with subparagraph (c)(1)(i), before the accumulation of 11,000 flights on that impeller comply with subparagraph (c)(1) or (c)(2). (e) For an impeller that has been installed in compliance with subparagraph (c)(1)(ii) or modified in accordance with subparagraph (c)(2), before the accumulation of 11,000 flights since the incorporation of Rolls Royce Dart Modification 1455 on that impeller comply with subparagraph (c)(1). (f) For the purpose of complying with this AD, a flight shall consist of an engine operating sequence consisting of an engine start, take-off operation, landing, and engine shutdown. The number of flights may be determined by actual count or, subject to acceptance by the assigned FAA Maintenance Inspector, may be calculated by dividing the compressor section's time in service by the operator's fleet average time per flight for airplanes equipped with the subject type engines. This AD supersedes the telegraphic ADon the same subject issued on April 13, 1972. NOTE: Rolls Royce Dart Alert Service Bulletin No. DA 72-391 Revision 1, dated May 1, 1972 refers to this matter. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated May 31, 1972, which contained this amendment.
2021-24-20: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of slat transmission jams caused by frozen slat geared rotary actuators (SGRAs) at slat 5 track 12. This AD requires repetitive water drainage and plug cleaning of the left- and right-hand SGRAs having a certain part number installed on slat 5 track 12 with certain functional item numbers, as specified in a 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.
2010-05-07: 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: A review of A340 missions has demonstrated that CFM56-5C forward engine mount thrust links fitted with oversized bearing[s] will not reach the updated link fatigue life limit of 15,500 Flight Cycles (FC) due to an increase in bore diameter. * * * The consequent potential failure of the affected thrust link would reduce the forward engine mounts' structural integrity and could eventually lead to engine separation, constituting an unsafe condition. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
96-25-06 R1: 96-25-06 R1 SAAB AIRCRAFT AB: Amendment 39-9891. Docket 95-NM-201-AD. Revises AD 96-25-06, amendment 39-9848. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159 inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 379 inclusive; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent high bearing stress on the bushings in the flap fittings, which could result in jamming of the flaps and consequent reduced controllability of the airplane, accomplish the following: (a) Within 800 hours time-in-service after the effective date of this AD: Perform a visual inspection to detect damage or cracking of the forward and aft attachment lugs of the flap fittings at wing station (WS) 123.38, in accordance with Saab Service Bulletin SAAB 340-57-027, Revision 01, dated June 30, 1995. (1) If no cracking or damage is found, and the flap fittings have not been modified or replaced, repeat the visual inspection thereafter at intervals not to exceed 800 hours time-in- service. (2) If any cracking is found, prior to further flight, replace the flap fittings with new improved flap fittings, and install improved bushings, in accordance with the Accomplishment Instructions (Modification 2628 - Part 3) of the service bulletin. After this modification is accomplished, no further action is required by this AD. (b) Within 4,500 hours time-in-service after the effective date of this AD, perform an inspection to determine the size of the inboard and outboard holes (swaged bushings) of the flap fittings, and to detect loose swaged bushings, in accordance with Saab Service Bulletin SAAB 340-57-027, Revision 01, dated June 30, 1995. (1) If the sizes of the holes are within the limits specified in the service bulletin, and if no loose swaged bushings are found, prior to further flight, install improved bushings in accordance with the Accomplishment Instructions (Modification 2628 - Part 1) of the service bulletin. After this modification is accomplished, no further action is required by this AD. (2) If the size of any hole is outside the limits specified in the service bulletin, or if any loose swaged bushing is found, prior to further flight, install oversize bushings in the flap fittings, and install improved bushings, in accordance with the Accomplishment Instructions (Modification 2628 - Part 2) of the service bulletin. After this modification is accomplished, no further action is required by this AD. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The inspections, replacement, and installations shall be done in accordance with Saab Service Bulletin SAAB 340-57-027, Revision 01, dated June 30, 1995. 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, as of January 27, 1997 (61 FR 66885, December 19, 1996). Copies may be obtained from SAAB Aircraft AB, SAAB Aircraft Product Support, S-581.88, Linkoping, Sweden. 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. (f) This amendment is effective January 27, 1997.
91-09-51: 91-09-51 BOEING OF CANADA, LTD., DE HAVILLAND DIVISION: Amendment 39- 7026. Docket No. 91-NM-101-AD. Final Rule of Telegraphic AD T91-09-51. Applicability: de Havilland Model DHC-8-100 and -300 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent an oxygen-fed, in-flight fire under the flight compartment floor, accomplish the following: (a) Within 24 hours after the effective date of this amendment, perform a visual inspection of the flight crew oxygen lines and adjacent electrical feeder cables in accordance with Boeing of Canada de Havilland Division Alert Service Bulletin A8-35-5, Revision A, dated April 5, 1991. (b) If evidence of chafing is found in the crew oxygen lines or adjacent electrical feeder cables, prior to further flight, repair or replace damaged lines or cables, in accordance with Boeing of Canada de Havilland Division Alert Service Bulletin A8-35-5, Revision A, dated April 5, 1991. (c) An alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it 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. The inspection and repair or replacement requirements shall be done in accordance with Boeing of Canada de Havilland Division Alert Service Bulletin A8-35-5, Revision A, dated April 5, 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 Boeing of Canada, Ltd., de Havilland Division, Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; at the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7026, AD 91-09-51) becomes effective on July 29, 1991, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T91-09-51, issued April 25, 1991, which contained this amendment.
92-08-13: 92-08-13 BRITISH AEROSPACE: Amendment 39-8224. Docket No. 91-NM-147-AD. Supersedes AD 90-21-11, Amendment 39-6806. Applicability: Model ATP series airplanes, serial numbers 2001 through 2037, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a gear-up landing, accomplish the following: (a) Within 24 hours after November 29, 1990 (the effective date of AD 90-21-11, Amendment 39-6806), and thereafter at intervals not to exceed 30 hours time-in-service, perform an operational test of the hydraulic landing gear change-over valve mechanism, in accordance with British Aerospace Alert Service Bulletin A-ATP-32-26, Revision 1, dated September 25, 1990. Any binding or stiffness must be corrected prior to further flight, in accordance with instructions in the manufacturer's maintenance manual. (b) Within 60 days after the effective date of this AD, modify the undercarriage emergency release mechanism andperform the associated functional test on the up lock release mechanism, in accordance with the accomplishment instructions in British Aerospace Service Bulletin ATP-32-29, Revision 1, dated June 6, 1991. (c) Modification of the undercarriage emergency release mechanism, in accordance with British Aerospace Service Bulletin ATP-32-29, Revision 1, dated June 6, 1991, constitutes terminating action for the repetitive operational tests required by paragraph (a) of this AD. (d) For airplanes having serial numbers 2001 through 2019, 2023 through 2027, 2030, 2031, and 2033: Within 60 days after the effective date of this AD, accomplish the following in accordance with British Aerospace Service Bulletin ATP-32-30, Revision 2, dated April 22, 1991; or Revision 3, dated May 20, 1991: (1) Perform a one-time visual inspection of the swivel assembly in the landing gear normal selector mechanism teleflex cable to ensure that the correct connector is fitted. If the correct connector is not fitted, prior to further flight, install a connector and replacement teleflex cable. (2) Install clevis pins, at specified locations, in lieu of bolts in the normal selector mechanism. (3) Perform functional tests of the landing gear normal selector mechanism. (e) An alternative method 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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch. (f) 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. (g) The inspections, modifications, and repairs shall be done in accordance with British Aerospace Alert Service Bulletin A-ATP-32-26, Revision 1, dated September 25, 1990; British Aerospace Service Bulletin ATP-32-29, Revision 1, June 6, 1991; and British Aerospace Service Bulletin ATP-32-30, Revision 2, dated April 22, 1991, or Revision 3, dated May 20, 1991; which include the following list of effective pages: Service Bulletin Page Number Revision Level Date A-ATP-32-26, 1, 3 1 September 25, 1990 Revision 1 2 Original September 21, 1990 ATP-32-29, 1, 3, 7, 1 June 6, 1991 Revision 1 13 2, 4, 5, 6, Original March 27, 1991 9, 11, 14 8, 10, 12 (not used) ATP-32-30, 1, 5, 11 2 April 22, 1991 Revision 2 2, 6 1 March 22, 1991 3, 4, 7, 9 Original March 14, 1991 8, 10 (not used) ATP-32-30, 1 3 May 20, 1991 Revision 3 5, 11 2 April 22, 1991 2, 6 1 March 22, 1991 3, 4, 7, 9 Original March 14, 1991 8, 10(not used) 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, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on June 2, 1992.
83-01-03: 83-01-03 ROLLS-ROYCE, LTD.: Amendment 39-4537 applies to the RB211-22B and -524 series turbofan engines. Compliance required as indicated unless already accomplished. To preclude possible high pressure compressor rotor stage 1 and 2 disk assembly failure, the disk assemblies listed by part number and serial number in the Appendix of Rolls-Royce Alert Service Bulletin No. RB211-72-A5885, Revision 2, dated October 30, 1981, or FAA-approved equivalent, must be withdrawn from service as follows: After the effective date of this AD, none of the referenced disk assemblies may exceed 3,500 flight cycles in service. Replace with an FAA-approved, serviceable high pressure compressor rotor stage 1 and 2 disk assembly. NOTE: For the purpose of this AD, a flight cycle is considered to be an engine operating sequence from takeoff to landing. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Aircraft CertificationDivision, FAA, New England Region, may adjust the compliance date(s) 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 that operator. All persons affected by this directive who have not already received the referenced service bulletin from the manufacturer may obtain copies upon request to Technical Publications Department, Rolls-Royce, Ltd., Derby, England DE2 8BJ. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at FAA Headquarters, 800 Independence Avenue, SW., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, is D.C., and at the New England Region office. This amendment becomes effective on February 17, 1983.
82-25-01 R1: 82-25-01 R1 SIKORSKY: Amendment 39-4508, as amended by Amendment 39-5456. Applies to model S-76A helicopters having serial numbers prior to 760308, certificated in all categories. For helicopters with main left and right landing gear positioning rod ends with 1,500 or more hours' time in service on the effective date of this AD, compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 75 hours' time in service, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. For helicopters with main left and right landing gear positioning rod ends with less than 1,500 hours' time in service after the effective date of this AD, compliance is required before the accumulation of 1,525 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection. NOTE: If the main left and right landing gear positioning rod end hours' time in service cannot be determined, an estimate of the hours' time in service based upon the past operation of the part may be made and submitted for approval to the Manager, Boston Aircraft Certification Branch, FAA New England Region, Aircraft Certification Division, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803; telephone (617) 273-7118. To preclude possible failure of the S-76 main left and right landing gear positioning rod end fittings, Part Number KR10MEAK, inspect for cracks and replace the rod end fittings as required in accordance with applicable portions of paragraph E, "Accomplishment Instructions" of Sikorsky Alert Service Bulletin 76-32-10, dated October 8, 1982, as modified by Sikorsky message CST-SPT-82-654, dated October 14, 1982, or as specified in an FAA approved equivalent instruction. Within the next 300 hours' time in service but no later than 6 months after the effective date of this amendment, unless already accomplished, replace rod end fitting, P/N KR10MEAK and mating parts with rod end fitting P/N 1945E235 and all improved parts contained in Sikorsky's main landing gear structural improvement kit P/N 76070-25004-011 in accordance with Sikorsky CSN 76-134 dated May 6, 1983, or CSN 76-134A dated January 10, 1984, paragraphs A through D. Revise the aircraft weight and balance. NOTE: Installation of the P/N 76070-25004-011 main landing gear structural improvement kit terminates the inspection requirements of this AD. Paragraph B(1)(e) of each CSN requires reidentification of a modified bellcrank to P/N 76250-02104-042. Service lives and mandatory inspection requirements for specific parts contained in the landing gear structural improvement kit are contained in the Airworthiness Limitations Section, Chapter 4 of the Revised Sikorsky S-76A Maintenance Manual No. SA 4047-76-2-1 (replacement serialized parts) and are also stated in Amendment 39-5298, AD 86-09-11 (replacement non-serialized parts). Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Boston Aircraft Certification Branch, FAA New England Region, Aircraft Certification Division, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803; telephone (617) 273-7118. This procedure shall be done in accordance with prescribed parts of Sikorsky CSN 76-134, dated May 6, 1983, or CSN 76-134A, dated January 10, 1984. 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 Sikorsky Aircraft, Division of United Technologies Corporation, Attention: Commercial Product Support Department, 6900 Main Street, Stratford, Connecticut 06601-1381. Copies may be inspected at Office of Regional Counsel, FAA, Southwest Region, 4400Blue Mound Road, Fort Worth, Texas, or the office of the FEDERAL REGISTER, 1100 L Street, NW., Room 8401, Washington, D.C. This amendment amends Amendment 39-4508, AD 82-25-01 which became effective December 6, 1982. This amendment, 39-5456, becomes effective on December 1, 1986.
83-22-07: 83-22-07 BRITISH AEROSPACE: Amendment 39-4766. Applies to British Aerospace Model 3101 (all serial numbers) airplanes certificated in any category. Compliance: Required prior to further flight, unless already accomplished. To reduce the possibility of development of short period pitch oscillations, accomplish either paragraphs a) or b) as follows: a) Placard the airplane and modify the AFM as follows: 1) Fabricate and install in full view of the pilot a temporary placard using letters of minimum .10 inch in height which states: "FLIGHT IN ICING CONDITIONS PROHIBITED. MAXIMUM PERMITTED FLAP ANGLE IS 20 DEGREES." and operate the airplane in accordance with these limitations. 2) Add the following information to page 37, Section 5 of the AFM: "Landings must be made with no more than 20 degrees of flap selected. Increase approach speed by 10 knots." 3) Add the following information to pages 45 and 47, Section 5 of the AFM: "Landings must be made with no more than 20 degrees of flap selected. The scheduled field lengths are increased by 20 percent." 4) Insertion of a copy of this AD in front of the pages specified in paragraphs a)2) and a)3) above satisfies the requirements of these paragraphs. 5) The requirements of paragraphs a)1) through a)4) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. or b) Incorporate British Aerospace Modification JM7328, Part B, in accordance with the accomplishment instructions of British Aerospace Service Bulletin 27-A-JM7328, Revision 2, dated September 12, 1983. 1) Until AFM revisions are received and incorporated, make the following amendments in the AFM of the modified airplane: A) In Section 2 of page 3, the aftlimit of the center of gravity envelope is moved from 228 inches aft of datum to 226 inches aft of datum at all weights. B) In Section 5 of page 31, the weight limited both engines operating enroute climb speed is increased to the following values: AIRPLANE WEIGHT (THOUSANDS OF POUNDS) AIRSPEED (KNOTS IAS) 10 109.0 11 114.5 12 119.5 13 124.3 14 129.1 14.55 131.8 2) Following incorporation of British Aerospace Modification JM7328, Part B, perform a flight test in accordance with British Aerospace Flight Test Schedule FTS 397/JM dated August 2, 1983, as referenced in British Aerospace Service Bulletin 27-A-JM7328, Revision 2, dated September 12, 1983. This flight test is to be accomplished either by a British Aerospace factory test pilot or under the supervision of an FAA test pilot, or by a British Aerospace factory approved pilot. c) An equivalent means of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This AD supersedes AD 83-14-11, issued by priority letter dated July 19, 1983. This amendment becomes effective on November 10, 1983.
97-06-07 R1: 97-06-07 R1 DORNIER: Amendment 39-10178. Docket 97-NM-84-AD. Revises AD 97-06-07, Amendment 39-9964. Applicability: Model 328-100 series airplanes equipped with Burns Aerospace Corporation commuter seat models JB6.8-1-22 and JB6.8-2-42 passenger seats having serial numbers up to and including 384616; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe conditionhas not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the anchor point fasteners on the seat restraining system, which could result in release of the seat restraint and consequent injury to passengers, accomplish the following: (a) Within 60 days after April 18, 1997 (the effective date of AD 97-06-07, amendment 39-9964), replace each anchor point fastener on the restraining system of each seat with a fastener of improved design, in accordance with Dornier Service Bulletin SB-328-25-114, dated July 10, 1995, or Revision 1, dated April 17, 1997. NOTE 2: The referenced Dornier service bulletin refers to Burns Aerospace Corporation Service Bulletin 25-20-989, Revision B, dated June 14, 1995, or Revision D, dated August 25, 1995, as an additional source of service information for identifying the affected seats and replacing the anchor point fasteners on their restraining systems. (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 3: 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 sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Dornier Service Bulletin SB-328-25-114, dated July 10, 1995, or Dornier Service Bulletin SB-328-25-114, Revision 1, dated April 17, 1997. (1) The incorporation by reference of Dornier Service Bulletin SB-328-25-114, Revision 1, dated April 17, 1997, is approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. (2) The incorporation by reference of Dornier Service Bulletin SB-328-25-114, dated July 10, 1995, was approved previously by the Director of the Federal Register as of April 18, 1997 (62 FR 12081, March 14, 1997). (3) Copies may be obtained from Dornier Luftfahrt GmbH, P.O. Box 1103, D-82230 Wessling, Germany. 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. NOTE 4: The subject of this AD is addressed in German airworthiness directive 95-240/2, dated August 10, 1995. (e) This amendment becomes effective on November 13, 1997.
77-15-01: 77-15-01 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-2970. Applies to Model BO-105A and BO-105C Helicopters, certificated in all categories, except those incorporating tail-rotor shaft bearing bracket, P/N 105-30251.40. Compliance is required as indicated. To prevent possible failure of the tail-rotor drive system, accomplish the following: (a) Within the next 5 hours time in service after the effective date of this AD, remove the tail-rotor shaft fairings and visually inspect the tail boom skin for cracks in the vicinity of the three bearing brackets, P/N 105-30251.17, .18, and .19. (b) If no crack is found during the inspection required by paragraph (a) of this AD, repeat the inspection at intervals not to exceed 50 hours time in service since the last inspection. (c) If during any inspection required by this AD, one or more skin cracks at any of the three bearing brackets are found, comply with paragraphs (1) or (2) of this paragraph, as appropriate: (1) If not more than one crack is found at any bracket and no crack is found to exceed 10 mm (0.4 in.) in length, stop-drill the cracks with a 4 mm diameter drill, and repeat the inspections specified in paragraph (a) of this AD at intervals not to exceed 10 hours time in service since the last inspection. If during any inspection required by this AD, any crack is found to have propagated beyond the stop-drill hole or to exceed 10 mm (0.4 in) in length, comply with paragraph (2) of this paragraph, prior to further flight, except as provided in paragraph (d) of this AD. (2) If more than one crack is found at any bracket, prior to further flight, accomplish Subparagraph 2B2 of MBB Alert Service Bulletin No. 15, dated November 12, 1976, or an FAA-approved equivalent, and repeat the inspections specified in paragraph (a) of this AD at intervals not to exceed 10 hours time in service since the last inspection. (d) The helicopter may be flown under the provisions of FAR 21.197 and 21.199 to abase where the repair can be performed, subject to the following conditions: (1) Not more than one crack may exist at any bracket. (2) The crack length at any one bracket may not exceed 50 mm (2 in.). (3) Cracks may not exist on more than two brackets. This amendment becomes effective July 28, 1977.
2010-17-08: 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: Due to high fuel pressure, caused by exceeding pressure in front of the mechanical fuel pump (e.g. due to an electrical fuel pump), in limited cases a deviation in the fuel supply could occur. This can result in exceeding of the fuel pressure and might cause engine malfunction and/or massive fuel leakage. We are issuing this AD to prevent the pump from causing excessive fuel pressure, which could result in engine malfunction or a massive fuel leak. These conditions could cause loss of control of the airplane or a fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
71-24-08: 71-24-08 FAIRCHILD HILLER AIRCRAFT: Amdt. 39-1343. Applies to FH1100 Type Helicopters certificated in all categories. Compliance required as indicated. To preclude failure of the landing gear torque tube P/N 24-43041 at the skid support attachments accomplish the following: a. Within the next 50 hours in service after the effective date of this AD, unless already accomplished within the last 50 hours in service, inspect, and replace if necessary, torque tube P/N 24-43041 in accordance with Paragraphs 1 and 2 of Fairchild Hiller Service Letter No. SL FH1100-43-1 dated 5 October 1971 or later FAA approved Revision, or an alternate method approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. b. Within 100 hours in service after the inspection required by Paragraph a and every 100 hours in service thereafter, inspect and replace if necessary torque tube P/N 24-43041 in accordance with Paragraph 2 of Fairchild Hiller Service Letter SL FH1100-43-1 dated 5 October 1971 or later FAA-approved Revision, or an alternate method approved by the Chief, Engineering & Manufacturing Branch, FAA, Eastern Region. This amendment is effective November 30, 1971.
90-20-10: 90-20-10 BOEING: Amendment 39-6737. Docket No. 89-NM-75-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57- 2187, Revision 2, dated December 15, 1982, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent failure of the trailing edge flap track fail-safe straps, accomplish the following: \n\n\tA.\tWithin 4 years from the effective date of this AD, replace old design trailing edge flap track fail-safe straps, if installed, with improved fail-safe straps, and replace bolts having a grip length which is too short with bolts having the correct grip length, as applicable, in accordance with Boeing Service Bulletin 747-57-2187, Revision 2, dated December 15, 1982. \n\n\tB.\tSpecial 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. \n\n\tC.\tAn alternate means of compliance or adjustmentof the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 1601 Lind Avenue SW, Renton, Washington. \n\n\tThis amendment (39-6737, AD 90-20-10) becomes effective on October 22, 1990.
2008-17-01: The FAA is superseding an existing airworthiness directive (AD), which applies to all AvCraft Dornier Model 328-100 airplanes. That AD currently requires modifying the electrical wiring of the fuel pumps; installing insulation at the hand flow control and shut-off valves, and other components of the environmental control system; and installing markings at fuel wiring harnesses. The existing AD also requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new inspections of the fuel tank system. This new AD replaces the flight-hour-based threshold for conducting certain initial inspections, with an 8-year threshold. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. DATES: This AD becomes effective September 17, 2008. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of September 17, 2008. On July 29, 2005 (70 FR 36470, June 24, 2005), the Director of the Federal Register approved the incorporation by reference of AvCraft Service Bulletin SB-328-00-445, including Price Information Sheet, dated August 23, 2004; and Dornier Temporary Revision ALD-080, dated October 15, 2003.
47-25-03: 47-25-03 CULVER: (Was Mandatory Note 5 of AD-778-2.) Applies Only to Serial Numbers V-1 to V-130, Inclusive. Compliance required prior to August 15, 1947. Inspect the nose gear drag link for the type of connection used to attach the aft fitting. The 3/4-inch diameter tube must butt the aft fitting. If otherwise, replace the link or rework accordingly. (Culver Service Bulletin No. 1 covers this same subject.)
2008-17-15: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -800, and -900 series airplanes. This AD requires installing hot short protector (HSP) support brackets and equipment for the fuel quantity indicating system (FQIS) fuel densitometer and other specified actions as applicable. This AD also requires revising the Airworthiness Limitations (AWLs) section of the Instructions for Continued Airworthiness to incorporate AWL No. 28-AWL- 07. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the center tank fuel densitometer from overheating and becoming a potential ignition source inside the center fuel tank, which, in combination with flammable fuel vapors, could result in a center fuel tank explosion and consequent loss of the airplane.
71-23-01: 71-23-01 PILATUS AIRCRAFT: Amdt. 39-1326. Applies to Pilatus Model PC-6 (Heli-Porter) airplanes manufactured by Fairchild Hiller. Compliance is required as indicated. (a) Before further flight, unless already accomplished, inspect the aileron control cable turnbuckles for safety wires that meet the size and corrosion resistance specifications and the method of safetying specifications of Military Standard 20995C47 and Military Standard 33591, respectively, or FAA-approved equivalents. (b) Within the next 50 hours' time in service after the effective date of this AD or before November 15, 1971, whichever occurs sooner, inspect the rudder, elevator, and flap control cables turnbuckles for safety wires that meet the size and corrosion resistance specifications of Military Standard 20995C47 and Military Standard 33591, respectively, or FAA-approved equivalent. (c) If turnbuckle safety wires are found that do not meet the size or corrosion resistance specificationsor the method of safetying specifications of Military Standard 20995C47 and Military Standard 33591, respectively, or FAA-approved equivalents, during an inspection required by paragraph (a) or (b), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, replace affected turnbuckle safety wires with safety wires that meet those specifications or FAA-approved equivalents. (d) Within the next 50 hours' time in service after the effective date of this AD or before November 15, 1971, whichever occurs sooner, inspect the rudder and elevator trim cable turnbuckles for safety wires that meet the size and corrosion resistance specifications and the method of safetying specifications of Military Standard 20995C32 and Military Standard 33591, respectively, or FAA-approved equivalents. (e) If turnbuckle safety wires are found that do not meet the size or corrosion resistance specifications or the method ofsafetying specifications of Military Standard 20995C32 and Military Standard 33591, respectively, or FAA-approved equivalents, during an inspection required by paragraph (d), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repairs can be performed, replace affected turnbuckle safety wires with safety wires that meet those specifications or FAA-approved equivalents. (Fairchild Hiller Service Letter PC-6-27-2, dated July 20, 1971, refers to this subject). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective immediately upon receipt of the airmail letter dated October 9, 1971, which contained this amendment.
90-23-08: 90-23-08 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-6778. Docket No. 89-ASW-68. Applicability: All MBB Model BO105C and BO105S series helicopters, certified in any category, that operate in snow conditions. Compliance: Required as indicated, unless already accomplished. To prevent engine flameout resulting from ingestion of layers of wet snow in engine inlets, accomplish the following: (a) Install a continuous ignition system in accordance with MBB Service Bulletin, SB-BO 105-80-108, "Optional Equipment-Retrofit of Continuous Ignition System," dated May 11, 1990. (b) Incorporate into the applicable Rotorcraft Flight Manual (RFM) the FAA- approved flight manual Revision No. 2/16, dated October 1, 1989, which includes the following paragraphs 2.8.2.4 and 2.8.2.5: 2.8.2.4 Snow Conditions Operation in snow is prohibited, except when the Continuous Ignition System) OPT 19 is installed and switched on. Prior to takeoff, snow and ice must be removed, particularly from the following areas: - cabin roof - transmission cowling interior in front of engine air intakes - transmission compartment interior - engine inlet deflector shield. NOTE: After engine operation in snow make an entry in the logbook. Maintenance action is required in accordance with the Allison Operation and Maintenance Manual. 2.8.2.5 Engine Inlet Deflector Shield The engine inlet deflector shield must be installed at all times. The procedures shall be done in accordance with MBB Service Bulletin SB-BO 105-80- 108, which incorporates the following pages: 1, 2, and 8, Rev. 1, dated May 11, 1990; 3-7 and 9, Original, dated June 12, 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 MBB Helicopter Corporation, 900 Airport Road, P.O. Box 2345, West Chester, PA 19380. Copies may be inspected at the Office of the Assistant Chief Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8301, Washington, DC. This amendment (39-6778, AD 90-23-08) becomes effective on December 3, 1990.
2021-26-13: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-A2, Trent 1000- AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts, updating direct accumulation counting (DAC) data files, and updating certain maintenance tasks. This AD requires revision of the engine TLM life limits of certain critical rotating parts and DAC data files, as specified in a 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.
2021-26-07: The FAA is superseding Airworthiness Directive (AD) 2020-11- 05, which applied to all Airbus Helicopters Model EC120B helicopters. AD 2020-11-05 required repetitive inspections of the tail rotor (TR) hub body for cracks and applicable corrective actions if necessary, and repetitive replacement of the attachment bolts, washers, and nuts of the TR hub body. This AD was prompted by a report of recurrent loss of tightening torque on several attachment bolts on the TR hub body. This AD retains certain requirements of AD 2020-11-05, adds repetitive inspections, requires additional corrective actions, and updates applicable service information. The FAA is issuing this AD to address the unsafe condition on these products.
88-13-03 R1: 88-13-03 R1 CESSNA: Amendment 39-5946 as amended by Amendment 39-6135. Applicability: Model S550 series airplanes, Serial Numbers S550-0001 through S550-0158, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of control of the airplane during landing or takeoff due to failure of the cotter pins securing the main landing gear torque link connections, accomplish the following: A. Within 48 hours after the effective date of this AD, incorporate the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by including a copy of this AD in the AFM: "Prior to the first flight of each day, verify that the cotter pins securing the left and right main landing gear torque link connections are installed. If either cotter pin is broken, missing, or exhibits any evidence of being cut or sheared by the nut, prior to further flight, accomplish paragraph B. of this AD." B. If either cotter pin is broken, missing, or exhibits any evidence of being cut or sheared by the nut, the nut must be retorqued to 630 inch-pounds, then tightened to align the cotter pin(s) hole, up to a maximum torque of 810 inch-pounds, and a new cotter pin(s), P/N MS24665-287, installed. This must be accomplished in accordance with Cessna S550 Maintenance Manual Section 32-11-01, pages 403, 404, and 405. C. Modification of the main landing gear torque link assemblies in accordance with Cessna Service Bulletin SBS550-32-5, dated August 26, 1988, constitutes terminating action for the requirements of paragraphs A. and B., above. 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. 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. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas. Airworthiness directive 88-13-03 (Amendment 39-5946) which was effective June 20, 1988, superseded AD 86-01-02 (Amendment 39-5237) which was effective March 7, 1986, to all persons except those to whom it was made immediately effective by Priority Letter AD 86-01-02 dated January 6, 1986. This amendment (39-6135, AD 88-13-03 R1) becomes effective March 15, 1989.
47-21-10: 47-21-10 NAVION: (Was Mandatory Note 9 of AD-782-3.) Applies to Serial Numbers NAV-4-2 Through HAV-4-1010 Which Incorporate Hartzell HC-12X20-1 Propellers. To be accomplished not later than September 1, 1947. The propeller control piston guide pins, Hartzell P/N A-11, require additional safetying in order to prevent loosening and subsequent loss of engine oil. This is accomplished by the installation of a 3/32-inch steel dowel through the guide pin. (NAA Field Service Bulletin No. 30 covers this rework.)