Results
93-24-09: 93-24-09 BRITISH AEROSPACE: Amendment 39-8758. Docket 93-NM-65-AD. Supersedes AD 92-01-01, Amendment 39-8124. Applicability: Model ATP airplanes; serial numbers 2001 through 2053 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of all primary electric power sources, accomplish the following: (a) Within 30 hours time-in-service after January 24, 1992, (the effective date of AD 92-01-01, Amendment 39-8124), accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD: (1) Trip and lock out the alternative three-phase circuit breaker to each transformer rectifier unit (TRU), and perform an operational test to ensure that the auto-changeover system is inoperative, in accordance with British Aerospace Service Bulletin ATP-24-42-10244A, Revision 1, dated November 7, 1991. (2) Revise the Emergency Procedures and Abnormal Procedures Sections of the FAA-approved Airplane Flight Manual (AFM) to include AFM (Document No. ATP 004) Temporary Revision No. 22 (T/22), Issue 1, dated November 1, 1991. (3) Amend the AFM, Section 0.25.0, in accordance with paragraph 2.(6) of British Aerospace Service Bulletin ATP-24-42-10244A, Revision 1, dated November 7, 1991. (b) Within 6 months after the effective date of this AD, accomplish paragraphs (b)(1) and (b)(2) of this AD. (1) Replace the currently-installed Cutler Hammer contactor type SM15-CK-A6 or SM15-CK-A8 with Leach contactor type HA1F, in accordance with British Aerospace Service Bulletin ATP-24-49-10247A, Revision 1, dated October 23, 1992. (2) Revise the Emergency Procedures and Abnormal Procedures Sections of the AFM (Document No. ATP-004) to include Temporary Revision No. T/26, Issue 1, dated May 22, 1992. (c) Accomplishment of the contactor replacement and the AFM revision required by paragraph (b) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. The AFM revisions required by paragraphs (a)(2) and (a)(3) of this AD are revised as necessary by incorporation of AFM Temporary Revision No. T/26, Issue 1, dated May 22, 1992, and the automatic alternative three-phase power supply to each TRU is re-activated. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with British Aerospace Service Bulletin ATP-24-42-10244A, Revision 1, dated November 7, 1991; British Aerospace Service Bulletin ATP-24-49-10247A, Revision 1, dated October 23, 1992; Temporary Revision No. 22 (T/22), Issue 1, dated November 1, 1991; and Temporary Revision No. T/26, Issue 1, dated May 22, 1992. Revision 1 of British Aerospace Service Bulletin ATP-24-49-10247A contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1, 3-34, 39, 81-84 1 October 23, 1992 2, 35-37, 41, 43, 45, 47, 49, 51, 53, 55, 57, 59, 61, 63, 65, 67, 69, 71, 73, 75, 77, 79 Original July 15, 1992 38, 40, 42, 44, 46, 48, 50, 52, 54, 56, 58, 60, 62, 64, 66, 68, 70, 72, 74, 76, 78, 80 (These pages are not used) The incorporation by reference of British Aerospace Service Bulletin ATP-24-42-10244A, Revision 1, dated November 7, 1991, and Temporary Revision No. 22 (T/22), Issue 1, dated November 1, 1991, was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of January 24, 1992 (57 FR 784, January 9, 1992). The incorporation by reference of the remainder of the service documents listed above is 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 Jetstream Aircraft, Inc., Librarian for Service Bulletins, P.O. Box 16029, Dulles International Airport, Washington, DC. 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. (g) This amendment becomes effective on January 21, 1994.
2016-11-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of unreliable performance of the fuel scavenge system. This AD requires changing the main fuel tank water scavenge system, center fuel tank fuel scavenge system, and certain electrical panels; doing related investigative actions; doing corrective actions if necessary; and, for certain airplanes, changing the fuel scavenge system to give redundant control of the center override/jettison fuel pumps and main jettison fuel pumps. We are issuing this AD to prevent fuel exhaustion and subsequent power loss of all engines due to loss of capability to scavenge fuel in the center fuel tank.
2016-11-08: We are superseding Airworthiness Directive (AD) 2001-12- [[Page 34877]] 18 for certain CASA Model CN-235 series airplanes. AD 2001-12-18 required modification of the rigging of the engine control cable assembly and replacement of either the entire engine control cable assembly or a segment of the control cables. This new AD would retain the requirements of AD 2001-12-18. This new AD also requires repetitive replacements of each power lever and condition lever Teleflex cable with a new or serviceable part, and removes airplanes from the applicability. This AD was prompted by reports of new occurrences of cable disruption on a certain part number; the disruption is caused by microcracks along the cable surface. We are issuing this AD to prevent fatigue of the engine control cables, leading to breakage of the cables, which could result in reduced controllability of the airplane.
2001-07-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Hartzell Propeller Inc. Y-shank series propellers, identified by hub serial numbers, that were returned to service by Brothers Aero Services Company, Inc. (BASCO). This AD requires maintenance actions amounting to an overhaul of affected propellers. This amendment is prompted by reports of propellers returned to service by BASCO as overhauled that had numerous unsafe conditions after being returned to service by BASCO. The actions specified by this AD are intended to prevent propeller failure of the propellers returned to service by BASCO, and possible loss of airplane control.
82-05-01 R2: 82-05-01 R2 EMPRESA BRASILEIRA DE AERONAUTICA S/A (EMBRAER): Amendment 39-4325 as amended by Amendment 39-4455 is further amended by Amendment 39- 4747. Applies to Models EMB-110P1 and EMB-11OP2 airplanes, certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished: To prevent failure of wing flap actuators, accomplish the following: A) Within the next 50 hours time-in-service after March 1, 1982, and thereafter at intervals not to exceed 1500 landings or 12 months time-in-service, whichever occurs first. 1. Prepare the wing flap actuators for inspection by extending the flaps to the fully-extended position. CAUTION Make sure that the Battery Switch is "Off" and that flaps are not inadvertently operated while the flap actuators are being serviced. 2. Disconnect each wing flap from the actuator lug by removing the cotter pin, nut, washer and attaching bolt. CAUTION When removing the attaching bolt, provide a support for flap to prevent its rotation and possible damage. 3. Remove the safety wire and four retaining screws from the outer cover of the actuator. 4. Slide the inner and outer covers toward the reduction gearbox to expose the threaded shaft. Clean the shaft in accordance with good aircraft practices. 5. While manually retracting and extending the threaded shaft, determine: a. General condition of the shaft. b. Movement of the shaft while turning it by hand - must be free and smooth. c. Longitudinal motion of the shaft in the ballscrew/nut assembly - play must be practically undetectable by handling manually. d. That the transverse motion of the ballscrew/nut assembly, measured at the rod end of the shaft, does not exceed .20 inch (5 mm), when the shaft is fully extended, near the middle of the course, and retracted. e. General condition of the ballscrew/nut, its attachment to the main carrier tube, the fastening of the ball-return tube and the general condition of its clamp in the D2246-3 and D2246-4 actuators, and safety of the ball-return cover in the D2246-5, D2246-6, D2246-31 and D2246-41 actuators. For access, it is necessary to remove the plastic strip EEMCO P/N A12139 from the primary cover (if the plastic strip is not damaged during removal, it may be reused). (i) With the jackscrew extended, move both covers to the rod end, leaving the ball nut completely exposed. (ii) Remove all dirt and grease from the ball nuts. (iii) Check the ball-return tube fastening clamp for general condition and proper safety by attempting to move it longitudinally and rotationally. Also check the general condition and safety of the ball-return tube and for security of the ballscrew. Any indication of looseness of the ball-return tube fastening clamp or the ball-return tube is cause for replacement of the actuator. (iv) Reinstall the plastic strip P/N A12139.6. Inspect for damage and wear of sealing rings in the inner and outer actuator covers, used to protect the ballscrew and threaded shaft from moisture and dirt. 7. If any of the items inspected in Sections 5 and 6 above are not satisfactory, repair or overhaul the actuator in accordance with EEMCO Service Bulletin 27-53- 02, or replace, as necessary. 8. Lubricate the actuator and reduction gearbox: a. Remove the safety wire and upper screw where the actuator joins reduction gearbox. b. Manually extend the jackscrew to the mechanical stop. c. Inject MIL-G-23827 grease into the gearbox through the screw hole to fill the gearbox and main actuator tube. d. Temporarily install the gearbox upper screw. e. Manually retract the jackscrew until fresh grease appears between the ball nut and jackscrew. f. Remove the gearbox upper screw again to remove the excess grease by continuing to manually retract the jackscrew to the mechanical stop.g. Install the upper screw in the gearbox; safety screw with lockwire. h. Clean the main actuator tube exterior by removing all grease to prevent dust deposits. i. Lubricate the extended jackscrew by brush-daubing it with MIL- G-23827 grease. 9. Slide the outer cover aft to the proper position on the rod end cap. 10. Install the four retaining screws and safety wire. 11. Reconnect the flap to the actuator lug by installing attaching bolt, washer, nut and cotter pin. Adjust the wing flap control system to assure that the flap actuator does not contact the mechanical stop before the actuating motor stops rotating. The motor stop should be contacted, at a minimum distance of 1/4 turn, before the actuator contacts its mechanical stop for actuators P/N D2246-3, D2246-4, D2246-31, and D2246-41. The minimum distance for P/N D2246-5 and D2246-6 actuators is 1/2 turn. Damage to the mechanism may result if these distances are not maintained. 12. Check for proper operation and rigging of the wing flaps and flap position indication according to EMBRAER Technical Manual T.O. 1C95-2-5. Check and, if necessary, adjust the flap asymmetry detection system. B) On or before September 30, 1982, replace the flap actuators P/N 2246-3 and D2246-4 with actuators P/N 2246-5 and D2246-6 or P/N D2246-31 and D2246-41, respectively, and continue to comply with paragraph A) of this AD. C) Upon request by the operator, an FAA Maintenance Inspector, subject to the approval of the Atlanta Aircraft Certification Office, may adjust the inspection compliance times to an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. D) Any equivalent method of compliance with this AD must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, 3400 Norman Berry Drive, East Point, Georgia 30320; telephone (404) 763-7428. EMBRAER Service Bulletin No. 110-27-043, Revision 02, dated July 13, 1983, covers the subject matter of this AD. This AD supersedes AD 79-24-03 R1, Amendment 39-3974 which, in turn, revised AD 79-24-03, Amendment 39-3616. Amendment 39-4325 became effective March 1, 1982. Amendment 39-4455 became effective on August 24, 1982. This Amendment 39-4747 becomes effective on October 26, 1983.
2022-24-16: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-300 and -400 airplanes. This AD was prompted by the identification of a quality escape in the installation of certain fasteners of the lower beam (frame) splices of the overwing emergency exit (OWE) doors. This AD requires inspection, rework, if applicable, and replacement of the splice fasteners of the right-hand (RH) and left-hand (LH) OWE doors, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
93-13-04: 93-13-04 FOKKER: Amendment 39-8617. Docket 91-NM-121-AD. Supersedes AD 89-07-16 R1, Amendment 39-6444. Applicability: Model F28 Mark 1000, 2000, 3000 and 4000 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of these airplanes, accomplish the following: NOTE 1: This AD references Fokker Structural Integrity Program (SIP) Document 28438, Part I, including revisions up through November 1, 1988; and Fokker SIP Document 28438, Part I, including revisions up through October 15, 1992; for inspection procedures, compliance times, repairs, replacement and reporting requirements. In addition, this AD specifies compliance times different from those included in the SIP Document. Where there are differences between the AD and the SIP Document, the AD prevails. NOTE 2: Cracked structure detected during the inspections required by paragraph (a) or (b) of this AD that is repaired or replaced in accordance with data meeting the certification basis of the airplane and approved by the Rijksluchtvaartdienst (RLD) is equivalent to FAA approval and constitutes an acceptable method of compliance. (a) Within six months after February 5, 1990 (the effective date of Amendment 39-6444, AD 89-07-16 R1), incorporate into the FAA-approved maintenance program the inspections, inspection intervals, repairs, or replacements defined in the Fokker Structural Integrity Program (SIP) Document 28438, Part I, including revisions up through November 1, 1988; and inspect, repair, and replace, as applicable. The non-destructive inspection techniques referenced in this document provide acceptable methods for accomplishing the inspections required by this AD. Inspection results, where a crack is detected, must be reported to Fokker, in accordance with the instructions of the SIP document. Information collection requirements contained in this regulation have beenapproved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (b) Within six months after the effective date of this AD, replace the revision of the FAA-approved maintenance program required by paragraph (a) of this AD with the inspections, inspection intervals, repairs, or replacements defined in the Fokker SIP Document 28438, Part I, including revisions up through October 15, 1992; and inspect and repair, or replace, as applicable. The non-destructive inspection techniques referenced in this document provide acceptable methods for accomplishing the inspections required by this AD. Inspection results, where a crack is detected, must be reported to Fokker, in accordance with the instructions of the SIP document. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under theprovisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) Cracked structure detected during the inspections required by paragraph (a) or (b) of this AD must be repaired or replaced, prior to further flight, in accordance with the instructions in Fokker SIP Document 28438, Part I, including revisions up through November 1, 1988 [for airplanes inspected in accordance with paragraph (a) of this AD]; or Fokker SIP Document 28438, Part I, including revisions up through October 15, 1992 [for airplanes inspected in accordance with paragraph (b) of this AD]; or in accordance with other data meeting the certification basis of the airplane which is approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate, or by the RLD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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: Repairs approved as alternative methods of compliance for AD 89-07-16 R1 constitute valid approvals for compliance with this AD, unless otherwise specified. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections, repair, and replacement procedures shall be done in accordance with Fokker Structural Integrity Program (SIP) Document 28438, Part 1, revised up through October 15, 1992, which contains the following list of effective pages: Item Number Page Number Revision Level Shown on Page Date Shown on Page INTRODUCTION - 1-27 - October 15, 1992 INSPECTIONS 27-20-01 1 - March 1, 1982 27-30-01 1 3 August 31, 1990 27-40-01 1 2 August 31, 1990 27-50-01 1 2 March 20, 1986 27-50-02 1 2 March 20, 1986 27-50-03 1 2 March 20, 1986 27-50-04 1 2 March 20, 1986 27-50-05 1 - March 1, 1982 27-50-06 1 - March 1, 1982 27-50-07 1 2 August 31, 1990 27-50-08 1 3 August 31, 1990 27-50-09 1 3 August 31, 1990 27-50-10 1 1 August 31, 1990 27-61-01 1 1 August 31, 1990 27-61-02 1 2 October 15, 1992 27-61-03 1 2 August 31, 1990 27-63-01 1 1 August 31, 1990 27-63-02 1 - March 1, 1982 27-63-03 1 1 November 1, 1988 27-63-04 1 1 August 31, 1990 27-63-05 1 1 November 1, 1988 29-10-01 1 1 August 31, 1990 32-10-01 1 1 August 31, 1990 32-10-02 1 1 August 31, 1990 32-10-03 1 1 August 31, 1990 32-10-04 1 1 August 31, 1990 32-10-05 1 3 October 15, 1992 32-30-01 1 1 October 15, 1992 32-42-01 1 1 August 31, 1990 32-42-02 1 1 August 31, 1990 32-50-01 1 3 October 15, 1992 52-10-01 1 2 May 1, 1984 52-10-01 2 - May 1, 1984 52-10-02 1 2 August 31, 1990 52-10-03 1 3 October 15, 1992 52-10-05 1 - October 15, 1992 52-20-01 1 6 October 15, 1992 52-20-02 1 5 October 15, 1992 52-30-01 1 2 August 31, 1990 52-30-02 1 2 August 31, 1990 52-30-03 1 2 August 31, 1990 52-30-04 1 2 August 31, 1990 52-30-05 1 3 October 15, 1992 52-30-05 2 4 October 15, 1992 52-30-06 1 2 October 15, 1992 52-30-07 1 2 October 15, 1992 Item Number Page Number Revision Level Shown on Page Date Shown on Page 52-30-07 2 - October 15, 1992 52-30-08 1 1 August 31, 1990 52-30-09 1 - October 15, 1992 52-30-10 1 - October 15, 1992 52-30-11 1 - October15, 1992 52-31-01 1 1 August 31, 1990 52-31-02 1 2 August 31, 1990 52-40-01 1 4 October 15, 1992 52-40-02 1 4 October 15, 1992 53-10-01 1-2 4 October 15, 1992 53-10-02 1 4 October 15, 1992 53-10-02 2 3 (deleted) 53-10-03 1 4 October 15, 1992 53-10-04 1 3 October 15, 1992 53-10-05 1-2 4 October 15, 1992 53-10-06 1 4 October 15, 1992 53-10-07 1 3 October 15, 1992 53-10-08 1 5 October 15, 1992 53-10-08 2-3 2 October 15, 1992 53-10-09 1 2 August 31, 1990 53-10-10 1 3 October 15, 1992 53-10-11 1 3 October 15, 1992 53-10-12 1 2 October 15, 1992 53-10-13 1 2 October 15, 1992 53-10-14 1 4 October 15, 1992 53-10-18 1 3 October 15, 1992 53-10-18 2 1 October 15, 1992 53-10-18 3 - October 15, 1992 53-10-19 1 2 October 15, 1992 53-10-20 1 2 October 15, 1992 53-10-21 1 2 October 15, 1992 53-10-22 1 1 October 15, 1992 53-10-23 1 1 October 15, 1992 53-10-24 1- (Not Dated) 53-10-24 2 - October 15, 1992 53-10-25 1 - October 15, 1992 53-30-01 1 3 October 15, 1992 53-30-02 1 3 October 15, 1992 53-30-03 1 4 October 15, 1992 53-30-05 1-2 3 October 15, 1992 53-30-06 1-6 3 October 15, 1992 53-30-06 7-9 - October 15, 1992 53-30-07 1 3 October 15, 1992 53-30-07 2 2 October 15, 1992 53-30-07 3 1 October 15, 1992 53-30-08 1 3 October 15, 1992 53-30-09 1 1 October 15, 1992 53-30-09 2-8 - October 15, 1992 53-40-01 1 2 October 15, 1992 Item Number Page Number Revision Level Shown on Page Date Shown on Page 53-40-02 1 4 October 15, 1992 53-40-02 2 1 October 15, 1992 53-40-03 1 2 August 31, 1990 53-40-04 1 4 October 15, 1992 53-50-01 1 1 August 31, 1990 53-50-01 2 2 August 31, 1990 55-30-01 1 4 October 15, 1992 55-50-01 1 4 October 15, 1992 55-50-02 1 4 October 15, 1992 55-50-04 1 1 August 31, 1990 55-50-05 1 - October 15, 1992 57-10-01 1 3 October 15, 1992 57-10-01 2 2 March 20, 1986 57-10-02 1 2 October 15, 1992 57-10-02 2 2 March 20, 1986 57-10-03 1 2 October 15, 1992 57-10-03 2 2 March 20, 1986 57-10-04 1 4 August 31, 1990 57-10-05 1 4 October 15, 1992 57-10-06 1 5 October 15, 1992 57-10-07 1 5 October 15, 1992 57-10-07 2 3 October 15, 1992 57-10-09 1 1 October 15, 1992 57-10-10 1 - October 15, 1992 57-30-01 1-2 5 October 15, 1992 57-30-02 1 2 October 15, 1992 57-40-01 4 3 October 15, 1992 57-40-01 2 2 August 31, 1990 57-40-01 3 3 August 31, 1990 57-40-01 4 2 August 31, 1990 57-40-02 1 4 October 15, 1992 57-40-03 1 2 August 31, 1990 57-40-04 1 2 October 15, 1992 57-40-04 2 2 March 20, 1986 57-40-05 1 4 October 15, 1992 57-40-06 1 3 October 15, 1992 57-40-07 1 3 October 15, 1992 57-40-08 1 3 October 15, 1992 57-40-09 1 2 August 31, 1990 57-40-10 1 1 August 31, 1990 57-40-11 1 1 August 31, 1990 57-50-01 1 2 August 31, 1990 57-50-02 1 3 October 15, 1992 57-50-03 1 3 October 15, 1992 57-50-04 1 3 October 15, 1992 57-50-05 1 3 October 15, 1992 57-50-06 1 3 October 15, 1992 71-20-01 1 3 August 31, 1990 72-00-01 1 1 May 1, 1984 Item Number Page Number Revision Level Shown on Page Date Shown on Page ILLUSTRATIONS 27-20-01 1 - March 1, 1982 27-30-01 1 - March 1, 1982 27-40-01 1 - March 1, 1982 27-50-01 1 1 August 31, 1990 27-50-01 2 - August 31, 1990 27-50-10 1 - September 25, 1987 27-61-01 1 - March 1, 1982 27-61-03 1 - March 1, 1982 27-63-01 1 - March 1, 1982 27-63-02 1 - March 1, 1982 29-10-01 1 - March 1, 1982 32-10-01 1 - March 1, 1982 32-10-02 1 - March 1, 1982 32-10-03 1 - March 1, 1982 32-42-01 1 - March 1, 1982 32-50-01 1 - March 1, 1982 52-10-01 1 2 August 31, 1990 52-10-02 1 1 October 15, 1992 52-10-05 1 - October 15, 1992 52-20-01 1 - March 1, 1982 52-30-01 1 1 August 31, 1990 52-30-01 2 - August 31, 1990 52-30-05 1 2 October 15, 1992 52-30-06 1 2 October 15, 1992 52-30-09 1 - October 15, 1992 52-31-01 1 1 November 1, 1982 52-40-01 1 - March 1, 1982 53-10-01 1 1 August 31, 1990 53-10-01 2 - August 31, 1990 53-10-03 1 - August 31, 1990 53-10-04 1 1 October 15, 1992 53-10-05 1 2 August 31, 1990 53-10-06 1 - August 31, 1990 53-10-07 1 1 October 15, 1992 53-10-08 1 4 August 31, 1990 53-10-09 1 - March 1, 1982 53-10-10 1 1 August 31, 1990 53-10-11 1 - March 1, 1982 53-10-12 1 - March 1, 1982 53-10-14 1 2 October 15, 1992 53-10-18 1 3 October 15, 1992 53-10-18 2 - October 15, 1992 53-10-19 1 - September 25, 1987 53-10-20 1 - September 25, 1987 53-10-21 1 - November 1, 1988 53-10-22 1 - August 31, 1990 53-10-23 1 1 October 15, 1992 53-10-24 1 - October 15, 1992 Item Number Page Number Revision Level Shown on Page Date Shown on Page 53-10-25 1 - October 15, 1992 53-30-01 1 1 August 31, 1990 53-30-02 1 - August 31, 1990 53-30-03 1 2 August 31, 1990 53-30-05 1 2 October 15, 1992 53-30-06 1-5 - October 15, 1992 53-30-07 1-6 - October 15, 1992 53-30-08 1-2 - October 15, 1992 53-30-09 1-9 - October 15, 1992 53-40-01 1 1 August 31, 1990 53-40-02 1 2 October 15, 1992 53-40-03 1 - December 15, 1983 53-40-04 1 1 August 31, 1990 53-50-01 1 - March 1, 1982 55-30-01 1 1 October 15, 1992 55-50-01 1 2 October 15, 1992 57-10-01 1 2 October 15, 1992 57-10-02 1 - March 1, 1982 57-10-04 1 - March 1, 1982 57-10-05 1 1 August 31, 1990 57-10-06 1 - March 1, 1982 57-10-07 1 2 October 15, 1992 57-10-09 1 - August 31, 1990 57-10-10 1 - October 15, 1992 57-30-01 1 1 November 1, 1988 57-30-021 1 August 31, 1990 57-40-01 1 2 August 31, 1990 57-40-01 2 - August 31, 1990 57-40-02 1 1 August 31, 1990 57-40-03 1 - March 1, 1982 57-40-05 1 1 August 31, 1990 57-40-07 1 1 August 31, 1990 57-40-09 1 - September 25, 1987 57-40-10 1 - September 25, 1987 57-40-11 1 - September 25, 1987 57-50-02 1 - March 1, 1982 57-50-04 1 - March 1, 1982 57-50-06 1 - March 1, 1982 71-20-01 1 - March 1, 1982 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (g) This amendment becomes effective on August 18, 1993.
2001-06-10: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B4-601, A300 B4-603, A300 B4-620, A300 B4-605R, A300 B4-622R, and A300 F4-605R airplanes. This AD requires repetitive high frequency eddy current (HFEC) or rototest inspections to detect cracking in the area surrounding the frame feet attachment holes between fuselage frames (FR) 41 and FR46; installation of new fasteners for certain airplanes; and follow-on corrective actions, if necessary. This AD is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracking of the center section of the fuselage, which could result in rupture of the frame foot and reduced structural integrity of the airplane.
2001-06-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes powered by General Electric engines, that requires modification of the nacelle strut and wing structure. This amendment is prompted by reports indicating that the actual operational loads applied to the nacelle are higher than the analytical loads that were used during the initial design. Such an increase in loading can lead to fatigue cracking in the primary strut structure prior to an airplane reaching its design service objective. The actions specified by this AD are intended to prevent fatigue cracking in the primary strut structure and consequent reduced structural integrity of the strut. \n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the\nDirector of the Federal Register as of May 7, 2001.\n\n\tThe incorporation by reference of a certain other publication, as listed in the regulations, was approved previously by the Director of the Federal Register as of July 24, 2000 (65 FR 37843, June 19, 2000).\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of October 17, 2000 (65 FR 58641, October 2, 2000).\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 5, 2001 (66 FR 8085, January 29, 2001).
2001-06-16: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that currently requires revisions to the Airplane Flight Manual (AFM) and installation of inspection aids on the wing upper surfaces. This amendment requires, among other actions, installation of an overwing heater blanket system or primary upper wing ice detection system, and installation of a heater protection panel or an equipment protection device on certain overwing heater blanket systems. This amendment is prompted by incidents in which ice accumulation on the wing upper surfaces shed into the engines during takeoff. The actions specified by this AD are intended to prevent ice accumulation on the wing upper surfaces, which could result in ingestion of ice into one or both engines and consequent loss of thrust from one or both engines. \n\n\tThe incorporation by reference of McDonnell Douglas Service Bulletin30-59, dated September 18, 1989, and McDonnell Douglas Service Bulletin 30-59, Revision 1, dated January 5, 1990, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 17, 1992 (57 FR 2014, November 12, 1998).\n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, is approved by the Director of the Federal Register as of May 7, 2001.
58-26-01: 58-26-01 BELL: Applies to All Models 47G2 and 47J Helicopters With Engine Cooling Fan Index Plate Assembly, P/N 47-661-801-5 Installed. Compliance required within next 25 hours of operation. Fabricating procedures used on the engine cooling fan index plate assembly, P/N 47-661-801-5, which involve silver brazing have resulted in a possible defective bond between the fan index plate and the fan shaft. To prevent failure of this joint, all Models 47G2 and 47J helicopters having silver brazed index plate assemblies must be reworked as indicated: 1. Locate the longitudinal center line of portion of the 47-669-117-5 shaft on which the fan mounts and drill one 0.2130-inch diameter hole (blind) 0.63-inch deep through the 47-669-106-5 or -7 index plate and into the end of 47-669-117-5 fan shaft. 2. Locate the intersections of a line between the two end indexing holes and the end of the 47-669-117-5 shaft which projects through the indexing plate and drill 0.2130-inch diameter holes. 3. Tap all three holes using a 1/4-28UNF3A tap and install AN 4H4A bolts and AN 960-416 washers. Safety wire the heads of all three holes with AN 995C32 lockwire. Model 47G2 helicopters, Serial Numbers 2213, 2214, 2229, 2230, 2231, 2232, 2235 and subsequent, and Model 47J helicopters, Serial Numbers 1420, 1581, 1713, 1731, 1734, 1737, 1743, 1744, 1747, and subsequent will have reworked or heli-arc welded index plate assemblies, identified as P/N 47-661-801-25 or P/N 47-661-801-21, installed prior to delivery and are not affected by this directive. In addition, some early 47G2 and 47J helicopters equipped with fan index plate assemblies marked as P/N 47-661-801-5 are steel welded in a satisfactory manner and need not be reworked. These may be identified by a 1/4-inch deep by 0.56-inch diameter counterbore in the aft end of the engine cooling fan shaft. A flashlight and mirror are needed to determine the existence of the counterbore. (Bell Mandatory Service Bulletin No. 126SB dated October 2, 1958, covers this same subject.)
2016-10-12: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by accomplishment of a taxi-out checklist which revealed that the elevator movement was partially obstructed due to rotation of the flight control lock adjuster bracket. This AD requires a one-time inspection of the elevator tension control regulator for discrepancies, and corrective actions if necessary. We are issuing this AD to detect and correct discrepancies of the elevator tension control regulators. Such a condition could result in jamming of the elevator mechanism and consequent reduced controllability of the airplane.
93-21-11: 93-21-11 FOKKER: Amendment 39-8725. Docket 93-NM-83-AD. Applicability: Model F27 series airplanes, excluding Model F27 Mark 050 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the brake control valve actuating levers, accomplish the following: (a) Within 12 months after the effective date of this AD, or prior to the accumulation of 2,000 flight hours after the effective date of this AD, whichever occurs first, replace the brake control valve actuating levers in accordance with Fokker Service Bulletin F27/32-161, Revision 1, dated June 14, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector,who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Fokker Service Bulletin F27/32-161, Revision 1, dated June 14, 1991, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-2 1 June 14, 1991 3-7 Original June 5, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 13, 1993.
2001-06-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A330-301, -321, -322, -341, and -342 series airplanes. This action requires replacement of the existing fasteners on the vertical web of stringers 13 and 20 of both wings with interference fasteners. This action is necessary to prevent fatigue cracking of the wing bottom skin and vertical webs, which could result in reduced structural integrity of the wing. This action is intended to address the identified unsafe condition.
2002-21-13: This amendment supersedes Airworthiness Directive (AD) 98-13- 02, which currently requires operating limitations on Raytheon Aircraft Company (Raytheon) Beech Models 35, 35R, A35, and B35 airplanes. This AD is the result of Raytheon developing inspection and modification procedures that, when accomplished on the affected airplanes, will eliminate the need for the operating limitations. This AD retains the operating limitations for the affected airplanes until the recently developed inspection and modification procedures are accomplished. This AD also requires repetitive inspections of the fuselage structure. The actions specified by this AD are intended to prevent structural failure of the V-tail, which could result in loss of control of the airplane.
2001-06-18: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the ice protection systems and to add information regarding operation in icing conditions; installing an ice detector system; and revising the AFM to include procedures for testing system integrity. That AD also requires installing the ice detector system in accordance with revised procedures. That amendment was prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This amendment corrects and clarifies certain AFM procedures, and provides for an alternative AFM revision. The actions specified by this AD are intended to ensure that the flightcrew is able to recognize the formation of significant ice accretion and take appropriate action; such formation of ice could result in reduced controllability of the airplane in normal icing conditions. The incorporation by reference of certain publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 5, 2001 (66 FR 8082, January 29, 2001). Comments for inclusion in the Rules Docket must be received on or before April 30, 2001.
78-07-06: 78-07-06 GENERAL ELECTRIC COMPANY: Amendment 39-3169. Applies to CJ610-5 and -6 turbojet and CF700-2C, -2D, and -2D-2 turbofan engines with compressor disks identified by serial numbers below. Compliance required prior to further flight, unless already accomplished. To prevent low cycle fatigue failure of compressor disks suspected to have improper material accomplish the following: 1. Remove from service sixth stage compressor disks, P/N 37D401316P101, and seventh stage compressor disks, P/N 37D401317P101, having serial numbers listed below and replace with serviceable disks: Serial Numbers: Stage 6: 07911, 07932. Stage 7: 08742 08745 08756 08760 08761 08767 08806 08815 08818 08822 08825 08826 08832 08849 08851 08853 08867 08873 08876 08879 08891 08895 08897 08899 09120 09127 09145 2. Inspect first stage compressor disks, P/Ns 37E501428P102 and 37E501428P106, with serial numbers listed below for material properties in accordance with General Electric Company CJ610 engine Alert Service Bulletin No. (CJ610) A72-130, dated March 8, 1978, or CF700 engine Alert Service Bulletin No. (CF700) A72-140, dated March 8, 1978, as appropriate, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, New England Region: Serial Numbers: 09804, 09811, 09818, 09825, 09847, 09861. 3. Disks determined to be satisfactory per General Electric Company inspection procedures may be returned to service. Replace unsatisfactory disks with serviceable disks. 4. Disks removed from service are to be forwarded to General Electric Company for evaluation. The manufacturer's service bulletins 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 Customer Service and Support Manager, General Electric Company, 1000 Western Avenue, Lynn, Massachusetts 01910. These documents may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Part, Burlington, Massachusetts 01803, and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. This amendment becomes effective upon publication in the Federal Register.
74-19-02: 74-19-02 PATHFINDER CORPORATION: Amendment 39-1956. Applies to Pathfinder Corporation Emergency Locator Transmitters; all models. Compliance required within the next 60 days, and thereafter at each additional 60 days interval. To detect corrosion which may, (1) jam the cylindrical G force sensor plunger, or (2) cause inadvertent transmission of an emergency signal, accomplish the following: Inspect the ELT for evidence of corrosion, particularly in the area of the G force sensor plunger, by removing the top dome assembly, reference Pathfinder Installation and Operation Manual. Determine that the plunger is free to move by manually sliding the plunger along the guide rod so as to actuate the switch, and determine that the ELT transmits properly. ELT test transmissions are authorized in the first five minutes of any hour, or at other times if coordinated with the nearest FAA tower or flight service station, for a total of three audio sweeps, reference Advisory Circular 00-35A or 20-81. If any evidence of corrosion or jamming of the plunger is found, or if the ELT does not transmit properly, repair or replace with a serviceable unit prior to next flight, except that flight may be conducted in accordance with the ferry flight provisions of FAR 91.52(e). Any repaired or replacement unit must comply with the provisions of FAR 91.52 (performance standards of TSO-C91), or be an equivalent unit approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. This amendment becomes effective September 13, 1974.
97-26-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Agusta S.p.A (Agusta) Model A109K2 helicopters. This action requires inspecting the Gleason crown on the main transmission for cracks, and replacing the Gleason crown with an airworthy Gleason crown if any crack is found. This amendment is prompted by three reports of fatigue cracks found in the Gleason crown. The actions specified in this AD are intended to prevent failure of the Gleason crown, failure of the main transmission and subsequent loss of control of the helicopter.
2003-21-10: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes, that requires an inspection to detect arcing damage of the terminal strips, surrounding structure, and electrical cables in the forward cargo compartment; and repair or replacement of any damaged part with a new part. This amendment also requires modification of the applicable terminal strip installation in the cargo compartment, and replacement of the applicable terminal strips in the cargo compartment with new strips. This action is necessary to prevent arcing and consequent damage to the terminal strips and adjacent structure and smoke/fire in the forward cargo compartment. This action is intended to address the identified unsafe condition.
2016-10-16: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model MYSTERE-FALCON 900 airplanes, FALCON 900EX airplanes, and FALCON 2000EX airplanes. This AD was prompted by a report that during a test flight, it was found that the yaw damper on the takeoff roll can increase the Minimum Control Speed on Ground (Vmcg). This AD requires revising the airplane flight manual (AFM) to incorporate procedures for the flightcrew to check that the yaw damper is set to ``off'' before takeoff. We are issuing this AD to ensure that the flightcrew has procedures to set the yaw damper to ``off'' before takeoff, which, if activated, could result in reduced control of the airplane if one engine were to fail during takeoff.
2016-10-08: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, A330-200, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. This AD was prompted by the results of endurance qualification tests on the trimmable horizontal stabilizer actuator (THSA), which revealed a partial loss of the no-back brake (NBB) efficiency in specific load conditions. This AD requires inspecting certain THSAs to determine the number of total flight cycles the THSA has accumulated, and replacing the THSA if necessary. We are issuing this AD to detect and correct premature wear of the carbon friction disks on the NBB of the THSA. Such a condition could lead to reduced braking efficiency in certain load conditions and, in conjunction with the inability of the power gear train to keep the ball screw in its last commanded position, could result in uncommanded movements of the trimmable horizontal stabilizer (THS) and loss of control of the airplane.
98-14-06: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes. This amendment requires repetitive inspections for discrepancies of the spring strut assembly of the forward door of the main landing gear (MLG), and replacement of the existing spring strut assembly with a new or serviceable part, if necessary. This amendment also requires eventual replacement of the existing spring strut assembly with an improved part, which, when accomplished, terminates the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the spring strut assembly of the forward door of the MLG, which, if not corrected, could result in inability to extend the MLG.
80-12-07 R2: 80-12-07 R2 FOKKER: Amendment 39-8023. Docket No. 91-NM-172-AD. Revises AD 80- 12-07 R1. Applicability: Model F-27 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the unsafe conditions identified below, accomplish the following: (a) Within the next 100 hours time-in-service after August 7, 1980 (the effective date of AD 80-12-07 R1), except as specifically provided in paragraphs (a)(40), (a)(43), and (a)(53) of this AD, accomplish the following: (1) Applies to airplanes S/N 10105 through 10110. To prevent jamming of the nose landing gear in the retracted position due to leakage of the shock absorber, install cam, P/N 27.1-5101-001-162, at Station 1400 in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 72, dated April 22, 1959. (2) Applies to airplanes S/N 10105 through 10108. To prevent partial loss of electrical power capacity in flight due to inadequate attachment of bus bars on panels 1, 2, and 3, modify the bus bar attachment in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 71, Issue 2, dated September 30, 1959. (3) Applies to airplanes S/N 10105 through 10119, except S/N 10115. To prevent failure of the nose gear steering system due to trapped air in the steering motor, install by- pass lines with non-return valves over the nosewheel steering circuit follow-up valve in accordance with Fokker Modification No. 86, Issue 2, dated September 14, 1959. (4) Applies to airplanes S/N 10105 through 10110. To prevent loss of electrical DC generator power in flight as a consequence of a single failure resulting in inadequate grounding of generator master switches, replace the grounding cable serving both switches with two separate grounding cables for the port and starboard generator switches, respectively, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-14, Issue 2, dated October 1, 1959. (5) Applies to airplanes S/N 10105 through 10110 and 10116, 10118 and 10119. To prevent the loss of electrical DC generator power in flight as a consequence of a single failure resulting in inadequate grounding of the generator control panel, install additional grounding provisions for generator control panels in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-19, Issue 2, dated October 1, 1959. (6) Applies to airplanes S/N 10111 through 10114 and 10120 through 10122. To prevent jamming of an emergency door as a consequence of the guide rollers springing from the guide plates, enlarge the door rollers and strengthen the guide plates in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-22, dated October 21, 1959. (7) Applies to airplanes S/N 10105 through 10122 and 10126 through 10135. To prevent unsatisfactory operation of the control systems for controlling engine power, elevator and rudder trim tabs, gust lock, emergency shut-off valves, and fuel crossfeed, reinforce the attachment of the control cable guide assemblies in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-23, dated November 30, 1959. (8) Applies to airplanes S/N 10105 through 10122, 10127 through 10136, 10138, and 10139. To prevent cracks in the elevator main spar web which could affect attachment of the elevator outer hinge, reinforce the elevator main spar at station 3979 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-26, Issue 3, dated January 27, 1960. (9) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141. To prevent fatigue failure of engine control levers, install levers of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F5, Issue 3, dated May 30, 1960. (10) Applies to airplanes S/N 10105 through 10122, 10126, 10127, 10131 through 10136, 10138, and 10139. To prevent damage to the flap limit switches due to overtravel, relocate the flap system limit switches in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-17, Issue 2, dated February 2, 1960. (11) Applies to airplanes S/N 10109 through 10122 and 10127 through 10135. To prevent asymmetric extension of wing flaps due to certain failures of the mechanical drive system, modify the flap control system in accordance with the Accomplishment Instructions of Fokker F-27 Modification No. 74, Issue 2, dated March 4, 1960. (12) Applies to airplanes S/N 10105 through 10122 and 10126 through 10140. To prevent reduced control due to play in pilot and copilot control wheels, modify the control wheel attachment provisions in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-18, dated February 3, 1960. (13) Appliesto airplanes S/N 10105 through 10122 and 10126 through 10141. To avoid internal short circuits in electrical connectors, replace the connectors with connectors of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-23, Issue 4, dated February 14, 1961. (14) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141 with elevators not reinforced in accordance with Fokker F-27 Service Bulletin No. B-76. To prevent failure of elevator hinge brackets which could jeopardize control of the airplane, replace the elevator hinge brackets at Stations 3979 and 2460 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-28, Issue 2, dated July 13, 1960. (15) Applies to airplanes S/N 10105 through 10122 and 10126 through 10141, having elevators not reinforced in accordance with Fokker F-27 Service Bulletin No. B-76. To prevent cracks in the elevator main spar web which could affect theelevator center hinge attachment, reinforce the elevator main spar at Station 2460 in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-27, Issue 2, dated July 13, 1960. (16) Applies to airplanes S/N 10105 through 10122, 10126 through 10141, and 10143 through 10148. To prevent undue vibration stresses in propeller blades which could result in failure of a propeller blade in flight, restrict the engine idling speed to values above 7,000 rpm by revising the dial marking on the rpm indicators in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-3, dated April 11, 1960. (17) Applies to airplanes S/N 10105 through 10148. To prevent failure of aileron hinge brackets, inspect the aileron hinge brackets, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-32, Issue 4, dated January 18, 1961. (18) Applies to airplanes S/N 10105 through10122, 10126 through 10141, 10143 through 10148, 10151, and 10153. To prevent a dormant electrical failure which could result in the inability to extend the landing gear following a single failure in the landing gear electrical control circuit, modify the landing gear electrical control circuit in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-26, dated July 26, 1960. (19) Applies to airplanes S/N 10105 through 10122 and 10126 through 10153. To prevent malfunction of the gust lock/engine interference system which possibly could result in takeoff with the flights controls locked, modify the gust lock system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F-9, Issue 2, dated November 24, 1960. (20) Applies to airplanes S/N 10105 through 10179. To prevent blockage of the pitot-static system due to accumulation and freezing of water which could cause erroneous indications of airspeed and altitude, modify the pitot-static system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-7, Issue 2, dated May 19, 1961. (21) Applies to airplanes S/N 10105 through 10188. To prevent deformation of the H.P.C. control lever rub plate which could impair controllability by preventing feathering of the associated propeller, install a rub plate of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. F-11, Issue 2, dated November 27, 1961. (22) Applies to all Fokker F-27 airplanes incorporating Fokker F-27 Service Bulletin No. H-10. To prevent malfunction of the engine water/methanol system due to malfunction of the non-return valve, P/N 27.1-8420-018-001, which could result in power deficiency during takeoff, dismantle and inspect the non-return valves, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. H-24, dated October 29,1962. (23) Applies to airplanes S/N 10105 through 10213. To prevent blockage of the pitot-static system due to the accumulation and freezing of water which could cause erroneous indications of airspeed and altitude, modify the pitot-static system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. N-19, dated December 20, 1962, and Amendment No. 1, dated July 15, 1964. (24) Applies to airplanes S/N 10145 through 10223. To prevent unwanted propeller auto-feathering in flight due to ingress of moisture in electrical connectors V2609 and V2610, install electrical connectors of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. J-71, dated May 1, 1963. (25) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. G-7. To prevent failure of the propeller feathering system due to malfunction of the H.P.C. switches located on the engine firewall, inspect and test the switches, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. G-5, Issue 2, dated October 8, 1963. (26) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. B-146. To detect, arrest, and to prevent possible internal corrosion of the failsafe steel tubular structures of the empennage, the wing flap track support assembly, and the engine mounts, conduct X-ray inspections, and rectify as appropriate, in accordance with Section A, Planning Information, and Section B, Accomplishment Instructions, of Fokker F-27 Service Bulletin No. B-146, dated July 26, 1963, including Amendment No. 1, dated July 30, 1964. (27) Applies to airplanes up to and including S/N 10240. To prevent damage of flight control rods due to the accumulation of water and consequent corrosion or bursting due to freezing, inspect the flight control rods, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. C-61, Issue 3, dated October 30, 1964, as amended by Amendment No. 1, dated January 20, 1965, and Amendment No. 2, dated November 24, 1966. (28) Applies to airplanes S/N 10105 through 10253. To prevent failure of the horizontal stabilizer spar web, inspect the front and rear spar areas for cracks and loose rivets between Station 227.5 LH and RH, rectify as appropriate, and apply structural reinforcement in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-150, dated June 18, 1964, and Amendment No. 1, dated January 26, 1965. (29) Applies to airplanes S/N 10105 through 10274. To prevent fatigue failure of structure supporting the rudder trim tab control brackets which possibly could lead to flutter of the trim tab, replace bracket, P/N 27.1-3401-026-005, with a new bracket of improved design, and reinforce the bracket supporting structure, in accordance withthe Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-169, Issue 2, dated June 10, 1965. (30) Applies to airplanes S/N 10105 through 10274. To prevent fatigue failure of structure supporting the elevator trim tab control brackets which possibly could lead to flutter of the trim tab, replace bracket, P/N 27.1-3201-041-002, with a new bracket of improved design, and reinforce the bracket supporting structure in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. B-170, dated May 31, 1965. (31) Applies to airplanes S/N 10249 through 10274 incorporating Fokker F-27 Service Bulletin No. I-26. To prevent failure of the brazed high-pressure tube assemblies, PNEU 370 and PNEU 371, of the pneumatic system (which operates the landing gear, brakes, and nose- wheel steering), modify the pneumatic system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. I-30, dated July 30, 1965. (32) Applies to airplanes S/N 10105 through 10293. To prevent jamming of nose gear doors due to deterioration of the door seals which has resulted in failure to extend the nose gear, inspect the nose wheel door seals, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 53-67, (B-185), Revision 1, dated August 15, 1967. (33) Applies to airplanes S/N 10105 through 10316. To prevent possible distortion of the horizontal stabilizer nose section, inspect the nose section for damaged sandwich structure, and the attachment angles on the front stabilizer spar for cracks and correct location, and rectify as appropriate, in accordance with the Accomplishment Instructions, Part II, of Fokker F- 27 Service Bulletin No. 55-39, (B-204), Revision 3, dated May 15, 1967. (34) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. D-56. To prevent failure of the nose gear lock in the extended position due to failure of the light-alloy actuator piston, replace the light-alloy piston with a new stainless steel piston in accordance with the Accomplishment Instructions of Dunlop Service Bulletin No. 36- 95, Revision 1, dated October 21, 1966. (35) Applies to all Fokker F-27 airplanes not incorporating Dowty Rotol Accessory Gearbox Modification No. GB 2294. To prevent failure of an accessory gearbox due to failure of the input bevel gear which could interrupt electrical and pneumatic power, incorporate an input bevel gear of improved design in accordance with Dowty Rotol Service Bulletin No. 83-291, Revision 2, dated October 1966, or Fokker F-27 Service Bulletin No. 83-12 (E-35), dated May 15, 1967. (36) Applies to airplanes S/N 10105 through 10264 incorporating Graviner fire extinguisher top caps, P/N A126. To prevent malfunction of the engine fire extinguishing systems due to material defects in the top caps, replace top caps, P/N A126, with caps of improved material, identified as P/N A126(2), in accordance with the Embodiment Instructions of Graviner Service Bulletin No. 26-A20, dated September 30, 1964. (37) Applies to airplanes S/N 10162 through 10355 incorporating a cargo door. To prevent possible failure of the pneumatic system due to inadequate wall thickness of the pneumatic tube located between the main bottle and the pneumatic panel, replace the pneumatic tube, PNEU 341, with a new tube of increased wall thickness, PNEU 428, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 36-23, (I-33), dated October 2, 1967. (38) Applies to airplanes S/N 10105 through 10350. To prevent failure of an accessory gearbox front mounting flexible link due to misalignment which could result in loss of power, inspect the flexible links of the gearbox front mountings, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 83-14, dated June 24, 1968.(39) Applies to all Fokker F-27 airplanes with pneumatic systems incorporating Dunlop Dehydrator (bottle P/N ACM 16773), or Dunlop Oil & Watertrap (bottle P/N ACM 16772) manufactured prior to 1959. (Date of manufacture is marked on bottle.) To prevent pneumatic system failure due to stress corrosion of pressurized bottles, replace bottles P/N ACM 16772 and P/N ACM 16773, manufactured prior to 1959 with serviceable bottles of the same part number but manufactured in 1959 or subsequent, in accordance with Dunlop Service Bulletin No. 36-187, Revision 3, dated July 27, 1970. (40) Applies to all Fokker F-27 airplanes. To detect and repair cracks in the rabbet area of fuel tank access doors of the lower outer wing area which possibly could reduce structural strength of the wing, inspect for cracks in the areas of the lower wing skin cut-outs of the fuel tank access doors, and rectify as appropriate, in accordance with the Compliance and Accomplishment Instructions of FokkerF-27 Service Bulletin No. 57-46, Revision 5, dated March 1, 1978. (41) Applies to all Fokker F-27 airplanes not incorporating Fokker F-27 Service Bulletin No. 55-49. To detect and repair cracks and corrosion in fittings which attach the vertical stabilizer to the fuselage, inspect fittings for cracks and corrosion, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-48, Revision 2, dated February 7, 1977. (42) Applies to all Fokker F-27 airplanes that are equipped with AiResearch aileron trim tab actuator (RH), P/N 525458, 540604-1, or 540604-2-1, but that do not incorporate Fokker F-27 Service Bulletin No. 27-105 or AiResearch Service Bulletin F27/20-12. To prevent malfunction of the RH aileron trim tab actuator due to failure of the actuator setscrew which possibly could reduce the airplane's lateral trim capability, modify the RH aileron trim tab actuator in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-105, dated October 19, 1973. (43) Applies to all Fokker F-27 airplanes. To detect and repair corrosion and cracks in fittings which attach the rear spar of the horizontal stabilizer to the fuselage, inspect fittings for cracks and corrosion and rectify as appropriate, in accordance with the Compliance and Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-50, dated March 22, 1974. (44) Applies to airplanes S/N 10446 through 10504 incorporating passenger interior. To prevent unwanted unlatching of the hatrack service panels as the result of a hard landing which could cause consequent possible interference in an emergency evacuation situation, install panel fasteners of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 25-40, dated August 8, 1974. (45) Applies to Fokker F-27 airplanes incorporating an engine mount P/N 27.1-8101-000-403 with a serialnumber between 590 and 725. To prevent failure of the engine mount due to use of improper material when manufactured, inspect the engine mount upper tubes for cracks adjacent to the welds, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 71-25, Revision 1, dated January 30, 1975. (46) Applies to airplanes S/N 10105 through 10522. To prevent cable slippage from drum of aileron control due to inadequate flange on aileron cable drum, inspect cable drums, P/N 27.1-5133-002-702, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-109, Revision No. 1, dated October 4, 1976. (47) Applies to airplanes S/N 10105 through 10516 incorporating aileron control rod P/N 27.1-1333-004. To prevent possible disconnection of an aileron control rod from the differential sector due to failure of the control rod bearing, install washers and bearings of improved design in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-110, Revision 1, dated February 16, 1976. (48) Applies to airplanes S/N 10512 and below incorporating the large cargo door. To prevent unwanted opening of the large cargo door in flight due to wear and distortion, inspect the locking and signaling provisions, and rectify as appropriate, in accordance with Part I of the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 52-55, Revision 1, dated December 22, 1975, and reinforce the door stiffening profile in accordance with Part II of that Service Bulletin. (49) Applies to airplanes S/N 10529, 10534, 10536 through 10541, having IPECO crew seats not incorporating IPECO Service Bulletin No. A001-25-2. To prevent unwanted movement of crew seats in flight due to wear of the track lock stopblock, incorporate track lock stopblocks of improved design in accordance with the Accomplishment Instructions, Part II, ofFokker F-27 Service Bulletin No. 25-43, dated September 6, 1976. (50) Applies to airplanes S/N 10505 and 10507 through 10515. To prevent instability of the DC generator control system due to interaction with the static inverters which could result in malfunction of required navigation and communication equipment, modify the AC lighting conversion system in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 24-63, dated October 11, 1976. (51) Applies to airplanes S/N 10408 through 10510. To prevent loosening of the aileron stops due to improper design which possibly could adversely affect aileron deflection and lateral control, modify the aileron stop installations in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 27-112, dated October 18, 1976. (52) Applies to airplanes S/N 10458 and below not incorporating Fokker F-27 Service Bulletin No. 36-26 (Dunlop Service Bulletin No. 36-156). To prevent possible failure of the pneumatic system due to cracking of isolating valve bodies P/N ACM 16724 or ACM 26573 which could deprive the airplane of normal wheel braking and nosewheel steering, modify the isolating valve body in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 36-26, dated June 13, 1977, or Dunlop Service Bulletin No. 36-156, Revision 4. (53) Applies to all Fokker F-27 airplanes that have accumulated more than 10,000 flights. Compliance is required within the next 1,000 hours time-in-service after August 7, 1980. To prevent possible fatigue cracks and loose rivets in the upper surface of the RH horizontal stabilizer torsion box, inspect the torsion box structure, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 55-53, dated October 3, 1977. (54) Applies to airplanes S/N 10505 through 10521, 10525 through 10531, 10534 through 10557, 10559, and 10561 through 10564. To prevent loss of the main instrument panel fluorescent lighting system due to short circuiting, inspect the fluorescent lamps, and rectify as appropriate, in accordance with the Accomplishment Instructions of Fokker F-27 Service Bulletin No. 33-24, dated January 30, 1978. (b) 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. (c) 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 fromthe manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Airworthiness Directive 80-12-07 R2 revises AD 80-12-07 R1, Amendment 39-3855. This amendment (39-8023, AD 80-12-07 R2) becomes effective on September 10, 1991.
2016-10-10: We are superseding Airworthiness Directive (AD) 2014-20-01 for certain Bombardier, Inc. Model CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. AD 2014-20-01 required repetitive inspections for any fuel leak in the right-hand landing lights compartment, and related investigative and corrective actions if necessary. AD 2014-20-01 also provides for an optional replacement of the connector of the fuel boost pump canister of the auxiliary power unit (APU), which terminates the repetitive inspections. This new AD requires replacing the connector of the fuel boost pump canister of the APU. This AD was prompted by the determination that a terminating action for the repetitive inspections is necessary. We are issuing this AD to detect and correct fuel leaks in the right-hand landing lights compartment, which, in combination with the heat generated by the taxi lights and landing lights on the ground reaching the auto-ignition temperature of the fuel, could result in ignition of any fuel or fumes present in the right-hand landing lights compartment.