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85-26-51 R2: 85-26-51 R2 SAAB-FAIRCHILD: Amendment 39-5376 as amended by amendment 39- 5916. Applies to all Model SF-340A series airplanes, certificated in any category. Compliance required as shown below. To minimize the hazards associated with engine flameout due to potential ice ingestion, accomplish the following, unless previously accomplished: A. Prior to further flight, install a continuous ignition switch by incorporating the provisions of SAAB-Fairchild SF-340 Service Bulletin SF340- 74-002, Revision 1, dated December 15, 1985. B. Incorporate the following into the limitations section of the airplane flight manual. This may be accomplished by including a copy of this AD in the airplane flight manual. 1. Takeoff in conditions of slush on the runway is prohibited unless Modification 1185, "Nacelle - Exhaust Nozzle - Improved Drainage and Ventilation of Inlet Protection Device (IPD) and Special Inspection," as described in SAAB-Fairchild Service Bulletin SF340-54-002,Revision 1, dated April 3, 1985, has been accomplished. 2. Turn the engine and propeller anti-ice systems on and set the ignition ("IGN") switch to the continuous ("CONT") position during all operation in which icing could reasonably be expected to occur and for a period of five minutes after these conditions no longer exist. When Modification 1414, "Ignition - Introduction of Auto Ignition System," has been accomplished in accordance with SAAB Service Bulletin SF340-74-004, dated October 24, 1986, or a production equivalent, set the ignition switch to the "NORM" position." 3. In the definition of icing conditions stated in the FAA- approved flight manual on page 2-11, change the temperature stated in "Icing Conditions," paragraph 1, line 4, from "5 degrees C" to "10 degrees C," unless Modification 1319, "Installation of New Lower Inlet, IPD and Exhaust Nozzle," as described in SAAB-Fairchild Service Bulletin SF340-71-017, dated November 22, 1985, has been accomplished. If this modification has been accomplished, "5 degrees C" can remain in the definition. C. Conduct engine performance monitoring in accordance with General Electric Operating Engineering Bulletin (OEB) 2, Revision 4, dated December 14, 1985, or later FAA- approved revision. D. Prior to further flight, and at intervals specified in General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions, perform an inspection and perform maintenance, as necessary, of the ignition system in accordance with that OEB. E. Unless Modification 1319, as described in paragraph B.3., above, has been accomplished, in the event of an icing encounter, an inspection must be accomplished prior to the next departure to assure that no snow, ice, or slush accumulation is present in or around the inlet or the inlet protection device. F. Following each flameout or re-ignition event, conduct an inspection of Stage 1 compressor blades, in accordance with General Electric OEB 4, Revision 4, dated December 14, 1985, or later FAA-approved revisions. G. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. H. 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 information from the manufacturer may obtain copies upon request to SAAB-SCANIA, Product Support, S-58188, Linkoping, Sweden. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 85-26-51 R1 amendment 39-5376, became effective August 18, 1986. This amendment 39-5916 becomes effective June 17, 1988.
2011-01-03: 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: As a result of the replacement action of the G 103 TWIN ASTIR spar spigot assemblies, the Gliding Federation of Australia issued a directive to inspect the similar main spigots of single-seater sailplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
2004-13-11: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) RB211 Trent 875-17, Trent 877-17, Trent 884-17, Trent 892-17, Trent 892B-17, and Trent 895-17 series turbofan engines that have not incorporated RR Service Bulletin (SB) No. RB.211-72-D495, dated February 7, 2003. This AD requires initial and repetitive visual inspections or ultrasonic inspections of the intermediate pressure (IP) compressor rear stubshaft and IP turbine shaft for load-bearing spline flank wear, and replacement of these shafts if necessary. This AD results from reports of load-bearing spline flank wear of the IP compressor rear stubshaft and IP turbine shaft, revealed at inspection during overhaul. We are issuing this AD to prevent the loss of drive between the IP turbine and the IP compressor, which could result in a turbine rotor overspeed condition, possible uncontained engine failure, and damage to the airplane.
98-15-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 and Model A321 series airplanes, that requires repetitive inspections to verify proper installation of the plain bushings of the upper and lower connection links on the forward and aft passenger/crew doors, and correction of discrepancies. This amendment also requires installation of shouldered bushings on the frame segment used for attachment of the connection links or modification of the frame segment bushing (as applicable), which terminates the repetitive inspection requirements. This amendment is prompted by a report that, during an emergency evacuation of in-service airplanes, the left aft passenger/crew door jammed against the fuselage structure in a nearly closed position due to bushing migration. The actions specified by this AD are intended to prevent jamming of the passenger/crew door, which could delay or impede the evacuation of passengers during an emergency.
98-26-02: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft Corporation Model S-61A, D, E, L, N, NM, R, and V helicopters, that requires a nondestructive inspection (NDI) for cracks in the main rotor shaft (shaft), and requires removal of any shaft with a crack and replacement with an airworthy shaft. This AD also requires appropriate marking of shafts and log book entries by the operator to determine the shaft retirement life, and establishes a new retirement life for the shaft. This amendment is prompted by four reports of cracks occurring in helicopters that were utilized in repetitive external lift (REL) operations. The actions specified by this AD are intended to detect a fatigue crack in the shaft that could result in shaft structural failure, loss of power to the main rotor, and subsequent loss of control of the helicopter.
2011-01-12: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive inspections for discrepancies of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, and corrective actions if necessary. This new AD requires replacing the midspar fuse pins with new, improved fuse pins, which would terminate the repetitive inspections. This AD was prompted by a report of corrosion damage of the chrome runout on the head side found on all four midspar fuse pins of the nacelle strut. Additionally, a large portion of the chrome plate was missing from the corroded area of the shank. We are issuing this AD to prevent damage of the fuse pins of the inboard and outboard midspar fittings of the nacelle strut, which could result in reduced structural integrity of the fuse pins, and consequent loss of the strut and separation of the engine from the airplane.
2011-01-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires removing affected PBE units. This AD was prompted by reports of potentially defective potassium superoxide canisters used in PBE units, which could result in an exothermic reaction and ignition. We are issuing this AD to prevent PBE units from igniting, which could result in a fire and possible injury to the flightcrew or other persons.
95-26-01: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal, Inc. (formerly Textron Lycoming) Models LTS101-650B1, -750B1, -650C, and -750C turboshaft engines, that requires installation of an improved power turbine (PT) rotor and electronic PT rotor overspeed controller as a terminating action to the currently required inspections of AD 88-14-01. This amendment is prompted by reports of additional bearing failures since publication of AD 88-14-01, including one additional uncontained PT disk failure. The actions specified by this AD are intended to prevent PT overspeed and uncontained engine failure.
93-21-03: 93-21-03 SCHWEIZER AIRCRAFT CORPORATION AND HUGHES HELICOPTERS, INC.: Amendment 39-8718. Docket Number 91-ASW-11. Supersedes AD 80-05-05, Amendment 39-3707, Docket Number 80-WE-3-AD. Applicability: Model 269A, 269A-1, 269B, and TH-55A series helicopters, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fatigue failure of the magnesium tailboom center attachment [saddle] fitting (fitting) that could result in loss of the tailboom and subsequent loss of control of the helicopter, accomplish the following: (a) For each helicopter with a magnesium fitting, part number (P/N) 269A2324 (BSC) or 269A2324-7, with 4,000 or less hours' time-in-service on the effective date of this AD, perform the following in accordance with the 269 Series Basic Handbook of Maintenance Information, as revised by Temporary Revision No. R-42, dated October 8, 1990 (HMI): (1) Prior to further flight and thereafter at intervals not to exceed 50 hours' time-in-service from the last inspection, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion, and cracks using a 10-power or higher magnifying glass. (2) Within the next 25 hours' time-in-service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Prior to accumulating 4,100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (b) For each helicopter with a magnesium fitting, P/N 269A2324 (BSC) or P/N 269A2324-7, with more than 4,000 hours' time-in-service on the effective date of the AD, perform the following in accordance with the HMI: (1) Before the first flight of each day, visually inspect the magnesium fitting and tailboom assembly for fretting, corrosion and cracks using a 10-power or higher magnifying glass. (2) Prior to further flight after the effective date of this AD and thereafter at an interval not to exceed 50 hours' time-in-service from the last inspection, inspect the magnesium fitting for cracks using a dye penetrant inspection. (3) If the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, is found unairworthy by the inspections required by this paragraph, before further flight, remove and replace it with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (4) Within the next 100 hours' time-in-service, replace the magnesium fitting, P/N 269A2324 (BSC) or 269A2324-7, with an airworthy aluminum fitting, P/N 269A2324-13 (undrilled). (c) Installation of an aluminum fitting, P/N 269A2324-13 (undrilled), constitutes terminating action for the requirements of this AD. NOTE: Schweizer Aircraft Corporation Service Bulletin B-238.1, dated November 7, 1991, pertains to this AD. (d) 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, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581-1145. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Manager, New York Aircraft Certification Office. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. (f) This amendment becomes effective December 17, 1993.
82-01-02 R1: 82-01-02 R1 BRITISH AEROSPACE, AIRCRAFT GROUP (formerly British Aircraft Corporation): Amendment 39-4285 as amended by Amendment 39-4824. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories, which have not incorporated British Aerospace Modification PM 5703. Compliance required as indicated. To detect cracking and prevent possible failures of the passenger and service door inner operating handles and endfittings, accomplish the following: (a) On airplanes which have not incorporated British Aerospace Modification PM 5176, within the next 600 hours time in service after the effective date of this AD, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners and handle for cracks in accordance with paragraph 2.1, "ACCOMPLISHMENT INSTRUCTIONS," of British Aerospace Alert Service Bulletin 52-A-PM5703, Issue 1, dated September 3, 1979 (hereinafter referred to as the Service Bulletin), or an FAA-approved equivalent. (b) On airplanes which incorporate British Aerospace Modification PM 5176, prior to the accumulation of 10,000 hours time in service since the incorporation of this modification, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove the passenger door inner handle and inspect the handle tube and reinforcing liners in accordance with paragraph 2.2, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (c) On airplanes which have not incorporated British Aerospace Modification PM5703, prior to the accumulation of 10,000 hours time in service, or within the next 600 hours time in service after the effective date of this AD, whichever occurs later, unless already accomplished, remove and inspect the endfitting, P/N AB24-4269, for cracks in accordance with paragraph 2.3, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA- approved equivalent. (d) If no cracks are found during the inspections required by paragraph (a), (b), or (c) of this AD, repeat these inspections at intervals not to exceed 1800 hours time in service from the last inspection. (e) If, during the inspection required by paragraph (a) or (b) of this AD, no cracks are found in the handle tube on either side of the reinforcing liner, but cracks are found in the reinforcing liners which are 0.10 inches in length or less, return the handle assembly to service and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (f) If, during the inspection required by paragraph (a) or (b) of this AD, cracks are found in the reinforcing liner with any crack exceeding 0.10 inches in length, or any cracks are found in the handle tube on either side of the reinforcing liner, before further flight, either - (1) Replace the handle andreinforcing liner assembly with a serviceable assembly and continue the inspection required by paragraph (a) or (b) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the handle and reinforcing liner assembly in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (a) or (b) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (g) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running inboard or outboard from the taper pin hole, with the length of each crack 0.30 inches or less, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) The endfitting may remain in service if the cracks are stop-drilled and inspected in accordance with paragraph 2.3.1, "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent, at intervals not to exceed 300 hours time in service from the last inspection. (h) If, during the inspection required by paragraph (c) of this AD, cracks are found in the endfitting running outboard or inboard from the taper pin hole, with the length of any crack greater than 0.30 inches, before further flight, either - (1) Replace the endfitting with a serviceable part and continue the inspection required by paragraph (c) of this AD at intervals not to exceed 1800 hours time in service from the last inspection; or (2) Perform temporary repairs to the endfitting in accordance with paragraph (i) of this AD and continue the inspections required by paragraph (c) of this AD at intervals not to exceed 300 hours time in service from the last inspection. (i) If serviceable spares are not available, temporary repairs of inner handles or endfittings may be made in accordance with paragraph 2.1.4., 2.2.3., or 2.3.4., "ACCOMPLISHMENT INSTRUCTIONS," of the Service Bulletin, or an FAA-approved equivalent. (j) Upon incorporation of British Aerospace Modification PM5703, compliance with this AD is no longer required. (k) For the purpose of complying with paragraphs (f) and (h) of this AD, the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the inspection, repair, or replacement can be performed. (l) If an equivalent means of compliance is used in complying with this AD, that equivalent means must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not alreadyreceived these documents from the manufacturer may obtain copies upon request to British Aerospace, Inc., Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, D.C. 20591. Amendment 39-4285 became effective January 20, 1982. This Amendment 39-4824 becomes effective March 19, 1984.
2011-01-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive high frequency eddy current inspections for cracking on the hinge bearing lugs of the left and right sides of the center section ribs of the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD was prompted by reports of cracks found on either the left or right (or in one case, both) sides of the center section ribs of the horizontal stabilizer. We are issuing this AD to detect and correct cracking in the hinge bearing lugs of the center section of the left and right ribs, which could result in failure of the hinge bearing lugs and consequent inability of the horizontal stabilizer to sustain the required loads.
96-03-12: This amendment adopts a new airworthiness directive (AD) that applies to Glasflugel Model Mosquito sailplanes. This action requires modifying the mounting studs on the lifting/tilting frame of the canopy system, repetitively inspecting the mounting stud, and incorporating flight manual revisions that specify a warning on emergency canopy deployment failure. Canopy system problems discovered during routine checks and periodic inspections of these sailplanes prompted the proposed action. The actions specified in this proposed AD are intended to prevent canopy system failure, which could result in loss of control of the sailplane.
96-03-13: This amendment adopts a new airworthiness directive (AD) that applies to Beech Aircraft Corporation (Beech) 90, 99, 100, and 200 series airplanes. This action requires inspecting the main landing gear drag leg lock link to ensure that the hole for the roll pin is drilled completely through both walls of the main landing gear drag leg lock link and, if not drilled completely through both link walls, replacing any main landing gear drag leg lock link. An incident in which the left main landing gear collapsed on one of the affected airplanes prompted this action. Investigation revealed that the roll pin hole was not completely drilled through both walls of the drag leg lock link. The actions specified by this AD are intended to prevent main landing gear collapse caused by drag leg lock link failure, which could result in loss of control of the airplane.
93-13-09: 93-13-09 CESSNA AIRCRAFT COMPANY: Amendment 39-8622. Docket No. 92-CE-61-AD. Applicability: The following model airplanes (all serial numbers) equipped with a Continental TSIO-520R engine and intercooler installation in accordance with the applicable supplemental type certificate (STC), certificated in any category: Model Modified by STC T210K SA2231CE T210L SA2231CE T210M SA3203NM T210N SA3203NM Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent air induction hose failure, which could result in loss of engine power, accomplish the following: (a) Visually inspect between the turbocharger and intercooler to determine whether a Gates air induction hose, part number (P/N) 20987 or P/N 21370, is installed. If a Gates hose is installed, prior to further flight, accomplish the following: (1) Loosen the two AN737-TW clamps and remove the Gates hose.(2) Install The Aircraftsman hose, P/N MW1118, and tighten the two AN737-TW clamps. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Los Angeles Aircraft Certification Office, FAA, 3229 E. Spring Street, Long Beach, California 90806. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office. (d) All persons affected by this directive may examine any information referred to herein upon request to the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. Parts needed as a result of this action may be obtained from The Aircraftsman, 7000 Merrill Avenue, Hangar/Box P100, Chino, California 91710. (e) This amendment becomes effective on August 13, 1993.
2010-26-06: We are adopting a new airworthiness directive (AD) for certain Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD requires inspections for scribe lines in the fuselage skin at lap joints, the splice strap at certain butt joints, the skin or doubler at certain approved repair doublers, and the skin at decal locations; and related investigative and corrective actions if necessary. This AD results from reports of scribe line damage found adjacent to the skin lap joints, decals, and wing-to-body fairings. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.
73-13-10 R2: 73-13-10 R2 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-1676 as amended by Amendment 39-3133 is further amended by Amendment 39-3797. Applies to all Model DH-125 and BH-125 airplanes. Compliance is required as indicated. To prevent possible in-flight failures of the outer flap hinge assembly fittings, accomplish the following: (a) On airplanes, S/N's 25014, 25074, 25104, 256002, and 256004, before further flight, unless already accomplished within the last 3 months, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed. (1) Remove the flap outer hinge assembly, including the fittings, P/N's 25WF89A and either 25WF87-8A or 25WF187-8A, and extract the pivot bolt, P/N 25WF91, or the pivot pin, P/N 25WF/Z47/1, as applicable; (2) Inspect the pivot bolt or pivot pin, as applicable, for cracks, using dye penetrant or an FAA-approved equivalent process; and (3) If cracks are found during an inspection performed in accordance with paragraph (a)(2), before further flight, as applicable: (i) Replace cracked pivot bolts, P/N 25WF91, with new parts of the same part number, or with pivot pins, P/N 24WF/Z47/1, of HSA Modification No. 25/2300, Part B, or an FAA-approved equivalent, and thereafter comply with paragraph (e)(5). (ii) Replace cracked pivot pins with new parts of the same part number or an FAA-approved equivalent, and thereafter comply with paragraph (e)(5). NOTE: When inspecting a bolt, particular attention should be paid to the bolt shoulder, adjacent to the threaded end. (b) On airplanes, S/N's 25014, 25074, 25104, 256002, and 256004, before further flight, unless already accomplished within the last 3 months, except that the airplane may be flown in accordance with FAR Section 21.197 to a base where the work can be performed, and thereafter at intervals not to exceed 3 months from the last inspection (1) Remove all dirt, grease, paint, and other substances from the external surface of the lugs on the outer flap hinge assembly fittings, P/N's 25WF89A and either 25WF87- 8A or 25WF187-8A. (2) Using a magnifying glass of not less than 10X, inspect the external surface of the lugs on the fittings for cracks; and xcept that a cracked fitting may be retained in service provided the requirements of paragraph (c) are met, replace the cracked part with a serviceable part of the same part number or an FAA- approved equivalent. NOTE: During inspection, particular attention should be paid to the crown of the lugs. (c) A cracked fitting may be retained in service, if - 25WF187-8A - (i) The fitting is one of a pair incorporating fail-safe links of HSA Modification No. 25/2300, Part A, or an FAA-approved equivalent; (ii) The mating lugs of the fittings are not cracked; (iii) The forward lug of the fitting is not cracked; and (iv) Any cracks in the aft lug of the fitting are in a single plane, parallelto the plane of the fitting. (2) For upper fittings, P/N 25WF89A, that are installed as one of a pair incorporating fail-safe links of HSA Modification No. 25/2300, Part A, or an FAA-approved equivalent - (i) The mating lugs of the fitting are not cracked; (ii) No more than one lug of the forward pair of lugs and no more than one lug of the aft pair of lugs is cracked; and (iii) Any cracks in a forward or aft lug of the fitting are in a single plane, parallel to the plane of the fitting. (3) For upper fittings, P/N 25WF89A, that are not installed as one of a pair incorporating fail-safe links - (i) The mating lugs of the fitting are not cracked; (ii) No more than one lug of the forward pair of lugs of the fitting is cracked; and (iii) Any cracks in a forward lug of the fitting are in a single plane, parallel to the plane of the fitting. (d) On all Hawker Siddeley Model DH-125 and BH-125 airplanes, other than those five airplanes coveredby paragraph (b), within the next 6 weeks after the effective date of this AD, unless already accomplished within the last 6 weeks, and thereafter at intervals not to exceed 3 months from the last inspection, comply with paragraphs (b)(1), (2), and (3). (e) Replace pivot bolts, P/N's 25WF91, and pivot pins, P/N's 25WF/Z47/1 in accordance with the following: (1) For pivot bolts which are in place on airplanes, S/N's 25014, 25074, 25104, 256002, and 256004, on the effective date of this AD and are subsequently found to be uncracked at the initial inspection required by this AD, and refitted, before the accumulation of 200 flights or within 3 months after refitting, whichever occurs sooner. (2) For pivot bolts on Hawker Siddeley Model DH-125 and BH-125 airplanes, other than those five airplanes covered by paragraph (e)(1) which were found to be uncracked at the initial inspection voluntarily conducted in accordance with the applicable HSA Service Bulletins, and refitted, before the accumulation of 200 flights or within 3 months after refitting, whichever occurs sooner. (3) For new pivot bolts fitted as replacements for uncracked pivot bolts, before the accumulation of 500 flights after such replacement. (4) For new pivot pins fitted as replacements for uncracked pivot bolts or pivot pins, before the accumulation of 1,200 flights after such replacement. (5) For new pivot bolts or pivot pins fitted as replacements for cracked pivot bolts or pivot pins, before the accumulation of 200 flights or within 3 months after such replacement, whichever occurs sooner, except that such service life limit may be extended to 1,200 flights, without time limit, if fail-safe links of HSA Modification No. 25/2300, Part A, are installed, or if prior to the accumulation of 200 flights or within 3 months after such replacement, whichever occurs sooner, the fail-safe links of HSA Modification No. 25/2300, Part A are incorporated. (f) Paragraphs (b), (c), and(d) of this AD do not apply to airplanes required to comply with AD 80-12-10. Amendment 39-1676 became effective June 27, 1973. Amendment 39-3133 was effective February 16, 1978, as to all persons except those persons to whom it was made immediately effective by the telegram dated December 1, 1977, which contained this amendment. This Amendment 39-3797 becomes effective June 23, 1980.
2006-17-07R1: The FAA is revising an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, -17AR, -209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires either replacing high pressure compressor (HPC) front hubs and HPC disks that have operated at any time with PWA 110-21 coating and that operated in certain engine models, or, visually inspecting and fluorescent penetrant inspecting (FMPI) for cracking of those parts and re-plating them if they pass inspection. This AD requires the same actions, but makes necessary corrections to inadvertent reference errors and omissions found in AD 2006-17-07, and relaxes some of the compliance times in Table 5. This AD results from our finding reference errors and omissions in AD 2006- 17-07, from determining that the AD as drafted imposed an unnecessary burden on operators if they have to immediately remove engines, and from requests to clarify compliance paragraphs. We are issuing this AD to prevent a rupture of an HPC front hub or an HPC disk that could result in an uncontained engine failure and damage to the airplane. \n\nDATES: This AD becomes effective November 2, 2006. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulations as of October 4, 2006 (71 FR 51459, August 30, 2006).
49-05-03: 49-05-03 NAVION: Applies to Airplanes Equipped With Continental Model E185-3 Engines Having Serial Numbers 4289-D to 5110-D Inclusive, and Engines Which Have Been Equipped at Overhaul With Tri-Metal Front Main Bearing Inserts and Bronze Thrust Washers in Accordance With Continental Bulletin No. M48-7. To be accomplished as soon as possible but not later than the first major engine overhaul. Because of unsatisfactory service experience with Continental E185-3 engines equipped with No. 530497 Tri-Metal front main bearing inserts, and with Nos. 530494, 530495, 530544 thrust washers and 530545 dowel pins, these parts must be replaced with the original silver main thrust bearing inserts, Continental No. 40644. Continental Service Bulletin M48-30 covers this same subject. (Ryan Navion Field Service Bulletin No. 5 outlines the interim precautions to be taken on airplanes equipped with the unsatisfactory thrust washers until silver main thrust bearings are installed in accordance with this note.)
2010-26-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a detailed inspection of the entryway door movable ceiling panel for pin migration at either end of the hinge assembly and damage to the pin; a detailed inspection for correct crimp at both ends and damage to hinge stock; a detailed inspection of the ceiling area for any visible cosmetic and/or tie-rod chafing that could be caused by a migrated hinge pin; a detailed inspection for wire damage and/or breakage; and other specified and corrective actions if necessary. This AD results from reports of fault messages caused by improperly crimped hinge pins coming into contact with wires and causing damage. We are issuing this AD to detect and correct improperly crimped hinge pins, which could damage tie rods and \nwire bundles, causing shorts in many systems, including the spar fuel shut-off valve, oxygen mask deployment, and burned wires, which could be an ignition source in a hiddenarea of the airplane.
96-19-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B16 and CL-600-2B19 series airplanes, that requires a one-time inspection of the spring bungee assembly of the nose landing gear (NLG) to ensure proper torque of the collar and correct clearance between the collar and the body of the bungee, and replacement of the spring bungee assembly with a serviceable unit, if necessary. This amendment is prompted by reports of failure of the NLG to extend when the landing gear selector was placed in the "DOWN" position, and failure of the NLG doors to open when the NLG door switch was set in the "SAFETY/DOOR OPEN" position; these conditions may have been caused by a reduced stroke of the spring bungee. The actions specified by this AD are intended to prevent improper operation of the NLG door and consequent inability to extend the NLG due to a reduced stroke of the spring bungee.
88-06-01: 88-06-01 BRITISH AEROSPACE: Amendment 39-5870. Applies to all Model H.S. 748 series airplanes, on which Modification 6175 has been accomplished (post Mod 6175), certificated in any category. Compliance required as indicated, unless previously accomplished. To detect cracks and prevent collapse of the main landing gear, accomplish the following: A. Prior to accumulating 25,000 landings or within the next 750 flight hours after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, perform an inspection of inboard main pivot bracket assemblies in accordance with paragraph 2A of the British Aerospace H.S. 748 Service Bulletin 57/59, Revision No. 1, dated April 1984. Any assembly found to exhibit corrosion, loose bolts, and/or cracks must be repaired in accordance with paragraph 2D of the above mentioned service bulletin. If corrosion to a depth greater than 0.060-inch is found, repair in accordance with a method approved by the FAA. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414 Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 18, 1988.
96-04-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -200C airplanes, that currently requires installation of fail-safe straps onto the engine inlet attach ring of the nose cowl. This amendment requires repetitive inspections to detect cracking of the attach ring of the nose cowl, and replacement of cracked attach rings. Replacement with an improved attach ring, if accomplished, would terminate the requirement to inspect the attach ring repetitively. This amendment is prompted by the development of an improved attach ring that eliminates the need for repetitive inspections. The actions specified by this AD are intended to prevent cracking of the attach ring of the nose cowl, which could result in separation of the nose cowl from the engine following failure of a turbine blade.
92-03-10: 92-03-10 SAAB-SCANIA: Amendment 39-8165. Docket 91-NM-139-AD. Applicability: Model SAAB 340B series airplanes, Serial Numbers 160 through 226, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 250 hours time-in-service after the effective date of this AD, perform a visual inspection of the inner-wing fuel tanks for foreign objects that could block or restrict the flow of fuel between the outer and inner fuel tanks, in accordance with SAAB Service Bulletin 340-28-013, dated March 14, 1991. (b) If foreign objects are found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, remove the foreign objects; submit a report of such findings to SAAB Aircraft Product Support, in accordance with SAAB Service Bulletin 340-28-013, dated March 14, 1991; and perform additional inspections in a manner approved by the Manager, Standardization Branch, FAA, Transport Airplane Directorate. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. (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. (e) The inspection required by this AD shall be done in accordance with SAAB Service Bulletin 340-28-013, dated March 14, 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 SAAB-Scania AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (f) This amendment (39-8165, AD 92-03-10) becomes effective on March 16, 1992.
2010-23-07: 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: Surface defects were visually detected on the rudder of one A319 and one A321 in-service aeroplane. Investigation has determined that the defects reported on both rudders corresponded to areas that had been reworked in production. The investigation confirmed that the defects were a result of de- bonding between the skin and honeycomb core. An extended de-bonding, if not detected and corrected, may degrade the structural integrity of the rudder. The loss of the rudder leads to degradation of the handling qualities and reduces the controllability of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-03-11: This amendment adopts a new airworthiness directive (AD) that applies to American Champion Aircraft Corporation (American Champion) Models 8KCAB, 8GCBC, 7GCBC, and 7ECA airplanes that are equipped with metal spar wings. This action requires inspecting (one-time) the wing front strut fittings for cracks or scratches, replacing any wing front strut fittings found cracked or scratched, and reporting the inspection results to the Federal Aviation Administration (FAA). Fatigue cracks found on the wing front strut fittings on two Model 8KCAB airplanes prompted this action. The actions specified by this AD are intended to prevent structural failure of a wing assembly caused by cracked or scratched wing front strut fittings, which, if not detected and corrected, could result in loss of control of the airplane.