Results
91-06-11: 91-06-11 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-6901. Docket No. 90-ASW-45. Applicability: All MBB Model BK-117 series helicopters, certificated in any category with the following serial numbers (S/N): S/N's 7001 up to and including 7261 (Ref. ASB-MBB-BK 117-90-104 dtd. August 11, 1989) S/N's 7001 up to and including 7241 (Ref. ASB-MBB-BK 117-90-105 dtd. May 23, 1990) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-107 dtd. December 12, 1989) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-108 dtd. December 22, 1989) Compliance: Required within the next 50 hours' time in service or within 28 days after the effective date of this AD, whichever comes first. To prevent uncontrolled fuel vapor ignition which could result in an explosion, fire, and the subsequent loss of the helicopter, accomplish the following: (a) Modify and retrofit the bonding jumpers on the landing gear in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-104, dated August 11, 1989. (b) Install electrostatic dischargers and modify the fuel vent outlet parts in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-105, dated May 23, 1990, with the following changes to Figure 2, page 10 of 12: (1) The Note 4 dimension is changed from 145-155 mm to 125 mm. (2) The P/N 117-181001.03 bracket shown in View A must be rotated 180 degrees. (3) The added washer, P/N LN 9016-08L (Item 15), must be relocated to the top of the bolt, between the cable terminal and the bolt head, instead of as shown. (4) In addition, conduct a control freedom check; i.e. collective down, cyclic full forward, aft, left, and right and repeat with collective full-up to assure there is no tension in the cables at any control position. NOTE: These four changes are intended to allow enough slack for blade folding and to keep the grip bolt from contacting the sleeve, thus allowing full pitch angle change without straining the jumper. (c) Remove, without replacing, the fuel return lines in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-60-107, dated December 12, 1989. (d) Inspect fuel supply tank vent outlet ports in accordance with MBB Service Bulletin SB-MBB-BK 117-60-108 dated, December 22, 1989, to assure that they are not closed by paint. (e) An alternate method of compliance with this AD or adjustment of the compliance times, which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Standards Staff, ASW-110, Federal Aviation Administration, Fort Worth, Texas 76193-0110, telephone (817) 624-5110. (f) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the inspections required by the AD may be accomplished. The procedures shall be done in accordance with the following service bulletins: ASB- MBB-BK 117-90-104, dated August 11, 1989; ASB-MBB-BK 117-90-105, dated May 23, 1990; ASB-MBB-BK 117-60-107, dated December 12, 1989; and ASB-MBB-BK 117-60-108, dated December 22, 1989, as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from MBB, P.O. Box 80 11 40, 8000 Munich 80, West Germany. Copies may be inspected at the Office of the Assistant Chief Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, DC. This amendment (39-6901, AD 91-06-11) becomes effective on April 9, 1991.
91-25-08 R1: 91-25-08 R1 CESSNA AIRCRAFT COMPANY: Amendment 39-9024; Docket No. 91-CE-83-AD; Revises AD 91-25-08, Amendment 39-8109. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers 421C 421C0801 through 421C1807 425 425-0002 through 425-0236 Compliance: Required initially upon the accumulation of 3,000 hours time-in-service (TIS) or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished within the last 300 hours TIS, and thereafter as indicated in the body of this AD. NOTE 1: The compliance times specified in this AD take precedence over those referenced in the applicable service information. To prevent wing failure caused by excessive wing spar cracking, accomplish the following: (a) Fluorescent penetrant inspect both the left and right wing front spar upper caps for cracks between the main landing gear actuating cylinderattachment and the front spar wing attach fittings in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of ATTACHMENT TO SERVICE BULLETIN (SB) to Cessna SB CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna SB MEB91-7R1, as applicable. (b) If any crack is found that is parallel (inboard - outboard) to the top of the spar cap, install the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) in accordance with instructions to the applicable service kit (included with the service bulletins referenced in paragraph (a) of this AD) at the times that correspond with the following crack lengths, and reinspect (as applicable) as specified in paragraph (d) of this AD: (1) If equal to or less than 2.0 inches in length, within the next 200 hours TIS; (2) If more than 2.0 inches and less than 2.5 inches in length, within the next 50 hours TIS; or (3) If 2.5 or more inches in length, prior to further flight.(c) If any crack (regardless of length) is found that is not parallel (inboard - outboard) to the top of the spar cap, prior to further flight, obtain a repair scheme from the manufacturer through the Wichita Aircraft Certification Office (ACO), incorporate this repair scheme, and reinspect as specified in paragraph (d) of this AD. (d) Reinspect (fluorescent penetrant) the left and right wing front spar upper caps for cracks in accordance with those procedures specified in paragraph (a) of this AD at intervals presented within the applicable criteria below: (1) With cracks less than or equal to 2.0 inches in length that are parallel (inboard - outboard) to the top of the spar cap, at 50-hour TIS intervals until the applicable service kit is installed in accordance with paragraph (b) of this AD, and then reinspect thereafter at intervals not to exceed 600 hours TIS. (2) With cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2for right spar cap) incorporated, at 600-hour TIS intervals. (3) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) not incorporated, at 300-hour TIS intervals; or (4) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) incorporated, no repetitive inspections required. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita ACO, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector,who may add comments and then send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (g) The inspections and modifications required by this AD shall be done in accordance with ATTACHMENT TO SERVICE BULLETIN to Cessna Service Bulletin CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna Service Bulletin MEB91-7R1, as applicable. The modification required by this AD shall be accomplished in accordance with Cessna SERVICE KIT SK421-142, dated July 3, 1993, or Cessna SERVICE KIT SK425-44, dated November 6, 1992, as applicable. 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 Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-9024) revises AD 91-25-08, Amendment 39-8109. (i) This amendment becomes effective on November 4, 1994.
78-17-05: 78-17-05 PRATT & WHITNEY AIRCRAFT OF CANADA, LIMITED: Amendment 39-3285. Applies to all Pratt & Whitney Aircraft of Canada, Limited PT6T-3 and PT6T-6 turboshaft engines with automatic fuel control with Aviation Electric Ltd. Parts List 2524381-5, 3244712-1 and -2, 3244717-1 through -5, 3244721-1 through -5, 3244735-1 through -7 and 3244737-1 through -7. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. To preclude rupture of the bypass valve diaphragm in the automatic fuel control unit, replace the part number 2526477 diaphragm with part number 323451 diaphragm in accordance with Paragraph 2, Accomplishment Instructions in Pratt & Whitney Aircraft of Canada, Limited, Alert Service Bulletin No. 5153, or approved equivalent parts and procedure. Aircraft may be flown to a base for performance of maintenance required by this AD per FAR 21.197. Any equivalent parts and procedure must be approvedby the Chief, Engineering and Manufacturing Branch, of the Eastern Region of the Federal Aviation Administration (FAA). This amendment is effective August 31, 1978.
79-21-04: 79-21-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3584. Applies to Model SA 330F Puma helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. (a) To detect tail boom cracks and prevent excessive tail deflection, accomplish the following on helicopters that do not incorporate SNIAS Modification AMS 07.11.464 or SA 330 Service Bulletin No. 53.09: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail boom structure at frame 12349 beneath the intermediate gear box forward attachment and at location of anchor nuts for cracks in accordance with Puma SA 330 Service Bulletin No. 05.30, dated March 8, 1973, or an FAA-approved equivalent. (2) If during an inspection required by paragraph (a)(1) of this AD, only one crack that does not break through the doubler is found, continue to inspect in accordance with paragraph (a)(1) of this AD at intervals not to exceed 25 hours time in service since the previous inspection until incorporation of SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (3) If during an inspection required by paragraph (a)(1) or (a)(2) of this AD, any crack is found extending to the end of the doubler, P/N 330F.24.2019.21, or into its flange, or more than one crack is found, immediately replace the doubler, P/N 330A.24.2019.21 in accordance with Puma SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (b) To detect tail pylon cracks and prevent excessive tail deflection, accomplish the following on helicopters that incorporate SNIAS Modification 07.11.141/S256 or that are fitted with a tail skid without a reinforcement plate under the tail skid attachment fitting: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail pylon structure for cracks and loose rivets in accordance with Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent. (2) If during any inspection required by paragraph (b)(1) of this AD, a defect described in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent, is found, and that defect does not exceed the limits noted in the subparagraphs (1) or (2), repeat the inspections required in paragraph (b)(1) of this AD at intervals not to exceed 25 hours time in service since the last inspection. (3) If during any inspection required by paragraph (b)(1) or (b)(2) of this AD, a defect is found to equal or exceed the limits noted in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin No. 05.33, dated August 1,1973, or an FAA-approved equivalent, within the next 25 hours time in service, reinforce the tail structure in accordance with Puma SA 330 Service Bulletin No. 53.12, dated October 24, 1973, or an FAA-approved equivalent. (4) If during an inspection required by paragraph (b)(1) or (b)(2), a defect is found that is not specified in subparagraphs (1) and (2) of paragraph 1.D of Puma SA 330 Service Bulletin No. 05.33, dated August 1, 1973, or an FAA-approved equivalent, within the next 25 hours time in service after finding the defect, repair the defect in accordance with the Puma Structural Repair Manual, or an FAA-approved equivalent. (c) For purposes of this AD, an FAA-approved equivalent must be approved by Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone: 513.38.30. This amendment becomes effective November 1, 1979.
73-25-05: 73-25-05 de HAVILLAND: Amendment 39-1750. Applies to DHC-2, MK I (L-20A (U- 6A)) airplanes certificated in all categories. To prevent hazards in flight associated with fin rear spar attachment bolts and fitting, accomplish the following: 1. This paragraph applies to aircraft that are using AN 7-13 bolts and are or have been operating as floatplanes or amphibians. Within the next 10 hours in service or prior to the next flight carrying loads (e.g. canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD, unless accomplished within the last 290 hours in service, perform the following replacements or inspections and at intervals thereafter not to exceed 300 hours. a. Replace each of the fin rear spar bolts AN 7-13 or remove the bolts and inspect for cracks using a dye penetrant inspection in conjunction with a 10-power glass, or an FAA-approved equivalent inspection. Replace cracked bolts prior to further flight.The repetitive inspection of the bolts may be discontinued upon installation of NAS 147-A26 bolts. b. Visually inspect the fin rear spar fitting P/N C2TF13, for distortion, cracking, fretting or loose rivets. Replace cracked, distorted or fretted fittings and repair fittings which have loose rivets prior to further flight. 2. Inspect aircraft that are or have been operating as floatplanes or amphibians and are using NAS 147-A26 bolts within the next 10 hours in service or prior to the next flight carrying loads (canoes, lumber, etc.) mounted on the float support structure, whichever occurs first, after receipt of this AD. a. In accordance with the accomplishment instructions of de Havilland Service Bulletin 2/11 of 6/23/72, or an approved equivalent inspection, unless already accomplished, and b. Inspect only the fitting in accordance with paragraph 1 above, including the repetitive inspections. 3. Inspect aircraft that have only been operated as landplanes or skiplanes, within the next 100 hours in service after receipt of this AD, unless already accomplished, in accordance with the accomplishment instructions of the service bulletin or an approved equivalent inspection. 4. Where the AD requires replacement or repairs before further flight, the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. 5. The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through a local FAA maintenance inspector. 6. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 14, 1973, and was effective upon receipt by all recipients of the airmail dispatch dated September 27, 1973.
93-18-07: 93-18-07 BOEING: Amendment 39-8692. Docket 93-NM-129-AD. \n\n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 or Pratt & Whitney PW4000 series engines, as listed in Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo detect wear of the fire extinguishing discharge tubes and support clamps, which could prevent the engine fire extinguishing system from extinguishing an engine fire, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, conduct a detailed visual inspection to detect damage, chafing, or scoring of the engine number 1 and engine number 4 fire extinguishing discharge tubes and support clamps in the strut-to-wing intersection areas, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993. \n\n\t\t(1)\tIf no damage, chafing, or scoringis detected, prior to further flight, replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the detailed visual inspection thereafter at intervals not to exceed 5,000 flight hours. Replacement of the support clamps is required only after the initial inspection. \n\n\t\t(2)\tIf damage, chafing, or scoring is detected on any fire extinguishing discharge tube as a result of any inspection required by this AD, prior to further flight, accomplish either paragraph (a)(2)(i), (a)(2)(ii), or (a)(2)(iii) of this AD. \n\n\t\t\t(i)\tRepair the fire extinguishing discharge tube, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to repair of the tube and replacement of the clamps, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(ii)\tReplace the fire extinguishing discharge tube with a new tube having the same tube dash number, in accordance with Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 flight hours. Or \n\n\t\t\t(iii)\tReplace the fire extinguishing discharge tube with a fire extinguishing discharge tube constructed of steel, and replace the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Accomplishment of these replacements constitutes terminating action for the inspection requirements of this AD.\n \n\t\t(3)\tIf damage, chafing, or scoring is detected on the support clamps as a result of any inspection required by this AD, prior to further flight, replace the clamps with a serviceable clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993. Subsequent to replacement, repeat the inspection thereafter at intervals not to exceed 1,600 hours flight hours. \n\n\t(b)\tReplacement of the fire extinguishing discharge tubes with tubes constructed of steel, and replacement of the support clamps with clamps constructed of teflon, in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993; Revision 1, dated August 12, 1993; or Revision 2, dated August 19, 1993, constitutes terminating action for the inspection requirements of this AD. \n\n\t(c)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial 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. \n\n\t(e)\tThe inspection, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-26A2214, dated May 6, 1993;or Boeing Alert Service Bulletin 747-26A2214, Revision 1, dated August 12, 1993; or Boeing Alert Service Bulletin 747-26A2214, Revision 2, dated August 19, 1993; as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(f)\tThis amendment becomes effective on November 3, 1993.
2010-18-13: The FAA is adopting a new airworthiness directive (AD) for PW PW4052, PW4056, PW4060, PW4062, PW4062A, PW4074, PW4077, PW4077D, PW4084D, PW4090, PW4090-3, PW4152, PW4156A, PW4158, PW4164, PW4168, PW4168A, PW4460, and PW4462 turbofan engines. This AD requires initial and repetitive fluorescent penetrant inspections (FPI) for cracks in the blade locking and loading slots of the high-pressure compressor (HPC) drum rotor disk assembly. This AD results from reports of cracked locking and loading slots in the HPC drum rotor disk assembly. We are issuing this AD to detect cracks in the locking and loading slots in the HPC drum rotor disk assemblies, which could result in rupture of the HPC drum rotor disk assembly and damage to the airplane.
94-06-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 and A310 series airplanes. This action requires modification of the evacuation system regulator assembly in certain escape slides and slide/rafts installed on these airplanes. This amendment is prompted by reports indicating that the evacuation system regulator assembly functioned inappropriately, and cases of the evacuation system inflating when the regulator safety pin was removed. The actions specified in this AD are intended to prevent delayed or inadvertent inflation of an evacuation system, which could delay or impede the evacuation of passengers during an emergency, and to prevent possible injury to ground personnel during installation of the evacuation system.
93-15-07: 93-15-07 DE HAVILLAND, INC.: Amendment 39-8653. Docket 93-NM-124-AD. Applicability: All Model DHC-7 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the upper lockstrut sub-assembly, which could lead to partial collapse of the main landing gear, accomplish the following: (a) Within 250 landings after the effective date of this AD, conduct a non-destructive testing inspection of upper lockstrut sub-assemblies, part numbers 15709-7 and 15709-9, to detect cracking, in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. (1) If any crack is detected, prior to further flight, replace the discrepant sub-assembly with a serviceable sub-assembly in accordance with the service bulletin. (2) If no crack is detected, no further action is required by this AD. (b) Within 5 days after completion of the inspection required by paragraph(a) of this AD, operators must submit a report containing details of any cracked upper lockstruts found to de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada; fax (416) 375-4539. 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 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, ifany, may be obtained from the New York ACO. (d) 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. (e) The inspection and replacement shall be done in accordance with de Havilland Alert Service Bulletin S.B. A7-32-100, dated July 7, 1993. 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendmentbecomes effective on August 9, 1993.
93-05-19: 93-05-19 FOKKER: Amendment 39-8523. Docket 92-NM-193-AD. Applicability: Model F-27 series airplanes, serial numbers 10102 through 10259, inclusive; on which the inspection described in Service Bulletin F27/53-60 (B-156) Part II has not been accomplished; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Prior to the accumulation of 2,700 hours time-in-service after the effective date of this AD or within 12 months after the effective date of this AD, whichever occurs earlier, perform a one-time visual inspection to determine whether bolts and screws of proper length have been installed in the outboard wing attachment fittings of the fuselage main frame at stations 7961 and 9439.5, in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 1991. (1) If any measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, prior to further flight, replace it with a shorter one, in accordance with the service bulletin. (2) If no measured bolt or screw is found that protrudes more than 4.5 mm (0.177 inch) through the nut, no further action is necessary. (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 inspection and replacement shall be done in accordance with Fokker Service Bulletin F27/53-115, dated May 21, 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 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 May 5, 1993.
2010-16-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-16-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (Eurocopter) Model SA330J helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting for a gap between the main gearbox (MGB) oil cooling fan assembly (fan) rotor blade and the upper section of the guide vane bearing housing. This inspection must be accomplished by using a feeler gauge attached to a rigid rod. If the feeler gauge cannot be inserted between the blade and the housing, this AD requires replacing the two fan rotor shaft bearings with two airworthy bearings. This AD is prompted by the separation of a fan rotor blade that caused puncture holes in the transmission deck. This condition, if not corrected, could lead to damage to the hydraulic lines and flight controls, and subsequent loss of control of the helicopter.
2010-04-12: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-100 and DHC-8-200 series airplanes, and DHC-8-301, -311, and -315 airplanes. This AD requires implementing a corrosion prevention and control program (CPCP) either by accomplishing specific tasks or by revising the maintenance inspection program to include a CPCP. This AD results from the determination that, as airplanes age, they are more likely to exhibit indications of corrosion. We are issuing this AD to prevent structural failure of the airplane due to corrosion.
95-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires a visual inspection to verify proper clearance between the engine fuel supply-line and the hydraulic line in certain areas, and replacement of damaged fuel lines. This amendment would also require installation of additional clamps on the out line of the lift-dumper in certain cases. This amendment is prompted by a report indicating that fuel was found leaking from the right-hand wheel bay on one airplane due to chafing of the fuel supply line. The actions specified by this AD are intended to prevent such chafing, which could result in fuel leakage, and, subsequently, lead to a possible fire hazard and engine fuel depravation.
2010-17-14: We are adopting a new airworthiness directive (AD) for certain Model 737-100 and -200 series airplanes. This AD requires repetitive inspections for cracking and damaged fasteners of certain fuselage frames and stub beams, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive inspections for cracking of the inboard chord fastener hole of the frame at body station 639, stringer S-16, and corrective actions if necessary. For certain airplanes, this AD also requires an inspection to determine the edge margin of the lower chord. For airplanes with a certain short edge margin, this AD requires repetitive inspections for cracking, and corrective actions if necessary; replacing the lower chord terminates the repetitive inspections. This AD requires an eventual preventive modification. For certain airplanes, doing the modification or a repair terminates the repetitive inspections for the repaired or modified frame only. For airplanes on which themodification or repair is done at certain body stations, this AD requires repetitive inspections for cracking of certain frame webs and inner and outer chords, and corrective actions if necessary. For certain other airplanes, this AD requires a modification which includes reinforcing the body frame inner chords, replacing the stub beam upper chords and attach angles, and reinforcing the stub beam web. This AD results from reports of fatigue cracks at certain frame sections, in addition to stub beam cracking, caused by high flight cycle stresses from both pressurization and maneuver load. We are issuing this AD to detect and correct fatigue cracking of certain fuselage frames and stub beams, and possible severed frames, which could result in reduced structural integrity of the frames. This reduced structural integrity can increase loading in the fuselage skin, which will accelerate skin crack growth and result in rapid decompression of the fuselage.
2010-10-01 R1: We are revising an existing 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: Inspection of a high time aircraft has revealed cracks in the Horizontal Stabiliser rear spar splice plate and inboard main ribs around the area of the Horizontal Stabiliser rear pivot attachment. Additionally, failure of some attach bolts in service may be due to improper assembly. This amendment is issued to include an applicability matrix (Table 1, page 2) in the compliance section of the service bulletin for improved clarity. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective October 7, 2010. On October 7, 2010, the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 6, dated April 21, 2010, listed in this AD. As of March 2, 2009 (74 FR 8159; February 24, 2009), the Director of the Federal Register approved the incorporation by reference of Gippsland Aeronautics Mandatory Service Bulletin SB-GA8-2002-02, Issue 5, dated November 13, 2008, listed in this AD.
78-20-10: 78-20-10 MCDONNELL DOUGLAS: Amendment 39-3310. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories.\n\n\tCompliance required within the next 1800 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the loss of related powered flight controls due to loss of fluid through brake return line failure accomplish the following:\n\n\t(a)\tRevise hydraulic system 1 and 3 by installing three check valves and, when applicable, new hydraulic piping, in accordance with McDonnell Douglas DC-10 Service Bulletin No. A29-113, Revision 2, dated April 4, 1978.\n\n\tNOTE: Service Bulletin A29-113, Revision 2, dated April 4, 1978, is the only version of this service bulletin suitable for compliance with paragraph (a) of this AD.\n\n\t(b)\tEquivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD.\n\n\tThis amendment becomes effective December 6, 1978.
92-25-07: 92-25-07 BRITISH AEROSPACE: Amendment 39-8422. Docket No. 92-NM-151-AD. Applicability: Model ATP series airplanes equipped with Lucas Generators, part number BA03303, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a generator malfunction, loss of engine oil, and engine shutdown or failure, accomplish the following: (a) Within 3 months after the effective date of this AD, replace the currently installed AC generator endplate fixing bolts, part number 79801316009, with longer bolts, part number 79801316013, in accordance with Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 1992. (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 Lucas Aerospace Service Bulletin BA03303-24-3, dated June 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; orat the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 12, 1993.
2022-01-05: The FAA is superseding airworthiness directive (AD) 2021-24- 06, which applied to certain Airbus Helicopters Model EC130T2 helicopters. AD 2021-24-06 required repetitive visual inspections of the rivets on the rear transmission shaft bearing support and of the local structure for cracking and missing, loose, or sheared rivets and accomplishment of applicable corrective actions. This AD retains those requirements and adds repetitive visual inspections of the rivet heads on the left-hand and right-hand sides of the rear transmission shaft bearing support, revises a corrective action, and adds a reporting requirement, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the special flight permit limitation from AD 2021-24-06. This AD was prompted by an additional report of loose rivet heads on the outside face of the tail boom corner support. The FAA is issuing this AD to address the unsafe condition on these products.
2010-18-09: 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: There have been reports of engine surge, lack of response to Power Lever input and crew commanded engine shutdown on PW530A/ PW545A/PW545B engines powered aeroplanes. Investigation revealed engine intercompressor bleed valve/servo valve malfunction as the cause of the above problems, and that this problem is limited to engines fitted with low time (new or overhauled) bleed valve servo valves with either SB 30343 or 30404 incorporated. We are issuing this AD to prevent inflight loss of power of one or both of the engines and possible loss of control of the airplane.
67-13-03: 67-13-03 PILATUS: Amdt. 39-388, Part 39, Federal Register April 4, 1967. Applies to Model PC-6 Series Airplanes, Serial Numbers to 563. Compliance required as indicated. To prevent failure of rivets attaching the rudder control lever to the rudder post, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, visually inspect the rivets attaching the rudder control lever to the rudder post for defective or failed rivets. (b) If defective or failed rivets are found during the inspection required by (a), before further flight, replace the 3mm. diameter rivets with AN 470 AD 5-10 rivets, or FAA- approved equivalent. (c) The repetitive inspections required by (a) of this AD may be discontinued after the rudder control lever attachment is modified in accordancewith (b) of this AD. (Pilatus Aircraft Limited Service Bulletin No. 66 pertains to this subject.) This directive effective May 4, 1967.
2010-18-02: 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: In-flight shutdown incidents have been reported on airplanes equipped with TAE 125 engines. Preliminary investigations showed that it was mainly the result of nonconforming disc springs (improper heat treatment) used in a certain production batch of the clutch. We are issuing this AD to prevent engine in-flight shutdown leading to loss of control of the airplane.
90-01-02: 90-01-02 PIPER (TED SMITH AEROSTAR, AEROSTAR, BUTLER AIRCRAFT COMPANY): Amendment 39-6517. Final copy of priority letter AD. Applicability: Piper Models PA-60-600 (turbocharged only), PA-60-601, PA-60-601P, PA-60-602P, and PA-60-700P (all serial numbers (S/N)) airplanes, and Ted Smith Aerostar (Butler Aircraft Company) Models 600 (turbocharged only), 601, 601A, 601B, and 601P (all S/N) airplanes, certificated in any category, except those airplanes incorporating Machen Supplemental Type Certificate (STC) SA980NM. Compliance: Required as indicated in the body of the AD, unless already accomplished. To alert the pilot of a nacelle overheat or fire condition which could result in damage to the wing structure, accomplish the following: (a) Prior to further flight after the effective date of this AD, modify the airplane by installing Piper Engine Fire Detection System Kit, Piper Part Number 764-158, in accordance with the instructions in Part II of the Piper Service Bulletin (SB) No. 920, dated August 7, 1989, and modify the Airplane Flight Manual/Pilot's Operating Handbook by inserting the appropriate supplement provided with the above kit. (b) Prior to further flight after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, accomplish the dismantling inspections and reinstallation of the exhaust tailpipe assembly as specified in Part I of Piper SB No. 920, dated August 7, 1989. If any discrepancies are found, prior to further flight repair the discrepancies in accordance with the above SB or appropriate Piper Maintenance Manual. (c) Airplanes may be flown in accordance with FAR 21.197 and FAR 21.199 to a location where this AD may be accomplished. (d) An alternate method of compliance or adjustment of the initial or repetitive compliance times which provides an equivalent level of safety may be used when approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960, or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Priority letter AD 90-01-02 superseded AD 89-25-05, Amendment 39-6397. This amendment (39-6517, AD 90-01-02) becomes effective on March 1, 1990, as to all persons except those persons to whom it was made immediately effective by priority letter AD 90-01-02 issued on January 5, 1990, which contained this amendment.
78-22-09: 78-22-09 SHORT BROTHERS LTD.: Amendment 39-3328. Applies to Model 78-22 SD3-30 airplanes, S/Nos. 3001, 3002 and 3010 through 3016, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible collapse of the nose landing gear, prior to the accumulation of 50 landings after the effective date of this AD, replace restrictor assembly, P/N SD3-73-1209xA with a new restrictor assembly, P/N HTE.9950 in the nose landing gear "UP" line in accordance with Section 2, "Accomplishment Instructions", and Figure 1 of Short Brothers Ltd. Service Bulletin SD3-32-44, dated July 7, 1978, or an FAA-approved equivalent. This amendment becomes effective November 13, 1978.
96-06-04: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada, Ltd., (BHTC) Model 206A and 206B helicopters, that currently requires an inspection of the main transmission input driveshaft assembly (driveshaft) at intervals of 300 hours time-in-service (TIS); the application of a zinc chromate primer inspection visual aid; and, daily visual checks of the driveshaft. This amendment requires inspections of the driveshaft at intervals of 300 hours TIS; the application of a self-adhesive temperature indicator visual inspection aid ; and, preflight visual owner/operator (pilot) checks of the driveshaft. This amendment is prompted by recent studies that indicate self-adhesive temperature indicators are a more reliable means of detecting overheat conditions on grease-lubricated couplings than the zinc chromate primers currently in use. The actions specified by this AD are intended to prevent failure of the driveshaft due to coupling wear or overheating, which could result in loss of power to the main rotor and a subsequent forced emergency landing.
94-16-02: This amendment supersedes AD 79-25-05, which currently requires repetitively inspecting the existing aluminum vertical stabilizer forward attach fitting for cracks on Luscombe Model 8 series airplanes, and replacing any cracked parts. Steel fittings are now available that, when installed, will eliminate the need for repeated removal and inspection of the aluminum fitting, which could result in damage to the fastener holes. This action requires replacing the existing aluminum fitting with a steel vertical stabilizer forward attach fitting on Luscombe Model 8 series airplanes that have round-tipped vertical stabilizer installations. The actions specified by this AD are intended to prevent failure of the vertical stabilizer as a result of a cracked fitting, which could result in loss of control of the airplane.