Results
99-06-11: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires inspecting the elevator bias spring assembly for correct installation and to assure that the correctly manufactured bias spring is installed. This AD also requires replacing any incorrectly manufactured bias spring, reworking any incorrectly installed bias spring assembly, inspecting the link assembly for distortion or damage, and replacing any distorted and/or damaged parts. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the bearings in the elevator down bias spring assembly caused by the installation of an incorrectly manufactured bias spring or damage or distortion to the assembly, which could result in reduced or loss ofcontrol of the airplane.
2018-20-01: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) LEAP-1B21, LEAP-1B23, LEAP-1B25, LEAP-1B27, LEAP-1B28, LEAP-1B28B1, LEAP-1B28B2, LEAP-1B28B2C, LEAP-1B28B3, LEAP- 1B28BBJ1, and LEAP-1B28BBJ2 turbofan engines with a certain high- pressure turbine (HPT) stator case (HPT cases) installed. This AD requires removal of affected HPT cases from service and their replacement with a part eligible for installation. This AD was prompted by the discovery of a quality escape at a manufacturing facility involving unapproved welds on HPT cases. We are issuing this AD to address the unsafe condition on these products.
86-17-05 R1: 86-17-05 R1 BOEING: Amendment 39-5391 as amended by Amendment 39-5714. Applies to Boeing Model 727-200 series airplanes equipped with the Number 3 cargo door, certificated in any category, listed in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986. \n\n\tTo detect cracks in the forward frame of the Number 3 cargo door cutout, accomplish the following: \n\n\tA.\tWithin the next 300 landings after the effective date of this AD or prior to accumulating 29,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraph C. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tB.\tWithinthe next 300 landings after the effective date of this AD or prior to accumulating 35,000 landings, whichever occurs later, unless accomplished within the last 1900 landings, visually inspect the forward frame of the Number 3 cargo door cutout for cracks in accordance with paragraphs D. and E. of the Accomplishment Instructions in Boeing Alert Service Bulletin Number 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. If any cracks are detected, repair in accordance with paragraph C. of this AD. Repeat the inspections at intervals not to exceed 2,200 landings. \n\n\tC.\tRepair, prior to further flight, any cracks detected in the forward frame of the Number 3 cargo door cutout, in accordance with paragraph G. of the Accomplishment Instructions in Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. Reinspect, at intervals not to exceed 2,200 landings, all areas of the forward frame not covered by the repair, in accordance with the Accomplishment Instructions of paragraphs C., D., and E. of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions. \n\n\tD.\tModification of uncracked frames in accordance with Figure 2 of Boeing Alert Service Bulletin 727-53A0169, Revision 2, dated May 23, 1986, or later FAA-approved revisions constitutes terminating action for repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance or adjustment of compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\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 inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents 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. \n\n\tAmendment 39-5391 became effective September 5, 1986, and superseded AD 84-21-04, Amendment 39-4938. \n\tThis Amendment 39-5714 becomes effective September 3, 1987.
2006-05-03: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce plc (RR) models RB211 Trent 768-60, Trent 772-60, and Trent 772B-60 turbofan engines. This AD requires initial and repetitive borescope inspections of the high pressure-intermediate pressure (HP- IP) turbine bearing internal oil vent tube, scavenge tube, and tube heat shields for wear and cracking, and removing tubes from service if found with any cracks beyond serviceable limits. This AD also requires installation of a new or modified HP-IP turbine bearings support as terminating action for the repetitive borescope inspections. This AD results from two reports of RR RB211 Trent 700 series engines found with the HP-IP internal oil vent tube and scavenge tube fretted by damaged heat shields on the tubes. We are issuing this AD to prevent oil ejecting from the HP-IP turbine bearings chamber and igniting. Burning oil can cause the intermediate pressure (IP) shaft to fracture, the IP turbine to overspeed, and possible uncontained failure of the engine.
2000-02-38: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A300-600, and A310 series airplanes, equipped with a welded auxiliary power unit (APU) fuel feedline adapter. That AD currently requires repetitive dye penetrant inspections to detect cracks, rupture, or fuel leaks of the fuel feedline adapter; and replacement of the adapter, if necessary. That AD also provides for optional terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. 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 fuel leakage in the APU compartment, which could result in a fire in the APU compartment.
2018-21-12: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GEnx-2B67, -2B67B, and -2B67/P turbofan engines. This AD was prompted by low-cycle fatigue (LCF) cracking of the fuel manifold leading to an engine fire. This AD requires removal from service of certain fuel manifolds at the next engine shop visit and their replacement with parts eligible for installation. We are issuing this AD to address the unsafe condition on these products.
77-14-19: 77-14-19\tMCDONNELL DOUGLAS: Amendment 39-2971. Applies to Model DC-9-10, -20, -30, -40, -50 series and VC-9C (DC-9-32) airplanes certificated in all categories, fuselage numbers, F/N-1 thru F/N-837, which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin 54-30 dated January 19, 1977, or later FAA approved revisions.\n \n\tCompliance required as indicated.\n\n\tTo detect fatigue cracks and/or failure of the engine pylon front spar attachments and upper cap, accomplish the following: \n\n\t(a)\tWithin the next 1800 flight hours after the effective date of this AD, or before accumulating 9800 total flight hours, whichever occurs later, unless already accomplished within the last 1800 flight hours, and thereafter at intervals not to exceed 3600 flight hours from the last inspection, accomplish radiographic and ultrasonic or eddy current inspections in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\tFor those operators who have conducted only the radiographic inspections per Douglas All Operators Letter, AOL 9-835, dated October 30, 1974, perform the ultrasonic or eddy current inspection, and thereafter, the radiographic and ultrasonic or eddy current inspection per the requirements of this AD, as applicable. \n\n\t(b)\tIf cracks or failures are found, before further flight, accomplish the modification described in Condition II in Douglas Service Bulletin 54-30 in accordance with the instructions in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(c)\tThe inspections required by paragraph (a) may be discontinued for that pylon(s) upon accomplishment of either or both modifications (Condition I; Condition II) specified in Douglas Service Bulletin 54-30, dated January 19, 1977, or later FAA approved revision. \n\n\t(d)\tEquivalent inspection procedures and modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(e)\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this A.D.\n \n\tThis amendment becomes effective August 23, 1977.
84-20-03 R1: 84-20-03 R1 BOEING: Amendment 39-4923 as amended by Amendment 39-5183. Applies to Model 737 series airplanes, certificated in any category, as listed in Boeing Service Bulletin 737- 53-1075, Revision 1, dated September 2, 1983, with more than 20,000 flight hours time in service or 7 years since manufacture, whichever occurs first. Compliance is required as indicated. To ensure the continuing structural integrity of the aft pressure bulkhead, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, unless already accomplished within the last 21 months, visually inspect the B.S. 1016 pressure bulkhead for cracks and corrosion in accordance with Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or later FAA approved revisions. Remove any obstruction to the drain hole in the frame chord and replace any deteriorated leveling compound as noted in the service bulletin. Treat the area of inspection with corrosion inhibitor, BMS 3-23, or equivalent. \n\n\tB.\tAccomplish the drain hole enlargement specified in the service bulletin, within one year following the effective date of this amendment. \n\n\tC.\tIf cracking or corrosion is found, prior to further flight, repair in accordance with (1) Boeing Service Bulletin 737-53-1075, Revision 1, dated September 2, 1983, or (2) a method approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tD.\tRepeat the visual inspections and corrosion inhibitor treatment of paragraph A, above, at intervals not to exceed 2 years time in service. \n\n\tE.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tF.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington.\n\t \n\tG.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of an operator, if the request contains substantiating data to justify the adjustment period. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tAmendment 39-4923 became effective November 5, 1984.\n \tThis Amendment 39-5183 becomes effective January 20, 1986.
2000-08-53: 2000-08-53 FIREFLY AVIATION HELICOPTER SERVICES (PREVIOUSLY ERICKSON AIR CRANE CO.); GARLICK HELICOPTERS, INC.; HAWKINS AND POWERS AVIATION, INC.; INTERNATIONAL HELICOPTERS, INC.; TAMARACK HELICOPTERS, INC. (PREVIOUSLY RANGER HELICOPTER SERVICES, INC.); ROBINSON AIR CRANE, INC.; WILLIAMS HELICOPTER CORPORATION (PREVIOUSLY SCOTT PAPER CO.); SMITH HELICOPTERS; SOUTHERN HELICOPTER, INC.; SOUTHWEST FLORIDA AVIATION; UTAH STATE UNIVERSITY; WESTERN INTERNATIONAL AVIATION, INC.; and U.S. HELICOPTER, INC: Docket No. 2000-SW-08-AD. Supersedes AD 89-17-03, Amendment 39-6251, Docket No. 88-ASW-33. \n\tApplicability: Bell Helicopter Textron Inc.-manufactured Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation SW204, SW204HP, SW205, and SW205A-1 helicopters, certificated in any category. \n\n\tNOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue failure of the main rotor mast assembly (mast) or main rotor trunnion assembly (trunnion), separation of the main rotor system, and subsequent loss of control of the helicopter, accomplish the following: \n\n\t(a) For the main rotor mast assembly, part number (P/N) 204-011-450-001, -005, -007, -105,or -109: \n\nNOTE 2: The next higher assembly level for the affected P/N's are the 204-040-366 mast assemblies. Check the aircraft records for the appropriate P/N and assembly level. \n\t(1) Create a component history card or equivalent record for the mast within 10 hours time-in-service (TIS). \n\t(2) Determine and record the revised hours TIS to-date as follows: \n\t(i) Review the component history card or equivalent record for the mast and determine the hours TIS for each of the usage type categories (1) through (6) specified in Figure 1. \n\nFigure 1\n\n\n\n\n\n\n\t(ii) Multiply the hours TIS for each of the different usage type categories by the flight hour factors specified in Figure 2. Add the factored flight hours in column B to determine the total factored flight hours to-date. \n\n\t(iii) Record the total factored flight hours on the component history card or equivalent record and use as the revised hours TIS for the mast. \n\n\t(3) Determine and record the accumulated retirement index number (RIN) to-date as follows: \n\n\t(i) Multiply the revised hours TIS determined in accordance with paragraph (a)(2) of this AD by the RIN conversion factor specified in Figure 2 to establish the baseline accumulated RIN for the mast. \n\n\nFigure 2 \n\n\n\n\n\n\t(ii) Record the RIN on the component history card or equivalent record and use as the accumulated RIN for the mast. \n\n\t(4) Before further flight, remove from service any mast, P/N 204-011-450-001 or -005, that has 6,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(5) Before further fight, remove from service any mast, P/N 204-011-450-007, -105, or -109, that has 15,000 or more revised hours TIS or 265,000 or more RIN. \n\n\t(6) Inspect the upper and lower snap ring grooves in the damper clamp splined area of mast, P/N 204-011-450-001, -005, -007, -105, or -109, for a minimum radius of 0.020 inches around the entire circumference (See Figures 3 and 4), using a 100x or higher magnification, according to the following schedule: \n\n\tNOTE 3: The mast serial number (S/N) may include the prefix NFS or N9. \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000 RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\n\t(7) If any snap ring groove radius is less than 0.020 inches, replace the mast with an airworthy mast before accumulating 100,000 RIN or before further flight if the RIN equals or exceeds 100,000. \n\n\t(8) Inspect the upper and lower snap ring grooves of the mast, P/N 204-011-450-001, -005, -007, -105 or -109, for a burr (See Figures 3 through 5), using a 200x or higher magnification, according to the following schedule: \n\t(i) S/N 23002 and prior, with less than 100,000 RIN, before 100,000RIN. \n\t(ii) S/N 23002 and prior, with 100,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first. \n\t(iii) S/N 23003 through 36752, with less than 170,000 RIN, before 170,000 RIN. \n\t(iv) S/N 23003 through 36752, with 170,000 or more RIN, within 10 hours TIS or 500 RIN, whichever occurs first.\n \n\t(9) If a burr is found in any snap ring groove radius, replace the mast with an airworthy mast before accumulating 170,000 RIN or before further flight if the RIN equals or exceeds 170,000. \n\n\n\n\nFigure 3\nMain Rotor Mast\n\n\n\n\n\n\n\nFigure 4\nSnap Ring Groove/Spline Intersection\n\n\n\n\n\n\n\n\n\n\nCutaway View Looking Down From Inside Snap Ring Groove\nTypical Burrs at Snap Ring Groove / Spline Intersection\nBurrs to be Inspected at 200x Minimum Magnification\n\n\nFigure 5\nTypical Burr at Snap Ring Groove\n\n\n\t(10) Thereafter, calculate the accumulated RIN for the mast, P/N 204-011-450-001, -005, -007, -105, or -109, for all future torque events. Increasethe accumulated RIN count on the component history card or equivalent record using the RIN values specified in Figure 2 for each takeoff and external load lift. \n\n\t(11) After accomplishing the requirements of paragraphs (a)(1) and (a)(2) continue to count mast hours TIS. Count 10 hours TIS for each hour TIS that the helicopter is operated with a hub spring installed. \n\n\t(12) For the mast, P/N 204-011-450-001 or -005, this AD establishes a retirement life of 6,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(13) For the mast, P/N 204-011-450-007, -105, or -109, this AD establishes a retirement life of 15,000 hours TIS or 265,000 RIN, whichever occurs first. \n\n\t(b) Within 10 days after completing the inspections required by this AD, complete the AD compliance inspection report form, Appendix 1, with the requested information, and send it to the attention of the Manager, Rotorcraft Certification Office, Federal Aviation Administration, Fort Worth, Texas, 76193-0170,USA. Reporting requirements have been approved by the Office of Management and Budget and assigned OMB control number 2120-0056. \n\n\t(c) For the main rotor trunnion assembly, P/N 204-011-105-001: \n\n\t(1) Remove any trunnion with 14,900 or more hours TIS from service within the next 100 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed. \n\t(2) Remove any trunnion with less than 14,900 hours TIS from service at or before 15,000 hours TIS. If the TIS cannot be determined, enter 900 hours for each year from the date the trunnion was installed.\n \n\tNOTE 4: The intent of paragraph (c) is to continue the requirements of AD 89-17-03 for the trunnion. \n\n\t(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, Rotorcraft Certification Office, Rotorcraft Directorate, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Certification Office. \n\n\tNOTE 5: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Certification Office. \n\n\t(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 helicopter to a location where the requirements of this AD can be accomplished.\n \n\t(f) Emergency AD 2000-08-53, issued April 26, 2000, becomes effective upon receipt. \n\n\n\nAPPENDIX 1 \n\nAD COMPLIANCE INSPECTION REPORT FORM \nP/N 204-011-450-001/-005/-007/-105/-109 MAIN ROTOR MAST \n\nComplete the following information and mail or fax this form to: \n\nManager, Rotorcraft Certification Office \nFederal Aviation Administration \nFort Worth, Texas, 76193-0170, USA \nFax: 817-222-5783 \n\nOperator Name:Aircraft Registration No.: \n\nHelicopter Model: \n\nHelicopter S/N: \n\nMast P/N: \n\nMast S/N: \n\nMast RIN: \n\nMast Total TIS: \n\nInspection Results: \n\n1. Were any radii during inspection of this mast determined to be less than 0.020 inches? If yes, what was the dimension measured? \n\n2. Was a burr found in the inspected snap ring grooves? \n\n3. Who performed this inspection? \n\n4. Provide any other comments:
99-06-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires an electrical continuity test of the discharge circuit for the cargo compartment fire extinguisher bottle to detect any cross-connection of the electrical wires in the cargo compartment discharge circuit, and corrective actions, if necessary. 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 incorrect distribution of fire extinguishing chemicals in the event of a fire in the cargo compartment, which, if unconfined, could spread beyond the cargo compartment.