Results
75-17-04: 75-17-04 LOCKHEED: Amendment 39-2300 as amended by Amendment 39-3185. Applies to all Model 382 series airplanes, serial numbers 3946 and 4101 through 4751, certificated in all categories. Compliance required within the next 325 hours' time in service on airplanes which have accumulated 10,000 or more flight hours and thereafter at each "C" check inspection. (a) To detect cracks in the main frames, inspect the frames in accordance with Lockheed Service Bulletin A382-189, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (b) In the event a crack or cracks are found, before further flight, contact the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. (c) The inspection required by the A.D. may be discontinued on those airplanes which have been repaired in accordance with Lockheed Service Bulletin A382-189, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. Amendment 39-2300 became effective August 8, 1975. This Amendment 39-3185 becomes effective April 21, 1978.
2012-06-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-211, -212, -311, and -312 airplanes. This AD requires repetitive inspections for cracking at the fastener hole area just above stringer 28, of both left- and right-hand fuselage frame 39.1, and repair if necessary. This AD was prompted by a determination that certain airplanes were not included in a certain airworthiness limitation item (ALI) task (inspections for cracking of the fuselage frame 39.1) and that the inspections must be done to address the identified unsafe condition. We are issuing this AD to detect and correct cracking in the fuselage that could result in reduced structural integrity of the airplane.
68-17-06: 68-17-06 BEECH: Amendment 39-641. Applies to Models 23, A23 and A23A, Serial Numbers M-1 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; Model A23-24, Serial Numbers MA-1 through MA-233. Compliance: Required as indicated. To prevent inadvertent engagement of parking brake, in flight, accomplish the following: (A) For Models 23, A23 and A23A, Serial Numbers M-555 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; and Model A23-24, Serial Numbers MA-1 through MA-233 modify the master brake cylinders as set forth in (C) or (D). (B) For Models 23, A23 and A23A, Serial Numbers M-1 through M-554, inspect the left master brake cylinder. If brake cylinder Part No. 169-380006 is installed no further action is required. If brake cylinders Part No. VHR-625NL are installed modify as set forth in (C) or (D). (C) Remove the steel ball Part No. A134-9 from the parking brake check valve on both left and right master brake cylinders soas to disengage the parking brake and thereafter operationally check the brakes to assure proper operation; or, (D) Modify the left master brake cylinder in accordance with either Beech Class 1, Service Instruction 0092-220 and drill out the floor board beneath the left brake pedal in accordance with procedures set forth in the aforesaid Beech Service Instruction, or install the improved braking system provided by Beech Service Letter No. 67-12, Revision 1. (E) The foregoing modification must be accomplished prior to further flight except the airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a base where the repair can be performed. This amendment becomes effective August 27, 1968.
75-06-07: 75-06-07 MCDONNELL DOUGLAS: Amendment 39-2126 as amended by Amendment 39-2605 is further amended by Amendment 39-3227. Applies to Douglas Model DC-10-10, -30, -30F, and -40 series airplanes, certificated in all categories, with factory serial numbers as indicated in Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\tTo insure proper functioning of forward passenger doors during emergency operation, accomplish the following: \n\n\t(a)\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t\t(1)\tInspect the forward passenger door (L & R) operating mechanisms for proper rigging, broken, damaged, or corroded cables, and adjust rigging or replace cables as required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tAfter accomplishment of the inspection per paragraph (a)(1) above, check pneumatic operation of doors (L & R) from both the inside and outside of the aircraft. \n\n\t(b)\tCompliance required on airplanes with 5,000 hours' or more total time in service after the effective date of this AD, unless already accomplished per paragraph (a) above within the last 1500 hours' time in service, and thereafter at intervals not to exceed 2250 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism cables, and replace if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf cable(s) has been replaced, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 2250-hour inspections required by paragraph (b) may be discontinued provided stainless steel cables and swivel clevises are installed in accordance with McDonnell Douglas Service Bulletin No. 52-152, dated February 3, 1976, or later FAA-approved revisions. \n\n\t(c)\tCompliance required within the next 5000 hours' time in service after accomplishment of the inspection per paragraph (a) above, and thereafter at intervals not to exceed 5000 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism rigging, and adjust if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf rigging has been adjusted, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 5000-hour inspections required by paragraph (c) may be discontinued provided any one of the following combination of McDonnell Douglas Service Bulletins, or later FAA-approved revisions, has been accomplished: \n\n\t\t\t(i)\tS./B 52-118, Revision 1, dated February 14, 1975, (Installation of new cams on control mechanism), S/B 52-140, Revision 4, dated August 29, 1975, (Installation of return springs on reservoir actuator), S/B 52-146, Revision 1, dated November 21, 1975, (Installation of direct drive visible downlock), S/B 52-152, dated February 3, 1976, (Installation of stainless steel cables and swivel clevises); \n\n\t\t\t(ii)\tS/B 52-118, Revision 1, dated February 14, 1975, S/B 52-146, Revision 1, dated November 21, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976, (Installation of new reservoir control assembly) \n\n\t\t\t(iii)\tS/B 52-140, Revision 4, dated August 29, 1975, S/B 52-150, dated September 9, 1975, (Installation of combination up/downlock assembly). S/B 52-152, dated February 3, 1976; or \n\n\t\t\t(iv)\tS/B 52-150, dated September 9, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976. \n\n\t\t(4)\tThe repetitive 5000-hour inspection required by paragraph (c) may be replaced by satisfactory accomplishment, at 6000-hour intervals of both electrical and pneumatic door operational checks at applicable doors per Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA approved revisions, provided that all service bulletins except SB 52-152, required by any one of the combination of service bulletins in paragraph (c)(3) have been accomplished. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspections and modifications upon submittal of substantiating data. \n\n\t(e)\tAircraft may be flown to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2126 became effective April 14, 1975. \n\n\tAmendment 39-2605 became effective May 17, 1976. \n\n\tThis amendment 39-3227 becomes effective July 6, 1978.
2012-06-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of difficulties in opening the airstair door. This AD requires inspecting the structure and gearbox drain paths for blockages by sealant, and removing any blockages. We are issuing this AD to detect and correct drain paths blocked by sealant, resulting in an airstair door that is unable to be opened, which could hinder evacuation in the event of an emergency.
2012-06-01: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 560XL airplanes. This AD was prompted by reports of jammed or stiff rudder control due to water freezing on the rudder bias cables and pulleys of the stinger. This AD requires modification of the drain installation of the tailcone stinger on the aft canted bulkhead, inspections for drain holes in the forward and aft frames, and modification of the drain holes. We are issuing this AD to prevent ice accumulation on the cables and pulleys of the stinger, which could result in jamming of the rudder and consequent reduced controllability of the airplane.
2012-05-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by a design review following a ground fire incident and reports of flammable fluid leaks from the wing leading edge area onto the engine exhaust area. This AD requires modifying the fluid drain path in the leading edge area of the wing. We are issuing this AD to prevent flammable fluid from leaking onto the engine exhaust nozzle, which could result in a fire.
76-26-04: 76-26-04 SCOTTISH AVIATION LIMITED: Amendment 39-2793. Applies to Model HP- 137 Mk. 1 Jetstream airplanes, certificated in all categories, except those airplanes which incorporate Scottish Aviation Limited Modification No. 5111. Compliance is required as indicated. To detect cracks in the outer end of each outer wing flap and to prevent possible flap separation from the airplane and possible loss of airplane control, accomplish the following: (a) For airplanes with 500 or more total landings on the effective date of this AD: (1) Comply with paragraph (c) of this AD, before further flight, (except that the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, provided that the flaps remain in the fully retracted position for the duration of the flight,) unless already accomplished within the last 50 landings and thereafter continue to comply with paragraph (c) of this AD at intervals not to exceed 50 landings. (2) Comply with paragraph (d) of this AD, within the next 50 landings and thereafter continue to comply with paragraph (d) at intervals not to exceed 500 landings. (b) For airplanes with less than 500 total landings on the effective date of this AD: (1) Comply with paragraph (c) of this AD before the accumulation of 500 landings and thereafter continue to comply with paragraph (c) at intervals not to exceed 50 landings. (2) Comply with paragraph (d) of this AD before the accumulation of 500 landings or within the next 50 landings after the effective date of this AD whichever occurs later, and thereafter continue to comply with paragraph (d) at intervals not to exceed 500 landings. (c) Visually inspect the outer end of each outer wing flap, Part No. 13760B-405 (left) and 13760B-406 (right), for cracks along the lower flange of the end rib and rib doubler using a magnifying glass with at least 5 power in accordance with the instructions contained in Paragraph 3, Part B of Scottish Aviation Limited Service Bulletin No. 9/5, issue 2, dated August 4, 1976, or an FAA-approved equivalent. (d) Inspect the outer end of each outer wing flap, Part No. 13760-B-405 (left) and 13760B-406 (right), for cracks along the lower flange of the end rib and rib doubler using the radiographic technique in accordance with the instructions contained in Paragraph 3, Part C of Scottish Aviation Limited Service Bulletin No. 9/5, issue 2, dated August 4, 1976, or an FAA- approved equivalent. (e) If, during the inspections required by paragraph (c) and (d) of this AD, cracks are found, replace the affected part with a serviceable part of the same part number. NOTE: A "serviceable part" is defined in Note 1, Parts (a) and (b) of Scottish Aviation Limited Service Bulletin, No. 9/5, issue 2, dated August 4, 1976. (f) Compliance with paragraphs (a)(1), (a)(2), (b)(1), and (b)(2) may be discontinued upon the incorporation of Scottish Aviation Limited Modification 5111. This amendment supersedes Amendment 39-2465, (40FR 58129), AD 75-26-16. This amendment becomes effective January 6, 1977.
2012-05-01: We are adopting a new airworthiness directive (AD) for the Eurocopter France (ECF) Model SA-365C, SA-365C1, SA-365C2, SA-365N, SA- 365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. This AD was prompted by some reports of deterioration and two reports of failure of Starflex star arm ends. The actions are intended to modify the main rotor frequency adapters to reduce the temperature in the area, to prevent failure of the star arm end, severe vibration, and subsequent loss of control of the helicopter.
2012-05-05: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-215-1A10, CL-215-6B11 (CL-215T Variant), and CL-215-6B11 (CL-415 Variant) airplanes. This AD was prompted by reports of cracked or broken support bracket assemblies of the emergency water dump pulley. This AD requires inspecting the bracket assembly of the emergency water dump pulley to determine if certain rivets are installed; replacing rivets and installing new stiffeners on the bracket assembly, if necessary; inspecting the stiffeners for the bracket assembly for cracks, deformation, or corrosion, and replacement if necessary; and re-installing the bracket assembly with radius packers. We are issuing this AD to detect and correct failure of the support bracket assembly of the emergency water dump pulley, and in combination with other system failures, such as an engine failure during take off or a pitch control system jam, may result in loss of controllability of the airplane.
95-23-04: This amendment adopts a new airworthiness directive (AD) that is applicable to all British Aerospace Model BAC 1-11 400 series airplanes. This action requires an inspection of the rod ends of the lift dumper to detect drill holes; a dye penetrant inspection to detect any cracking of drilled holes; and replacement of the rod end with an undrilled rod end, if necessary. This amendment is prompted by a report that, during a routine examination of the operating mechanism of the lift dumper, two cracked aft rod ends were found. Investigation revealed that holes had been drilled in the rod ends for grease nipples during manufacturing, and that cracking had developed at the holes. The actions specified in this AD are intended to prevent asymmetric deployment and subsequent lateral control problems due to cracking of either pair of aft rod ends of the operating mechanism of the lift dumper.
2012-04-10: We are adopting a new airworthiness directive (AD) for all Burl A. Rogers (type certificate previously held by William Brad Mitchell and Aeronca, Inc.) Models 15AC and S15AC airplanes. This AD was prompted by reports of intergranular exfoliation and corrosion of the upper and/or lower wing main spar cap angles found on the affected airplanes. This AD requires repetitive inspections of the upper and lower main wing spar cap angles for cracks and/or corrosion and installing inspection access panels. This AD also requires replacing the wing spar cap angles if moderate or severe corrosion is found and applying corrosion inhibitor. We are issuing this AD to correct the unsafe condition on these products.
97-04-18: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, that requires repetitive x-ray inspections to detect cracks in stringers 4 through 7 of the lower skin of the wings, and modification or repair, if necessary. This amendment also requires modification of the stringers of the lower skin of the wings, which terminates the repetitive inspections. This amendment is prompted by reports of fatigue cracking found in stringers 4 through 7 of the lower skin of the wings. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the wings.
2012-04-13: We are superseding an existing airworthiness directive (AD) for all RR model RB211-524G2-T-19, -524G3-T-19, -524H-T-36, and -524H2- T-19; and RB211-Trent 553-61, 553A2-61, 556-61, 556A2-61, 556B-61 556B2-61, 560-61, 560A2-61; RB211-Trent 768-60, 772-60, 772B-60; and RB211-Trent 875-17, 877-17, 884-17, 884B-17, 892-17, 892B-17, and 895- 17 turbofan engines that have a high-pressure (HP) compressor stage 1 to 4 rotor disc with a part number (P/N) listed in Table 1 of the AD. That AD currently requires repetitive inspections of the axial dovetail slots, and follow-on corrective action depending on findings. Since we issued that AD, we determined that the definition of shop visit is too restrictive in the existing AD. This continues to require those repetitive inspections and follow-on corrective actions. This new AD changes the definition of a shop visit to be less restrictive. This AD was prompted by our determination that the definition of ``shop visit'' in the existing AD is too restrictive, in that it would require operators to inspect more often than required to ensure safety. We are issuing this AD to detect cracks in the HP compressor stage 1 and 2 disc posts, which could result in failure of the disc post and HP compressor blades, release of uncontained engine debris, and damage to the airplane.
91-24-05: 91-24-05 MCDONNELL DOUGLAS: Amendment 39-8091. Docket No. 91-NM-30-AD. Supersedes AD 90-15-02, Amendment 39-6651. \n\n\tApplicability: All Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) airplanes, certified in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the lap belt connector or buckle from jamming the passenger entrance door hinge, accomplish the following: \n\n\t(a)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A25-311, dated January 31, 1990: Within six months after August 14, 1990 (the effective date of AD 90-15-02, Amendment 39-6651), modify the forward cabin attendant dual seat, outboard position, lap belt restraint system, in accordance with the Accomplishment Instructions, Paragraph 2, of McDonnell Douglas DC-9 Alert Service Bulletin A25-311, dated January 31, 1990. \n\n\t(b)\tFor airplanes not listed in McDonnell Douglas DC-9 Alert Service Bulletin A25-311, dated January 31, 1990, and having dual forward cabin attendant seats incorporating a restraint system with lap belts independent of the shoulder harness: Within six months after the effective date of this AD, inspect the outboard attendant seat lap belt to determine if the connector or buckle is capable of reaching and interfering with the lower hinge of the passenger entrance door and obstructing the opening of the door. \n\n\t\t(1)\tIf opening of the passenger door entrance is obstructed, prior to further flight, modify the installation so that a shorter lap belt half is utilized, in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf opening of the passenger entrance door is not obstructed, no further action is necessary. \n\n\t(c)\tAn alternate method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: This result should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Any previously-approved alternative method of compliance with AD 90-15-02 is considered to be an approved alternative method of compliance with this AD. \n\n\tNOTE: The procedures described in McDonnell Douglas DC-9 Alert Service Bulletin A25-321, dated August 8, 1991, are considered an approved alternative method of compliance with paragraph (b) of this AD. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tThe modification requirements of paragraph (a) of this AD shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A25-311, dated January 31, 1990. 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 McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801; Attn: Business Unit Manager, Technical Publications & Technical Administrative Support, C1-L5B (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-24-05 supersedes AD 90-15-02, Amendment 39-6651. \n\n\tThis amendment (39-8091, AD 91-24-05) becomes effective on January 7, 1992.
2012-04-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD requires inspections for scribe lines in affected lap and butt splices, wing-to-body fairing locations, and external repair and cutout reinforcement areas; and related investigative and corrective actions if necessary. This AD was prompted by reports of scribe lines found at lap joints and butt joints, around external doublers and antennas, and at locations where external decals had been cut. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin and cause sudden decompression of the airplane.
98-18-13: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA-Groupe AEROSPATIALE (Socata) Models TB20 and TB21 airplanes. This AD requires repetitively inspecting the main landing gear (MLG) attachment bearing (using a dye penetrant method) for cracks, and if cracks are found, replacing the bearing. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to detect and correct cracks in the MLG attachment bearing, which could result in collapse of the main landing gear during taxi and landing operations.
95-25-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-120 series airplanes. This action requires revising the FAA-approved Airplane Flight Manual (AFM) to limit the revolutions per minute (RPM) of the propeller during ground operation, and removing and installing a new placard. This AD also requires revising the FAA-approved maintenance program to limit the maximum RPM of the propeller during ground operations. This amendment is prompted by reports of failures of in-service propellers and subsequent testing, which revealed that operating the propeller at or near certain nominal propeller RPM produces high vibration stress. The actions specified in this AD are intended to limit exposure to high vibration stresses during ground operations under certain weather conditions; this situation could accelerate fatigue cracking if corrosion is present in the propeller, which could lead to the failure of the propeller and subsequent reduced controllability of the airplane.
2012-04-08: We are adopting a new airworthiness directive (AD) for certain Model DHC-8-102, -103, and -106 airplanes and Model DHC-8-200, -300, and -400 series airplanes. This AD was prompted by reports of cracking of the DHC-8 Series 100 rudder actuator mounting bracket. This AD requires modifying the mounting adapters of the power control unit (PCU). We are issuing this AD to prevent loss of both rudder PCU actuators which could result in free play of the rudder control surface and loss of controllability of the airplane.
98-18-05: This amendment adopts a new airworthiness directive (AD) that applies to all Alexander Schleicher Segelflugzeugbau (Alexander Schleicher ) Models K 8 and K 8 B sailplanes. This AD requires inspecting the canopy hood lock assembly to assure that the height of the cam is at least 2 millimeters (mm), and modifying or replacing any canopy hood lock assembly where the cam is less than 2 mm in height. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the canopy from coming open in flight because the height of the locking cam is less than 2 mm, which could result in loss of the canopy with consequent pilot injury.
97-03-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires a one-time inspection for damage caused by arcing and overheating of the electrical ground posts ("earth posts") and ground cables for the direct current (DC) power generation and propeller de-icing systems of the left and right engines; and repair and replacement, if necessary. This amendment also requires the eventual replacement of earth posts with new posts. This amendment is prompted by reports indicating that earth posts on some airplanes have failed due to overheating. The actions specified by this AD are intended to prevent potential consequences of overheating, such as failure of the DC power generation and propeller de-icing systems.
91-13-07: 91-13-07 BRITISH AEROSPACE: Amendment 39-7038. Docket No. 91-NM-27-AD. Applicability: Model BAe 146-100A, -200A, and -300A series airplanes, pre-modifications HCM01159A and HCM00967A, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent inadvertent application of the parking brake, and subsequent reduced controllability of the airplane during takeoff or landing, accomplish the following: A. Within 90 days after the effective date of this AD, install a new washer in the parking brake selector assembly, in accordance with British Aerospace Service Bulletin 32-104-01159A, dated October 1, 1990 (Modification No. HCM01159A). B. An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, 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, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This Amendment (39-7038, AD 91-13-07) becomes effective on July 15, 1991.
2012-04-04: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines, including models with any dash number suffix. This AD was prompted by an engine overspeed event that occurred during taxi and resulted in a high-pressure compressor surge and tailpipe fire. This AD requires replacing Pratt & Whitney fuel metering units (FMUs), part numbers (P/Ns) 53T335 (HS 801000-1), 55T423 (HS 801000-2), and 50U150 (HS 801000-3) at the next shop visit after the effective date of this AD. We are issuing this AD to prevent engine overspeed on these engines, which could result in an uncontained engine failure and damage to the airplane.
2012-03-12: We are adopting a new airworthiness directive (AD) for all GE CF6-80C2 model turbofan engines, including engines marked on the engine data plate as CF6-80C2B7F1. This AD was prompted by a report of a supplier shipping a batch of nonconforming No. 3 bearing packings that had incorrect cooling holes and by subsequent reports of nonconforming No. 3 bearing packings being installed on engines in service. This AD requires a one-time inspection of the No. 3 bearing packing for an incorrect cooling hole size and, if it is found nonconforming, removing the packing and removing certain engine rotating life-limited parts (LLPs), if they were operated with unacceptable rotor bore cooling flow for a specified number of cycles. We are issuing this AD to prevent an uncontained failure of the high-pressure compressor (HPC) rotor or the low-pressure turbine (LPT) rotor, or both, which could cause damage to the airplane.
90-07-08 R1: 90-07-08 R1 S.E.L.A. LABORATOIRE ABADIE (SELA): Amendment 39-6546 as revised by Amendment 39-6627. Applicability: Fluorescent lighting lamp connectors, Part Number (P/N) 3185-1A, and Remote Power Units (RPU), P/Ns TR 992, TR 992A, TR 992-1, TR 992-3, TR 992-4, and TR 992-5, manufactured by SELA, and installed in, but not limited to AMD-BA Falcon Models 10, 20, 50, 900, BAe Jetstream Models 3101 and 3201, CASA Model 235, Embraer Model EMB-120, and SAAB-Scania Model SF 340A airplanes certificated in any category. NOTE 1: SELA and Aerospace Lighting Corporation (ALC) components are similar in size, shape and color and have similar part numbers. They may be identified by trademark. The SELA RPU can be identified by a starburst pattern incorporating the text "laboratoire, abadie, France." The ALC RPU can be identified by a stylized ALC logo with "Aerospace Lighting Corp" in smaller print beneath the logo. The ALC lamp connector has "ALC" molded into the gray body of theconical piece of the connector body with a black lock ring. The SELA lamp connector is stamped in yellow ink on a black connector body with a gray lock ring. The ALC lamp can be positively identified by the presence of a small hole in the locking channel of each blue plastic end piece. Compliance: Required as indicated in the body of the AD, unless already accomplished per AD 90-07-08. To prevent smoke, fire, and possible electrical shock, or electromagnetic interference to flight critical or essential systems, accomplish the following: (a) If the cabin fluorescent lighting system is not deactivated, within the next 30 days after the effective date of this AD, and thereafter until the actions described in paragraph (b) of this AD are accomplished, insert a copy of this AD into the limitations section of the airplane flight manual, and prior to each takeoff where cabin fluorescent lights are used: Visually check the cabin fluorescent lighting, and remedy as follows:(1) Replace all failed lamps prior to further flight. (2) Replace all failing lamps which have noticeably less illumination (darker) than adjacent lamps within the next 10 hours time-in-service after the lamp condition is found. (b) If the cabin fluorescent lighting system is not deactivated, within the next 120 days after the effective date of this AD, visually inspect all cabin fluorescent lighting system components, and prior to further flight remedy all defects found following the instructions in this AD. If the cabin fluorescent lighting system is deactivated as described in paragraph (c) of this AD, the inspection described in this paragraph is not required until the fluorescent lighting system is reactivated. NOTE 2: The aircraft manufacturer's maintenance manual, the installer's maintenance manual, other service information, SELA Technical Data Sheet (TDS) REF 90/11980, dated February 9, 1990, or Bigorre Aerospace Corporation (BAC) "How To" Number 1Manual, dated May 10, 1989, contains information which supplements the instructions described in this AD. This information is important to proper maintenance and replacement of defective components. (1) Insure that the aircraft manufacturer's instructions regarding electrical safety precautions are followed. NOTE 3: Hazardous voltages may exist in the fluorescent lighting system. (2) Visually inspect all installed SELA RPUs (P/Ns) TR992, TR 992A, TR 992-1, TR 992-3, TR 992-4, and TR 992-5 wiring harnesses: (i) If charred, burned, or peeling insulation on wires is found, replace the RPU assembly as a unit. No repairs of the high voltage wires may be made except for the installation of the lamp connector. (ii) Remove and discard any foil insulation installed around the RPU. (iii) Remove all tywraps where wires may be bundled together and inspect the wire insulation for crimps, kinks, or abrasion. Replace the RPU if the insulation is damaged. Donot fold the wire harness against itself. (iv) Insure that the wire insulation is protected from abrasion against the aircraft structure by use of grommets, standoffs, or similar items. (v) Measure the length of the output wires from the RPU termination to the lamp connectors. Insure that each high voltage wire does not exceed 78 inches (2M) in length. If the wire exceeds 78 inches, cut the lamp connector end of the wire and install a new fitting (P/N 3185-5) by stripping between 0.12 inch (3mm), and 0.20 inch (5mm) of the insulation from the end of the wire and crimping the fitting onto the wire with Deutsch crimping pliers P/N 15500 and SELA positioner P/N 3185-8 in place of Deutsch positioner 20 MS (red), or Burndy M10S-1 crimping tool with S-6A die, or SELA/BAC approved equivalent. Do not solder the wire into the fitting. (3) Each lamp shall be installed only into 2 connectors made by the same manufacturer as the lamp. (4) Visually inspect all lamp connector assemblies and for each such assembly: (i) Replace all burned, melted, cracked, or incorrectly installed lamp connectors, (SELA TDS REF 90/11980 dated February 9, 1990, provides installation criteria). (ii) Insure that the lamp connector spring (P/N 3185-22), is free to move within the connector, is unbroken and undamaged, and the wire does not bind within the connector. After the lamp connector is correctly installed on the lamp, the spring will not move freely. (iii) Insure that the contact fitting (P/N 3185-5) is properly crimped and is not soldered onto the wire. (iv) Insure that the contact fitting is installed flush over the end of the lamp contact with no gap between the fitting and the mating end of the lamp. (v) Insure that the lamp connector body (P/N 3185-7) is installed first over the lamp until it "clicks" into position. There should be no more than a 0.04 inch (1mm) gap between the connector body and the lamp end. Slide thelocking sleeve (P/N 3185-15) over the connector body. Do not slide the locking sleeve onto the connector before installation on the lamp. (vi) Insure that there are no bare wires or stray wire strands at the end of the connector after assembly. NOTE 4: High voltage potentials may exist between adjacent output wires and hasten the formation of arcing damage. (5) Insert the lamp into no more than 2 clips insuring a snug fit. Insure that lamp clips are properly secured to the airplane structure. Reposition any lamps that contact this structure. (c) The cabin fluorescent lighting system may be deactivated in accordance with the following instructions: (1) If the deactivation is accomplished by tripping a circuit breaker (CB), then the CB must be tywrapped in the tripped position, or a collar installed which prevents resetting of the CB. NOTE 5: Some airplane installations may power this system through more than one switch or circuit. In those cases,the fluorescent lighting system power lead must be removed, capped, and stowed so that no combination of switch selections will power the cabin fluorescent lights. (2) A placard is placed in proximity to the cabin fluorescent lighting system control stating that the system is deactivated. (3) That prior to each boarding of passengers at night or during reduced light conditions, the flight crew must ensure that one passenger reading light per row and all vestibule lights are illuminated. (4) That prior to deplaning passengers at night or during reduced light conditions, the flight crew: (a) Request that all passengers turn on the reading light above their seat, and (b) Ensure that the vestibule lighting is illuminated. (5) All other cabin lights are required to be operable. (d) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) The visual check, only, required by paragraph (a) of this AD, may be accomplished by a certificated flightcrew member. NOTE 6: When the checks required by paragraph (a) of this AD are accomplished by a flightcrew member pursuant to the restrictions specified in paragraph (e) of this AD, maintenance records must be maintained as required by FAR 91.173, 121.380, or 135.439 as applicable and a maintenance record is not required unless a defect is found. (f) An alternate method of compliance or adjustment of the compliance times which provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. NOTE 7: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. All persons affected by this directive may obtain copies of the documents referred to herein upon request to S.E.L.A. Laboratoire Abadie, BP No. 1 65500, Vic En Bigorre, France; Telephone (33) 62.96.71.56; Facsimile (33) 62.96.23.09, or Bigorre Aerospace Corporation (BAC), Suite 1107, 6543-46th Street North, Pinellas Park, Florida 34665; Telephone (813) 525-8115; Facsimile (813) 522-5820; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment revises AD 90-07-08, Amendment 39-6546. This amendment (39-6627, AD 90-07-08 R1) becomes effective on July 2, 1990.