Results
93-02-15: 93-02-15 AIRBUS INDUSTRIE: Amendment 39-8499. Docket 93-NM-10-AD. Applicability: Model A320 series airplanes, manufacturer's serial numbers (MSN) 263 to 384, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the failure of the airplane to respond to autopilot commands during autoland, the inability to start the constant speed motor/generator, and the disconnection of battery power during landing gear extension, accomplish the following: (a) Within 100 hours time-in-service after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD, or a copy of Model A320 AFM Temporary Revision 9.99.99/90, Issue 2, dated December 22, 1992, in the AFM. "DUAL APs OPERATION IS MANDATORY FOR AUTOLAND AND CAT 3 APPROACHES AND IS RECOMMENDED FOR ILS APPROACHES UNTIL REPLACEMENT OF POSSIBLE DEFECTUOUS ELECTRICAL TERMINAL BLOCKS." (b) Within 400 hours time-in-service after the effective date of this AD, inspect the terminal blocks installed in the autopilot and the electrical generation systems to determine the date of manufacture, in accordance with Airbus Industrie All Operator Telex 24-02, Revision 1, dated December 23, 1992. (1) If no terminal block with a date code between 9129 and 9149, inclusive, is found, the restriction required by paragraph (a) of this AD may be removed from the AFM. (2) If any terminal block with a date code between 9129 and 9149, inclusive, is found, prior to further flight, replace the defective terminal block with a terminal block having a date code that is not between 9129 and 9149, inclusive, and perform an operational test of the system in which the terminal block is located, in accordance with the AOT. Following accomplishment of these requirements, the restriction required by paragraph (a) of this AD may be removed from the AFM. (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, 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (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 AFM revision shall be done in accordance with Model A320 AFM Temporary Revision 9.99.99/90, Issue 2, dated December 22, 1992; and the inspection, replacement, and testing shall be done in accordance with Airbus Industrie All Operator Telex 24-02, Revision 1, dated December 23, 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. 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. (f) This amendment becomes effective on March 11, 1993.
75-15-07: 75-15-07 BEECH: Amendment 39-2268. Applies to Models 99, 99A, A99A and B99 (Serial Numbers U-1 through U-163) airplanes which are equipped with the 99-8010-1P hydraulic landing gear system. Compliance: Required as indicated, unless already accomplished. To prevent main landing gear malfunction: Within the next 100 hours' time in service after the effective date of this AD, modify the main landing gear system in accordance with Beechcraft Service Instructions 0743-231, or subsequent revisions, or any alternative modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective July 25, 1975.
2022-03-02: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-401 and - 402 airplanes. This AD was prompted by reports of a possible hard contact between the #2 top high level sensor (HLS) terminal screw head and the #6 outer wing fuel access panel stiffener flange. This AD requires removing and replacing or reworking the #6 outer wing fuel access panel assembly. The FAA is issuing this AD to address the unsafe condition on these products.
97-10-15: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft-manufactured Model S-64F helicopters, that requires inspections, and replacement, if necessary, of the main gearbox second stage lower planetary plate (plate). This amendment is prompted by two incidents in which the plate was found cracked. The actions specified by this AD are intended to prevent failure of the plate due to fatigue cracking, which could lead to failure of the main gearbox and subsequent loss of control of the helicopter.
2022-02-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS350B, AS350B2, AS350B3, and AS350BA helicopters. This AD was prompted by a report that a modification of the electrical wiring of the hydraulic system was wrongly embodied on certain helicopters, and a wiring non-conformity caused the solenoid of the tail rotor (TR) load compensator to de-energize when the ''HYD'' cut-off switch was activated. This AD requires installing a placard in the cockpit, in full view of the pilots; a functional check of the main rotor (MR) and TR servo actuator solenoids, and corrective actions (modification) if necessary; a modification (unless already done); and, after corrective actions or modification, optional removal of the placard, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
81-08-04: 81-08-04 PURITAN-BENNETT AERO SYSTEMS COMPANY: Amendment 39-4092. Applies to Puritan-Bennett Aero Systems Company oxygen masks P/N 174039, 174010-01, 174010-03, and ZMR100 series as listed below. NOTE: Masks manufactured without serial numbers are not affected by this AD. S/N for P/N 174039 0001 through 0012 S/N for P/N 174010-01 and 174010-03 00100 through 00144 146, 147, 149, 00150 through 00194 195 through 259 261 through 273 275 through 292 294 through 390 S/N for P/N ZMR100 series 6603 through 7234 Compliance required as indicated, unless already accomplished. To prevent the regulator inlet valve from causing either leakage or positive pressure within the facecone, accomplish the following: (a) Within 120 calendar days from the effective date of this Airworthiness Directive, remove diaphragm assembly P/N F334-1001-1 and install diaphragm assembly P/N F334-1001-1 modified to include diaphragm and plate assembly P/N F334-1003-1, Revision E. (b) After modification per paragraph (a) of this AD, permanently mark letter "M" at the end of or beneath the mask serial number. This serial number is located under the face cushion on the left-hand side of the hardshell on the 174039 and ZMR100 series masks, and on the back surface of the head harness on the 174010-01 and 174010-03 masks. (c) The modified diaphragm replacement of paragraph (a) of this AD shall be accomplished by returning the mask to Puritan-Bennett Aero Systems Company, 111 Penn Street, El Segundo, California 90245. However, this replacement in the ZMR100 series masks listed below may be accomplished in the field in accordance with the following Puritan-Bennett Aero System ATA Component Maintenance Manuals: 35-10-25 for the ZMR160 mask 35-10-27 for the ZMR129 mask 35-10-28 for the ZMR129-1 mask 35-10-29 for the ZMR118 mask NOTE: Puritan-Bennett Aero Systems Company Service Bulletin No. 1, dated April 15, 1980, pertains to the subject of this Airworthiness Directive. Alternate inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 553(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Puritan-Bennett Aero Systems Company, 111 Penn Street, El Segundo, California 90245. These documents may also be examined at FAA Western Region Office, Room 6W14, 15000 Aviation Boulevard, Hawthorne, California 90261 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C. and at FAA Western Region Office. This AD supersedes Amendment 39-4017, (46 FR 3495) AD 81-02-03, as amended by Amendment 39-4066 (46 FR 16888). This amendment becomes effective April 23, 1981.
2010-09-09: 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: A failure of fuel pump sealing, due to possible incorrect maintenance procedures and subsequent testing, caused a fuel leakage into the main landing gear bay. Presence of fuel vapours in that zone creates a risk of fire due to presence of potential ignition sources such as electrical equipment and connectors. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-10-16: This amendment supersedes an existing airworthiness directive (AD), applicable to Hiller Aircraft Corporation Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, UH-12E, CH-112, H-23A, H-23B, H-23C, H-23D, H-23F, HTE-1, HTE-2, and OH-23G helicopters, and UH-12D and UH-12E helicopters converted to turbine engine power in accordance with Supplemental Type Certificate (STC) No.'s SH177WE and SH178WE, having a certain control rotor blade spar tube (blade spar tube) or cuff installed, that currently requires inspections of the blade spar tube and cuff for cracks, and repair or replacement as necessary. This amendment requires inspections of the blade spar tube and cuff for corrosion or cracks, or elongation, corrosion, burrs, pitting or fretting of the bolt holes, and repair as necessary, and defines specific intervals in which the inspections must be performed. This amendment is prompted by analyses that show that the amount of calendar time that elapses between the current repetitiveinspections may allow corrosion to develop. The actions specified by this AD are intended to prevent separation of the control rotor blade assembly and subsequent loss of control of the helicopter.
81-03-51: 81-03-51 DEHAVILLAND: Amendment 39-4513. Applies to model DHC-7 airplanes serial numbers 3 through 36 certificated in all categories that have flap screw jacks 2 and 3, left and right hand, part numbers 24020-11, -111, -or -115; or 24040-11, -111, or -115 and are fitted with lock nuts, part number MS9952-08. To prevent possible damage to the flap system due to the disengagement of the lock nut, accomplish the following within the next 25 hours time in service after the effective date of this AD, unless already accomplished. 1. Inspect the flap screw jack tracks 2 and 3, Menasco part numbers 24020-11, -111 or -115 and 24040-11, -111 or -115 for correct locking feature of lock washer against the dome nut. To ensure the nuts are correctly installed, ensure that the cup lock washer P/N MS9952-08 has been tapped into groove of the lock nut P/N 24156-1 (Typical 6 places). 2. Lubricate the aft end bearing (P/N AD50991) lightly with grease P/N MIL-G- 23877 or equivalent. 3.Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective December 21, 1982, and was effective earlier to those recipients of telegraphic AD T81-03-51, dated January 23, 1981.
88-25-04: 88-25-04 CESSNA: Amendment 39-6081. Applies to Models T210L, T210M, T210N, P210N, and T303 (all serial numbers) airplanes certificated in any category, that are equipped with Slick Aircraft Products Division, Unison Industries, Inc., Model 6220 or 6224 pressurized magnetos. Compliance: Required as indicated, unless already accomplished. To preclude magneto moisture contamination, which could result in dual magneto failure, engine stoppage, and forced landing, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, accomplish the following: (1) Revise the "NORMAL PROCEDURES" section of the Airplane Flight Manual (AFM) or the airplane Pilot's Operating Handbook (POH), by inserting the AFM/POH Supplement, dated April 1, 1988, provided in Appendix 1 of this AD. (2) Fabricate and install on the instrument panel in clear view of the pilot a placard with letters not less than 1/10 inches in heightwith the following wording: "PRIOR TO EACH FLIGHT, CONDUCT MAGNETO CHECKS IN ACCORDANCE WITH AFM/POH SUPPLEMENT DATED APRIL 1, 1988." and operate the airplane accordingly. (3) The requirements of paragraphs (a)(1) and (a)(2) of this AD may be accomplished by the owner/operator of any airplane owned or operated by him. The person accomplishing these actions must make the appropriate airplane maintenance record entry per FAR 43.9 and 91.173. (b) Within the next 50 hours time-in-service after the effective date of this AD, inspect the airplanes in accordance with Paragraph III of Slick Aircraft Products Division Service Bulletin SB 1-88, dated April 10, 1988, and: (1) For airplanes operating for compensation or hire, at intervals not to exceed 100 hours TIS after the initial inspection, inspect the Model 6220 or 6224, as applicable, pressurized magnetos in accordance with paragraph III of Slick Aircraft Products Division Service Bulletin SB 1-88, dated April 10,1988. Prior to further flight repair any defects found in accordance with the instructions contained in the above referenced service bulletin. (2) For airplanes operating under FAR 91, after the initial inspection, at each annual inspection, inspect the Model 6220 or 6224, as applicable, pressurized magnetos in accordance with paragraph III of Slick Aircraft Products Division Service Bulletin SB 1-88, dated April 10, 1988. Prior to further flight repair any defects found in accordance with the instructions contained in the above referenced service bulletin. (c) Airplanes may be flown in accordance with provisions of FAR 21.197 to a base where the requirements of this AD may be accomplished. (d) The 100 hour TIS repetitive inspection interval specified in paragraph (b) of this AD may be extended up to an additional 10 hours TIS to allow compliance with previously scheduled maintenance. (e) An equivalent means of compliance with the requirements of this AD maybe used, if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Slick Aircraft Products Division, Unison Industries, Inc., 530 Blackhawk Park Avenue, Rockford, Illinois 61108 or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-6081, becomes effective on December 26, 1988. APPENDIX 1 FAA APPROVED SUPPLEMENT TO THE PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL FOR CESSNA MODELS T210L, T210M, T210N, P210N, AND T303 SERIES AIRCRAFT REG. NO. SER. NO. This supplement must be attached to the FAA Approved Airplane Flight Manual on which Slick Aircraft Products Division, Unison Industries, Inc., Models 6220 or 6224 pressurized magnetos are installed. The information contained herein supplements or supersedes the basic manual only in those areas listed. For limitations, procedures, and performance information not contained in this supplement, consult the basic Airplane Flight Manual. FAA APPROVED: Original signed by W. F. Horn, Manager Chicago Aircraft Certification Office, FAA Central Region DATE: April 1, 1988 AFMS for Cessna T210L, T210M, T210N, P210N, and T303 Series Aircraft SECTION II. Limitations No change. SECTION III. Emergency Procedures. No change. SECTION IV. Normal Operating Procedures. BEFORE TAKEOFF Perform a magneto check of each engine at 1,700 RPM as follows: move ignition switch first to R position and note RPM. Next, move switch back to BOTH, to clear the other set of plugs. Then, move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is doubt concerning operation of the ignition system, RPM checks at higher engine speed will usually confirm whether a deficiency exists. CAUTION Many non-ignition system factors influence engine performance during a magneto check, and the replacement or repair of ignition components may not remedy problems in all cases. After verifying that all non-ignition system related causes for problems have been explored, proceed with the inspection procedures as stated below. If the magneto check exceeds either of the above limits, both magnetos must be disassembled and inspected in accordance with Section III, 100- hour inspection of Slick Aircraft Products Division, Unison Industries, Inc., SB 1-88, dated April 10, 1988, or FAA approved equivalent. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance ofthe setting specified. Check ignition ground and magneto timing. FAA APPROVED DATE: April 1, 1988
2011-26-05: We are superseding an existing airworthiness directive (AD) that applies to certain Bombardier, Inc. Model DHC-8-300 series airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several cases of aileron terminal quadrant support brackets that were manufactured using sheet metal have been found cracked on DHC-8 Series 300 aircraft. Investigation revealed that the failure of the support bracket was due to fatigue. Failure of the aileron terminal quadrant support bracket could result in an adverse reduction of aircraft roll control. * * * * * These conditions could result in loss of control of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-25-03: We are adopting a new airworthiness directive (AD) for all Learjet Inc. Model 45 airplanes. This AD was prompted by a report of the potential for fatigue cracking of the end cap of the main landing gear (MLG) prior to the published life limitation. This AD requires revising the maintenance program to incorporate life limits for the MLG actuator end cap. We are issuing this AD to prevent fatigue cracking of the end cap of the MLG, which could result in the failure of the MLG actuator upon landing, and failure of the MLG to extend or retract during flight.
97-10-14: This amendment adopts a new airworthiness directive (AD) that applies to Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly referred to as Beech Aircraft Corporation Model 1900D). This action requires inspecting the stabilon attachment angles for the correct thickness, repetitively inspecting for cracks, and replacing the attachment angles that are the incorrect thickness with ones of the correct thickness. Recent reports of the affected airplanes having the incorrect size stabilon attachment angles prompted this action. The actions specified by this AD are intended to prevent separation of the stabilon from the airplane, which could cause loss of airplane stability during flight.
2011-25-11: We are superseding an existing airworthiness directive (AD) for all The Boeing Company 757-200, 757-200PF, 757-200CB, 757-300, 767- 200, 767-300, and 767-300F series airplanes. That AD currently requires revising the Limitations section of the airplane flight manual (AFM) to advise the flightcrew of procedures to follow to ensure that a fuel filter impending bypass condition due to gross fuel contamination is detected in a timely manner. This new AD requires installing new operating program software (OPS) (Version 7) of the engine indication and crew alerting system (EICAS) in the EICAS computers. This AD also requires various concurrent actions. This AD also retains the existing AD provision that relieves certain airplanes (those equipped with certain EICAS OPS versions) from the requirements. Accomplishment of the new actions terminates the requirements of the existing AD. This AD was prompted by an error in the EICAS OPS. The error prevents the display of an advisory message to the flightcrew of a left engine fuel filter contamination and imminent bypass condition, which may indicate an imminent multiple engine thrust loss or engine malfunction event due to fuel contamination. We are issuing this AD to correct the unsafe condition on these products.
85-25-12: 85-25-12 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5191. Applies to Allison Model 250-C28B and -C28C engines, which incorporate P/N 23008080 turbine-to-compressor-coupling, installed in rotorcraft certificated in any category. Compliance is required as indicated unless already accomplished. To prevent possible cracks in turbine-to-compressor coupling P/N 23008080 from progressing to where a disconnect failure could occur and subsequently could result in an overspeed uncontained failure of the gas producer turbine rotor, accomplish the following: Within the next 100 hours time-in-service after the effective date of this AD, or at the next turbine repair/inspection when access to P/N 23008080 coupling is gained, whichever occurs first, but not later than March 6, 1986, perform the following: Replace P/N 23008080 turbine-to-compressor-coupling with P/N 23032345 and install two P/N AS 3085- 018 O-rings on the aft end of the spur adapter gearshaft in accordance with Allison Commercial Engine Alert Bulletin CEB-A-72-2127, Revision 1, dated September 15, 1985, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office may adjust the compliance time specified in this AD. Allison CEB-A-72-2127, Revision 1, dated September 15, 1985, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-40, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective January 6, 1986.
96-26-52 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections of the access doors to the midspar/spring beam fuse pins on all engine pylons to detect cracks on the external surface; repetitive inspections of each midspar/spring beam fuse pin to detect if it protrudes beyond its mating nut by a specified distance; and repair of any discrepancy found. The actions specified by that AD are intended to prevent migration of this fuse pin, which, if not detected and corrected in a timely manner, could result in failure of the engine pylon and consequent separation of the engine from the wing. This amendment increases the intervals between inspections of the access doors and each midspar/spring beam fuse pin, and consequently decreases the frequency of inspections. This amendment is prompted by new data provided by the manufacturer indicating that the reported migration of the fuse pin was apparently the result of an incorrectly installed nut.
97-10-10: This amendment supersedes Airworthiness Directive AD 85-21-06 which applies to all Aerospace Technologies of Australia (ASTA) Nomad N22 and N24 series airplanes and currently requires replacing the attachment fittings of the upper fin rear spar and the fin/horizontal stabilizer. This action requires removing the upper fin to stub fin forward attachment bolts, inspecting the attachment fittings for cracks, and, if no cracks are found, replacing the attachment bolts with bolts of improved design until the life limit of the attachment fittings is reached, at which time the attachment fittings would be replaced with improved attachment fittings. If cracks are found, this AD requires replacing the attachment bolts and attachment fittings. Cracks found in the underhead radius and at the base of the thread of the bolt prompted this action. The actions specified by this AD are intended to prevent cracking in the upper fin and horizontal stabilizer attachment fittings, which if not corrected, could result in loss of control of the airplane.
75-19-04: 75-19-04 RAVEN: Amendment 39-2363. Raven Model S-40A, S-50A, S-55A, S-60A, and RX-6 Hot Air Balloons: Applies to Rego 7553S series blast valves installed on all models of the Raven hot air balloons certificated in all categories. Compliance required as indicated below after the effective date of this AD unless already accomplished. To prevent failures of the "O" ring on the valve stem; valve seat washer loosening; or valve actuating handle rollpin becoming dislodged, accomplish the following or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Rocky Mountain Region. Within the next 25 hours time in service unless already accomplished within the last 25 hours time in service, accomplish Paragraph a, b, c, and d. Paragraph "a" and "c" are to be accomplished thereafter at each 100 hours time in service or at intervals not to exceed 12 calendar months from the last inspection, whichever comes first. a. Remove the valveactuating lever rollpin P/N 7553S-8 from actuating lever. (Be careful to remove any burrs in the stem area around the rollpin hole before removing the valve stem P/N 7553S-1 from the bonnet P/N 7553-5). Replace the "O" ring stem seal with a new Rego "O" ring P/N 1421.7. Lubricate the new "O" ring with Orange Solid Oil (Rego P/N 5555GS) or unmedicated Vaseline lubricant before reassembly. Other lubricants may cause shrinkage of the "O" ring. b. Check the torque of the valve seat retaining screw to 8 to 10 in-lbs in the counter-clockwise (loosening) direction. If it turns, the screw must be removed, cleaned of lubricant and reinstalled using MIL-S 22473 high strength thread locking compound, or equivalent. Recheck torque after thread locking compound has cured. CAUTION: Do not permit the thread locking compound to adhere to the rubber seating surface. c. Reinstall valve actuating lever on the valve body with rollpin, P/N 7553S-8. Install a number three machine screw and stop nut or a 3/32 inch stainless steel cotter pin or .040 inch diameter safety wire through the hole in the rollpin, holding the actuating handle to the valve body and secure. d. Appropriate maintenance records must be kept in accordance with FAR 91.173. This amendment becomes effective on September 17, 1975.
79-20-06: 79-20-06 BOEING: Amendment 39-3581. Applies to Model 727 series airplanes, certificated in all categories, line numbers 1 through 1361 inclusive.\n \n\tCompliance required within 60 days from the effective date of this AD, unless already accomplished. \n\tTo protect the aircraft structure in the event of an excessively hard landing by providing the desired separation characteristics of the main landing side strut, accomplish the inspection of the side strut assemblies (2 per airplane) for correct installation in accordance with Boeing Service Bulletin No. 727-32-268, Revision 1, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If incorrect parts are found installed, remove the affected part and install a correct part prior to further flight. \n\tReport findings of incorrect installation to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. (Reporting approved by the Bureau of Budget under BOB No. 04-R0174.) \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \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 Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective October 11, 1979.
2011-25-12: We are adopting a new airworthiness directive (AD) for Pratt & Whitney Canada PT6A-15AG, -27, -28, -34, -34AG, -34B, and -36 series turboprop engines. This AD requires the removal of certain affected part manufacturer approval (PMA) replacement Timken Alcor Aerospace Technologies, Inc. (TAATI) first stage reduction sun gears and/or the interacting planetary gear sets from the propeller reduction gearbox assembly. This AD was prompted by a failure report of a certain TAATI PMA sun gear, installed since December 22, 2008. We are issuing this AD to prevent failure of the sun gear, which will result in an engine in- flight shut down, possible uncontained engine failure, aircraft damage, and serious injuries.
76-15-09: 76-15-09 ROLLS-ROYCE (1971) LIMITED: Amendment 39-2682. Applies to Rolls-Royce RB211-22 series engines that do not incorporate Rolls-Royce Modifications 3310, and 3738. Compliance is required as indicated. To prevent inflight engine shutdown that could result from cracks in the engine intermediate casing, accomplish the following: (a) Within the next 50 hours engine time in service after the effective date of this AD, or before the accumulation of the lesser of 400 hours total engine time in service or 280 cycles, whichever occurs later, unless already accomplished in accordance with Revision 5 of Rolls-Royce Service Bulletin RB211-72-A3077, dated July 5, 1976, comply with paragraph (b) of this AD. (b) Inspect the outside of the intermediate compressor casing for axial cracks in the outer main casing wall, using the dye penetrant method - (1) In the vicinity of the internal wheel case oil scavenge boss and the borescope access port at the 5 o'clock location when viewed from the rear; and (2) In the vicinity of the internal gearbox oil vent and pressure tube connections (ground handling point) at the 9 o'clock location when viewed from the rear. (c) If a crack is found during any inspection required by this AD, and that crack, either (1) Has reached either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; (2) Has progressed through either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; or (3) Is in close proximity to and appears to be approaching either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; before further flight, except that the engine may be operated on an aircraft which is flown in accordance with FARs 21.197 and 21.199 to a base wherereplacement can be accomplished, replace the cracked casing with a serviceable casing of either steel, Silcosetcoated aluminum or aluminum. If replacement is accomplished with other than a Silcoset-coated aluminum casing or steel casing continue to inspect the replacement casing for cracks in accordance with paragraph (b) of this AD at intervals established in paragraph (e) of this AD. (d) If a crack is found during any inspection required by this AD which does not conform to any of the criteria of paragraph (c) of this AD and which has progressed from a point forward to a point aft of the oil scavenge boss which is located at the 5 o'clock location, or from a point forward to a point aft of the ground handling point which is located at the 9 o'clock location, replace the cracked casing with a serviceable casing of either steel, Silcoset-coated aluminum or aluminum, before further flight, except that the engine may be operated on an aircraft which is flown, either - (1) Inaccordance with FARs 21.197 and 21.199 to a base where replacement can be accomplished; or (2) For 7 or less additional cycles, provided that - (i) There is no visible loss of oil; (ii) Engine oil consumption remains within the limits established for the engine; and (iii) All other engines on the aircraft are inspected in accordance with the provisions of this AD at the same time as the affected engine and are found free of any of the cracks specified in paragraphs (c) and (d) of this AD. If a cracked casing is replaced with a serviceable aluminum casing other than a Silcoset-coated aluminum casing, continue to inspect the replacement casing for cracks in accordance with paragraph (b) of this AD at intervals established in paragraph (e) of this AD. (e) Repeat the inspection specified in paragraph (b) of this AD at intervals not to exceed - (1) 300 cycles from the last inspection for engines incorporating either Rolls-Royce Service Bulletin 72-3650, dated January 20, 1975, or Rolls-Royce Service Bulletin 72-3720, Revision 2, dated March 21, 1975, or an FAA-approved equivalent of either; (2) 300 cycles from the last inspection for engines incorporating Rolls-Royce Service Bulletin 72- 3681, dated October 7, 1974, or an FAA-approved equivalent, until modified in accordance with paragraph (f) of this AD; or (3) 150 cycles from the last inspection for engines which have not incorporated any of the modifications specified in paragraph (e)(1) or (e)(2) of this AD, until modified in accordance with paragraph (f) of this AD. (f) For engines with aluminum compressor casings other than Silcoset-coated aluminum casings on which no oil passageway sleeves have been incorporated or which have been modified in accordance with Rolls- Royce Service Bulletin 72-3681, dated October 7, 1974, within the next 500 hours engine time in service after the effective date of this AD, install a sleeve at the 5 o'clock location, viewed from the rear, into the intermediate case internal wheel case oil return passageway in accordance with either Rolls-Royce Service Bulletin 72-3650, dated January 20, 1975, or Rolls-Royce Service Bulletin 72-3720, Revision 2, dated March 21, 1975, or an equivalent of either, approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Region, Federal Aviation Administration, c/o American Embassy, APO New York, N.Y. 09667 and thereafter inspect the casing for axial cracks in accordance with paragraph (b) of this AD at intervals not to exceed 300 cycles from the last inspection. (g) For the purpose of this AD, the number of cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff, operation, landing, and engine shutdown. This supersedes Amendment 39-2170 (40 FR 16190), AD 75-08-18. This amendment becomes effective July 22, 1976.
2011-25-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11 and MD-11F airplanes. This AD was prompted by a report that the rub strips attached to the horizontal stabilizer front spar access door location were manufactured improperly using anodized aluminum. This AD requires replacing the anodized rub strips with new alodined rub strips to prevent inadequate electrical bonding between the rub strips and the fuel access door, which can contribute to possible ignition of flammable fuel vapor in the tail fuel tank as a result of a lightning strike. We are issuing this AD to correct the unsafe condition on these products.
97-10-13: This amendment supersedes Airworthiness Directive (AD) 96-21-05, which currently requires the following on certain Fairchild Aircraft, Inc. (Fairchild) SA226 and SA227 series airplanes that do not have a certain elevator torque tube installed: drilling inspection access holes in the elevator torque tube arm, inspecting the elevator torque tube for corrosion, replacing any corroded elevator torque tube, and applying a corrosion preventive compound. AD 96-21-05 resulted from several reports of corrosion found in the elevator torque tube area on the affected airplanes. This AD retains the actions required by AD 96-21-05, and adds certain Fairchild Model SA227-BC airplanes to the Applicability section of that AD. The actions specified by this AD are intended to prevent failure of the flight control system caused by a corroded elevator torque tube, which could result in loss of control of the airplane.
93-17-03: 93-17-03 BOEING: Amendment 39-8673. Docket 93-NM-27-AD. \n\n\tApplicability: Model 737-200, -300, -400, and -500 series airplanes equipped with BFGoodrich evacuation slides, as listed in BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent passengers from being unable to exit the airplane in the event of an emergency evacuation, accomplish the following: \n\n\t(a)\tWithin 3 years after the effective date of this AD, modify the evacuation slide valise in accordance with BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 1992. \n\n\t(b)\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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\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(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 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 BFGoodrich Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on October 7, 1993.
2011-25-04: We are adopting a new airworthiness directive (AD) for certain Quest Aircraft Design, LLC (Quest) Model Kodiak 100 airplanes. This AD requires you to inspect the torque of the inertial particle separator (IPS) bolts; correct the torque, if necessary; replace the IPS bolts with new IPS bolts within a certain time; and install safety wire around the new IPS bolts. This AD was prompted by five instances where a loose IPS bolt was found on the right-hand side of the engine bypass door attachment. This condition, if not corrected, could lead to an inoperable bypass door, which could result in engine inlet icing with consequent loss of engine power and forced landing. We are issuing this AD to correct the unsafe condition on these products.