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68-17-04: 68-17-04 CESSNA: Part 39, Amendment 39-650. Applies to Models 150 (Serial Numbers 15061533 through 15069308), 172 (Serial Numbers 17254893 through 17257161), 177 (Serial Numbers 17700001 through 17701164), 180 (Serial Numbers 18051824 through 18051977), 185 (Serial Numbers 185-1198 through 185-1429), F150 (Serial Numbers F150-0001 and up), F172H (Serial Numbers F172-0320 and up), and Reims Rocket (Serial Numbers FR172-0001 and up), airplanes equipped with pneumatic stall warning system, Cessna Part Number 0413029-200, and those Model 150, 172, 177, and 185 airplanes other than the serial numbers listed above in which the pneumatic stall warning system has been installed as a replacement for the originally installed system. \n\n\tCompliance required as indicated. \n\n\tTo assure proper operation of the stall warning system in flight accomplish the following: \n\n\t(a)\tPrior to flight, test the pneumatic stall warning system and determine if it is functioning properly, as provided in Paragraph 16-53A of Cessna 100 Series Service Manual, 1963 through 1967, which tells operators to test the horn operation by covering the opening in the left wing with a clean cloth, such as a handkerchief, and applying a slight suction by mouth to draw air through the horn. A properly functioning horn will provide a sound that is clearly audible. The check required by this part of the Airworthiness Directive maybe performed by the pilot. \n\n\t(b)\tWithin 10 hours time in service after the effective date of this Airworthiness Directive, install a placard on the instrument panel in full view of the pilot with the following wording: "Preflight test the pneumatic stall warning system as directed by AD 68-17-04." \n\n\t(c)\tIf, as a result of the preflight test required in paragraph (a) of this Airworthiness Directive, it is determined that the pneumatic stall warning system is not functioning properly, repair it by removal of Cessna reed assembly Part Number 04130281 and the installation of Cessna reed assembly Part Number 0413483-2 and by the affixing of 18 x 14 or 18 x 16 mesh screen over the exposed horn bell inside the cabin and over the left wing opening or by any other modification approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. Thereafter, flight test the aircraft to assure that the stall warning horn sounds at 5 to 10 mph above the stall warning speed and if not, recalibrate in accordance with the provisions of the afore cited paragraph of the Cessna 100 Series Service Manual or paragraph 15-41 of the Model 177 Service Manual. \n\n\tNOTE: The mesh screen need not be installed in the cabin of Cessna Model 177 aircraft. \n\n\t(d)\tIf, as a result of the preflight test required in paragraph (a) of this Airworthiness Directive, it is determined that the pneumatic stall warning system is not functioning properly, and parts for the repair of the pneumatic stall warning system as call for in paragraph (c) ofthis Airworthiness Directive are not available, repair the system by installing a properly functioning pneumatic stall warning system, Cessna Part number 0413029-200 and continue the required preflight test until the repair called for in paragraph (c) \nof this Airworthiness Directive has been accomplished. \n\n\t(e)\tAfter completion of the repair referred to in paragraph (c) above, the preflight test specified in paragraph (a) of this Airworthiness Directive may be discontinued and the placard required in paragraph (b) of this Airworthiness Directive removed from the aircraft. \n\n\tThis amendment becomes effective September 7, 1968.
87-24-07 R1: 87-24-07 R1 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-5774 as amended by amendment 39-5840. Applies to Models 690, 690A, 690B, 690C, 690D, 695, 695A, and 695B (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours' time-in-service after the effective date of this AD, unless already accomplished. (a) To prevent engine flameout when in or departing an icing environment, accomplish the following: (1) Revise the airplane POH/AFM by inserting or assuring that the appropriate Gulfstream published revision has been inserted as defined by the following listing: Model 690, Revision No. 23, dated May 20, 1987 Model 690A, Revision No. 30, dated May 20, 1987 Model 690B, Revision No. 23, dated May 20, 1987 Model 690C, Revision No. 21, dated April 9, 1987 Model 690D, Revision No. 12, dated April 9, 1987 Model 695, Revision no. 12, dated April 9, 1987 Model 695A, Revision No. 20, dated April 9, 1987 Model 695B,Revision No. 9, dated April 9, 1987 If the listed revision is not available, revise the POH/AFM by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. NOTE 1: If the above actions have been accomplished in compliance with AD 86-24-12, no further action is required in order to comply with paragraph (a)(1) of this AD. (2) For those airplanes with ignition systems having a continuous duty cycle of less than 1 hour: (i) Fabricate and install a placard on the instrument panel in clear view of the pilot stating, "This airplane is prohibited from flight into known icing," and operate the airplane in accordance with this limitation. This placard must consist of a minimum of 0.1 inch high letters with white and red contrasting letter and background colors and may be of a plastic adhesive type. (ii) The requirements of section (a)(2)(i) are no longer applicable when the aircraft ignition system having a continuous duty cycle of less than 1 hour is modified to increase the duty cycle to 1 hour or more in accordance with Gulfstream Service Information Nos. SI-211 and/or SI-212 both dated June 30, 1986. (b) The requirements of paragraph (a) of this AD are no longer applicable when the airplane is modified in accordance with Gulfstream Custom Kit Nos. 138 dated April 15, 1987, or 139 dated May 28, 1987, or by the addition of other FAA approved automatic relight ignition systems for both engines. NOTE 2: Automatic-relight ignition is a system which automatically energizes engine ignition without pilot action when engine RPM or torque decays below a specified level and de-energizes engine ignition when RPM or torque exceeds the specified level. It is not synonymous with CONTINUOS IGNITION. (c) The requirements of paragraph (a)(1) and (a)(2)(i) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the FAR on any airplane owned or operated by the pilot, and which is not used under Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, ASW-150, FAA, Fort Worth, Texas 76193-0150; telephone (817) 624-5150. All persons affected by this directive may obtain copies of the documents(s) referred to herein upon request to the Gulfstream Aerospace Corporation, Wiley Post Airport, P.O. Box 22500, Oklahoma City, Oklahoma 73123; Telephone (405) 789-5000; or may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-24-07, Amendment 39-5774, which superseded AD 86-24-12, Amendment 39- 5483(52 FR 43849; November 17, 1987.). This amendment, 39-5840, becomes effective on February 9, 1988. APPENDIX I Supplement to the POH/AFM Gulfstream Aerospace Corporation Models 690, 690A, 690B, 690C, 690D, 695, 695A, and 695B Airplanes Continuous ignition switch shall be assured by selecting Manual IGN or IGN Override or IGN OVRD on the ignition switch as appropriate during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. (2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). *(3) Before selecting ENG INLET, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. *Note: If icing conditions are entered in flight without the engine anti-icing system having beenselected, switch one ENGINE system to ENG INLET ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ENG INLET ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is +5 degrees C (+41 degrees F) or colder, and (2) End when the OAT is +10 degrees C (+50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
2003-07-02: This amendment adopts a new airworthiness directive (AD), that is applicable to Rolls-Royce Corporation (formerly Allison Engine Company) 501-D series turboprop engines. This amendment requires removal from service of certain turbine rotor components at reduced life limits. This amendment is prompted by the result of recalculated material properties by the manufacturer. The actions specified by this AD are intended to prevent uncontained turbine rotor failure resulting in in-flight engine shutdown and possible damage to the airplane.
58-08-03: 58-08-03 DOUGLAS AND LOCKHEED: Applies to All Douglas DC3, Lockheed 18, and PV-1 Aircraft Having Bromochloromethane (CB) Fire Extinguisher Systems. (NOTE: Not Applicable to Systems Which Provide Leakproof Enclosures for the Fire Extinguishing Agent Containers.)\n\n\tCompliance required by October 1, 1958.\n\n\tDue to the toxicity hazard for crew and passengers existing in these airplanes having Bromochloromethane (CB) fire extinguishing system installed, particularly when the fire extinguishing agent containers are installed in the fuselage, one of the following must be accomplished.\n\n\t1.\tThe Bromochloromethane (CB) fire extinguisher agent must be replaced with a quantity of Freon 13B1 (Bromo-tri or CF3Br, equal to 0.8 times the installed weight of Bromochloromethane (CB) and a suitable breathing oxygen supply must be provided for the crew as specified in CAR 4b.651.\n\n\t2.\tThe Bromochloromethane (CB) fire extinguisher agent must be replaced with a quantity of carbon dioxide (CO2)equal to 1.25 times the installed quantity of Bromochloromethane (CB) and a suitable breathing oxygen supply must be provided for the crew as specified in CAR 4b.651.\n\n\t3.\tThe installed Bromochloromethane (CB) system must be shown to comply with the requirements of CAR 4b.371(b) and 4b.484(b)(2).\n\n\tNOTE: This may be accomplished by enclosing the containers with a similar or equivalent system to that shown on AiResearch Drawings C-4900-77B sheets 1 to 3 inclusive.
2003-06-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-600) series airplanes, that currently requires repetitive inspections to detect cracking of the upper radius of the forward fitting of frame 47, and repair if necessary. This amendment retains those requirements but shortens the initial compliance time and the repetitive inspection intervals. This amendment also expands the applicability to include additional airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a civil airworthiness authority. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in propagation of the cracking to the rear fitting and reduced structural integrity of fuselage frame 47.
98-13-25: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that currently requires an inspection to detect free movement of the actuator servo-valve sub-assembly of the horizontal stabilizer actuator, and replacement, if necessary. This amendment adds a one-time inspection to determine the residual strength of the servo-valve sub-assembly of the horizontal stabilizer actuator, and replacement of the actuator with a new or serviceable actuator, if necessary; and eventual replacement of the horizontal stabilizer actuator with an improved actuator. 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 uncommanded trimming or failure of the trim system of the horizontal stabilizer, and consequent reduced controllability of the airplane.
67-33-04: 67-33-04 GRUMMAN: Amdt. 39-533 Part 39 Federal Register December 30, 1967. Applies to G-159 Type Airplanes. Compliance required within the next 15 hours' time in service after the effective date of this AD, unless already accomplished. To detect cracks in the aileron control idler, P/N 159CM10212-1, located in the upper portion of each cockpit flight control column, accomplish the following: (a) Remove cover, P/N 159CM10080-11, from the top of the control column housing and inspect each surface of the idler for deformation or cracks using a borescope, or use an FAA-approved equivalent inspection method. The idler need not be removed to conduct this inspection. (b) Replace deformed or cracked idlers before further flight with a part of the same part number that has been inspected in accordance with (a), or with an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Contact the Grumman Aircraft Engineering Corporation forreplacement instructions. (c) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective December 30, 1967, for all persons except those to whom it was made effective immediately by telegram dated December 13, 1967.
2003-06-08: This amendment adopts a new airworthiness directive (AD) that applies to all Dornier-Werke G.m.b.H. (Dornier) Model Do 27 Q-6 airplanes. This AD requires you to inspect the aileron and flap control cables for proper clearance from the fuel lines in the fuselage and make necessary adjustments; and inspect the fuel lines for damage and correct routing. This AD also requires you to replace all damaged fuel lines and reroute incorrectly routed fuel lines. After all other corrective action is taken, this AD also requires you to install protective sleeves on the fuel lines. 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 detect and correct damaged fuel lines and prevent the potential for further damage occurring to the fuel lines in the fuselage. Damage to the fuel lines could result in fuel leaking into the fuselage, which could cause a fire or explosion.
2003-06-07: This amendment supersedes Airworthiness Directive (AD) 2002-05-04, which applies to certain Socata-Groupe Aerospatiale (Socata) Models MS 892A-150, MS 892E-150, MS 893A, MS 893E, MS 894A, MS 894E, Rallye 150T, and Rallye 150ST airplanes. AD 2002-05-04 requires you to repetitively inspect any engine mount assembly that is not part number 892-51-0-035-0 (or FAA-approved equivalent part number) for cracks; repair cracks that do not exceed a certain length; and replace the engine mount when the cracks exceed a certain length and cracks are found on an engine mount that already has been repaired twice. This AD is the result of the French airworthiness authority's determination that airplanes equipped with an engine mount assembly part number 892-51-0-035-0 also display the unsafe condition. This AD retains the repetitive inspection and repair requirements of AD 2002-05-04, changes the applicability section, removes the terminating action, and requires replacement of all part number892-51-0-035-0 engine mount assemblies. The actions specified by this AD are intended to prevent failure of the engine mount assembly. Such failure could result in loss of control of the airplane.
55-22-01: 55-22-01 BEECH: Applies to All Model 35 Airplanes, Serial Numbers D-1 Through D- 550, Equipped With Unmodified Oil Tank Check Valves. Compliance required as soon as possible but not later than January 1, 1956. To prevent complete loss of the engine oil supply resulting from failure of oil supply line hose connects caused by engine counter rotation, the check valve located at oil tank outlet requires valve modification or removal of the valve internal parts. Modified valves supplied by Beech Aircraft (Beech P/N 35-939082) include 1/16-inch holes drilled in the face of the valve poppet to prevent pressure buildup in the oil supply line in case of engine counter rotation. Modified valves are not available from Beech Aircraft. Unmodified valves should have the internal parts (poppet pivot pin, spring and poppet) removed. (Beech Service Bulletin Model 35, No. 30, issued July 15, 1955; Service Letter Model 35, No. 44, issued March 28, 1950, and Service Letter Model 35, No. 18, issued July 18, 1947, cover this same subject.)
2003-06-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800XP and 800 (including variant U-125A) airplanes, that requires a one-time inspection to identify the bolts installed at certain locations in the wing or fuselage, and corrective actions if necessary. The actions specified by this AD are intended to prevent failure of certain attachment bolts due to manufacturing discrepancies, which could result in reduced structural integrity of the airplane, and loss of system function for flaps, controls, and landing gear. This action is intended to address the identified unsafe condition.
55-05-02: 55-05-02 HAMILTON STANDARD: Applies to All 43E60 Propellers With 6903 Blades Installed on Lockheed 1049 Series Aircraft Powered by Wright 972TC-18DA Series Engines. Compliance required as indicated. Analysis of loadings and stresses in the Hamilton Standard 43E60/6903 propeller when installed as noted has shown that it is desirable to improve the strength characteristics of the propeller barrel assembly by shotpeening the barrel and spider in specified areas, and by substituting stronger barrel bolts. Therefore, in order to preclude any failures from this cause: At the earliest opportunity, but not later than the first overhaul subsequent to May 1, 1955, accomplish the rework of the hub barrels and spiders, and replace the barrel bolts as specified in Hamilton Standard Service Bulletin No. 316 dated September 10, 1954.
98-12-32: This amendment adopts a new airworthiness directive (AD), applicable to CFM International (CFMI) CFM56-2, -2A, -2B, -3, -3B, and -3C series turbofan engines, that requires a one-time eddy current inspection (ECI) for cracks or gouges in certain high pressure turbine rotor (HPTR) disks. This amendment is prompted by a report of a HPTR disk found to have a crack in a rim bolt hole during a routine shop manual ECI. The actions specified by this AD are intended to prevent the potential for an uncontained failure of the HPTR disk, which could result in an inflight engine shutdown, aborted takeoff, or damage to the aircraft.
69-11-06: 69-11-06 AVIONS MARCEL DASSAULT: Amdt. 39-770. Applies to all Fan Jet Falcon and Fan Jet Falcon Series D airplanes. Compliance required as indicated unless already accomplished. To prevent a power loss resulting from defective T2 aspirator hoses, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 75 hours' time in service from the date of the last inspection, visually inspect the T2 aspirator hose, P/N MY 20 510.001 or P/N MY 20 510.001A, in each nacelle to see if the hose is collapsed, if the fabric is loose from the hose coil, or if the hose is twisted. (b) If during the inspection required in paragraph (a) either hose is found to be defective, before further flight, replace the defective hose with a new hose of the same part number, or with either hose P/N MY 20 510.001/2 or hose P/N AWF 1.11.1.2.1. (c) The repetitive inspections required by paragraph (a)may be discontinued after the installation of either hose P/N MY 20 510.001/2 or hose P/N AWF 1.11.1.2.1 on each nacelle, in accordance with Avions Marcel Dassault Service Bulletin No. 374, Revision 1, dated March 27, 1969, or later SGAC-approved revision or an FAA-approved equivalent. This amendment becomes effective June 2, 1969.
2000-24-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Vulcanair S.p.A. (Vulcanair) Models P 68 "OBSERVER", P68 "OBSERVER 2", and P68TC "OBSERVER" airplanes. This AD requires you to inspect the nose landing gear (NLG) upper strut for evidence of cracking (cracks or crack beginnings), and replace the NLG upper strut if you find evidence of cracking. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Italy. The actions specified by this AD are intended to prevent failure of the NLG upper strut caused by cracking in the area of the seeger retaining ring groove, which could result in loss of control of the airplane.
88-24-05: 88-24-05 PRATT & WHITNEY: Amendment 39-6018. Applies to Pratt & Whitney (PW) JT9D-3A, -7, -7A, - 7AH, -7H, -7F, -7J, and -20 turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent sixth stage turbine inner airseal (IAS) rupture that can cause uncontained engine failure, accomplish the following: (a) Modify sixth stage IAS Part Numbers (P/N) 751879, 660178, 661387, 667924, 677871, 704516, and 751881, in accordance with the Accomplishment Instructions contained in PW Service Bulletin 4835, Revision 5, dated September 27, 1983, as follows: (1) Sixth stage IAS installed with either honeycomb or microfin type shrouds where engine build records indicate seal knife edge to shroud diametrical clearance less than 0.153 inches in either the front or the rear knife edge, within the next 500 cycles in service after the effective date of this AD. (2) Sixth stage IAS installed with either honeycomb or microfin type shrouds whereengine build records indicate seal knife edge to shroud diametrical clearance equal to or more than 0.153 inches in both front and rear knife edges, at the next low pressure turbine (LPT) module shop visit after the effective date of this AD. (b) Wet abrasive blast, visually inspect, and fluorescent penetrant inspect (FPI) at the next LPT module shop visit after the effective date of this AD, in accordance with the requirements of paragraph 4E, Inspection 01, Section 72-52-06, of the Engine Manual P/N 646028, Revision 74, sixth stage IAS assemblies P/N's 774836, 774827, 774829, 774825, 774831, 774834, and 774838, that have been modified in accordance with the requirements of PW SB 4835, Revision 3, dated June 12, 1978, or earlier revisions of the SB. (c) Remove from service, prior to further flight, sixth stage IAS assemblies found cracked when accomplishing the requirements of paragraphs (a) or (b) above, and replace with serviceable parts. NOTES: (1) Modification of sixth stage seals in accordance with the requirements of PW SB 4835, Revision 4, dated May 21, 1981, constitutes an equivalent means of compliance with this AD. (2) For the purpose of this AD, an LPT module shop visit occurs when the LPT module rotor is removed from the case and vane assembly. (d) 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. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, may adjust the compliance times specified in this AD. PW SB 4835, Revision 5, dated September 27, 1983, and the PW Engine Manual P/N 646028, Section 72- 52-06, Inspection 01, Paragraph 4E, Page 817, dated December 1, 1986, and Figure 810, Page 818, dated August 1, 1984, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. These documents also may be examined at the Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 86-ANE-38, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-6018, becomes effective on December 15,1988.
2003-06-02: This amendment adopts a new airworthiness directive (AD), that is applicable to certain Hartzell Propeller Inc. model HC-C2Y(K,R)-1BF/ F8477-4 propellers with TKS (Aircraft De-icing) Ltd. anti-ice boots that were installed by SOCATA-Groupe AEROSPATIALE, the aircraft manufacturer, using TKS Ltd. Procedure P232, Specification for the Attachment of Propeller Overshoes. This amendment requires removal of the anti-ice boots, inspection and rework of the anti-ice boot area of the propeller blades, and installation of new anti-ice boots. This amendment is prompted by a report of TKS (Aircraft De-icing) Ltd. anti- ice boots on the blades of a model HC-C2Y(K,R)-1BF/F8477-4 propeller that were installed by SOCATA-Groupe AEROSPATIALE using processes that could lead to blade corrosion and failure. The actions specified by this AD are intended to prevent propeller blade separation, damage to the airplane, and possible loss of the airplane.
2018-04-01: We are adopting a new airworthiness directive (AD) for all Airbus Model A320-271N, A321-271N, and A321-272N airplanes. This AD requires de-pairing certain International Aero Engines (IAE) engines in order to continue to operate affected airplanes and discontinuing extended operations (ETOPS) for airplanes with at least one affected engine. This AD was prompted by reports of two engine in-flight shutdowns (IFSDs) and two rejected takeoffs. We are issuing this AD to address the unsafe condition on these products.
2012-03-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A340-600 series airplanes. This AD requires modifying the fire extinguishing system from a three-bottles solution with 4 flow metering compact unit into a two-bottles solution with 2 flow metering systems equipped with upgraded water absorbing filter elements. This AD was prompted by reports of partial blockage of a certain water absorbing filter element. We are issuing this AD to prevent partial blockage of a certain water absorbing filter element, which could lead to reduction of the halon outflow, which leads to incapacity to maintain fire extinguishing agent concentration. Combined with fire, this condition could result in an uncontrolled fire in the affected compartment.
2003-06-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain General Electric Aircraft Engines (GEAE) CT7 series turboprop engines. This amendment requires initial and repetitive inspections of the propeller gearbox (PGB) oil filter impending bypass button (IBB) for extension (popping), requires follow- on inspections, maintenance, and replacement actions if the PGB oil filter IBB is popped, and if necessary, replacement of the PGB with a serviceable PGB. In addition, this amendment requires replacement of certain left-hand and right-hand idler gears at time of overhaul of PGBs, and the replacement of certain SN PGBs before accumulating 2,000 flight hours. This amendment is prompted by an on-going investigation that concluded that low-time PGB removals are due to accelerated wear of the PGB idler gears, rather than improperly hardened PGB input pinions. The actions specified by this AD are intended to prevent separation of PGB left-hand and right-handidler gears, which could result in uncontained PGB failure and internal bulkhead damage, possibly prohibiting the auxiliary feathering system from fully feathering the propeller on certain PGBs.
68-09-01: 68-09-01 PRATT & WHITNEY AIRCRAFT: Amendment 39-591 as amended by Amendment 39-1581. Applies to Wasp, Jr., and R-985 Type Engines. Compliance required as indicated: To prevent further propeller blade failures as the result of excessive wear of the engine crankshaft flyweight and flyweight liners, accomplish the following: (a) For engines operated with Hartzell propeller models HC-93Z30, HC-B3Z30, and HC-B3W30. (1) With 1,150 hours' or more time in service after the last engine overhaul, within the next 50 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 1,200 hours' time in service from the last engine overhaul, replace the two engine crankshaft flyweight liners P/N 34461 with two new engine crankshaft flyweight liners P/N 34461; inspect and rework or replace engine crankshaft flyweights P/N's 34462 and 34463 in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1758 Revision A dated November 18, 1964, or later FAA approved revision; (2) With less than 1,150 hours' time in service after the last engine overhaul accomplish the procedures of (a)(1) above prior to the accumulation of 1,200 hours' time in service after the last engine overhaul and thereafter at intervals not to exceed 1,200 hours' time in service from the last engine overhaul. (b) Engines operated with a combination of Hartzell propellers models HC-93Z30, HC-B3Z30, or HC- B3W30 and any other eligible propeller in excess of 1,150 hours' time in service since last engine overhaul must have engine flyweight liners replaced and the engine crankshaft flyweights inspected, reworked or replaced as required by paragraph (a)(1). (c) For engines operated with any other eligible propellers: (1) Engines with more than 1,550 hours' time in service after the last engine overhaul, within the next 50 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 1,600 hours' time in service from the last engine overhaul, replace the two engine crankshaft flyweight liners P/N 34461 with two new engine crankshaft flyweight liners P/N 34461, inspect and rework or replace engine crankshaft flyweights P/N's 34462 and 34463 in accordance with Pratt & Whitney Aircraft Service Bulletin No. 1758 Revision A dated November 18, 1964, or later FAA approved revision. (2) Engines with less than 1,550 hours' time in service after the last engine overhaul, accomplish the procedures of (c)(1) above prior to the accumulation of 1,600 hours' time in service after the last engine overhaul and thereafter at intervals not to exceed 1,600 hours' time in service from the last engine overhaul. (d) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the repetitive inspection intervals specified in this AD. (e) This supersedes AD 65-07-02. Amendment 39-591 became effective May 26, 1968. This Amendment 39-1581 becomes effective January 17, 1973.
98-12-20: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SE3130, SA3180, SE313B, SA318B, and SA318C helicopters, that requires an initial and repetitive visual inspections and modification, if necessary, of the horizontal stabilizer spar tube (spar tube). This amendment is prompted by an in-service report of fatigue cracks that initiated from corrosion pits. The actions specified by this AD are intended to prevent fatigue failure of the spar tube, separation and impact of the horizontal stabilizer with the main or tail rotor, and subsequent loss of control of the helicopter.
2012-02-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD was prompted by a report of an uncontained failure of a first stage turbine disk that had a metallurgical defect. This AD requires inspecting certain serial number (S/N) first stage turbine disks, part number (P/N) 3101520-1 and P/N [[Page 6670]] 3107079-1. We are issuing this AD to prevent uncontained failure of the first stage turbine disk and damage to the airplane.
51-19-04: 51-19-04 MARTIN: Applies to All Models 202 and 202A Airplanes Except as Noted. Compliance required as specified. In order to comply with the recommendations of the Martin 202 Modification Board, the following items must be accomplished. In all cases, modifications which are demonstrated to provide a level of safety equivalent to that provided by the modifications listed herein will be acceptable in lieu of the listed modifications. A. Canceled December 22, 1952. B. Compliance required by October 15, 1952. 1. Provide system independent of wing heat for windshield anti-icing, deicing defogging and birdproofing. Glenn L. Martin Service Bulletins Numbers 176 and 183 together with GLM Drawings Numbers 202A5051026, 202A5051027, 202A5051036, and 202A5051037 cover this same subject. (Applies to Model 202 airplanes only.) C. Compliance required by January 1, 1952. 1. Redesign heater fuel control box to make leak tight and provide adequate draining. 2. Relocate emergency high seat switches to eliminate lag. (Applies to Model 202 airplanes only.) 3. Redesign fire-detection circuit to eliminate stepping relay. (Applies to Model 202 airplanes only.) D. Compliance required by April 1, 1952. 1. Improve the landing gear position indicating system so as to reduce the possibility of obtaining a "safe" indication when gears is in an unsafe condition. (Martin Service Bulletins Numbers 163A (for Model 202A) and 168 (for Model 202) cover this same subject.) E. Compliance required prior to reactivation of the autopilot. 1. Accomplishment of the reduced gear ratio and installation of field rheostat in rudder servo motor circuit to reduce stall torque. Prototype installation to be approved by a Regional Office of FAA (Aircraft Engineering). (Martin Service Bulletins Numbers 104A and 114 cover this same subject.) (Applies to Model 202 airplanes only.) F. Compliance required before accumulation of 8,000 hours total operating time. 1. Accomplish reinforcement of the nacelle structure. (Martin Service Bulletins Numbers 144 (for Model 202) and 145 (for Model 202A) cover this same subject.) This supersedes AD 51-12-02.
2012-01-03: We are adopting an airworthiness directive (AD) for the Eurocopter France (ECF) Model AS332L2 helicopter and superseding an AD for the Model EC225LP helicopter. This AD is prompted by the manufacturer issuing additional corrective action to prevent failure of the main gearbox (MGB) due to the degradation of the epicyclic module of the MGB and expands the applicability to include the ECF Model AS332L2 helicopter because an investigation showed a failure within the epicyclic reduction gear module resulted in the rupture of the MGB case and separation of the main rotor head of a model AS332L2 helicopter in 2009. These actions are intended to prevent failure of the MGB and subsequent loss of control of the helicopter.